S4C book of abstracts

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Scientists for Cycling Colloquium 2016
Book of Abstracts
©UA

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Title
Scientists for Cycling Colloquium 2016 – Book of Abstracts
Chairperson
 José C. Mota (Univ. Aveiro, Portugal)
 Manfred Neun (European Cyclists' Federation)
Committees
Scientific Committee
 John Parkin (University of the West of England, United Kingdom)
 Kevin Krizek (Univ. Colorado Boulder, USA)
 Margarida C. Coelho (Univ. Aveiro, Portugal)
 Martin Held (Protestant Academy of Tutzing, Germany)
Organizing Committee
 Frederico Moura e Sá (Univ. Aveiro, Portugal)
 Holger Haubold (ECF Network Coordinator Scientists for Cycling )
 Joana Ivónia (Univ. Aveiro, Portugal)
 Joaquim Macedo (Univ. Aveiro, Portugal)
 Patrícia Mostardinha (Univ. Aveiro, Portugal)
Event Logotype and Website Design
Joana Ivónia (Univ. Aveiro, Portugal)
Editors of the e-Book of Abstracts
 Margarida C. Coelho (Univ. Aveiro, Portugal)
 Joaquim Macedo (Univ. Aveiro, Portugal)
November 2016

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Table of Contents
Message From Manfred Neun, ECF/WCA President and Chair Of The S4C Network Advisory Board.......5
Message from Prof. Manuel Assunção, Rector of the University of Aveiro...............................................6
Message from João Miranda, President of ABIMOTA................................................................................7
Message from Eng. José Ribau Esteves, President of CIRA - Aveiro Region Intermunicipal Community ..8
Message from Prof. José Carlos Mota – University of Aveiro and Co-chair of the S4C Colloquium 2016 .9
KEYNOTE LECTURES .................................................................................................................................11
Cycling And The UN Sustainable Development Goals – Contributions Based on The Active Mobility
Agenda .................................................................................................................................................12
Bicycling & Changing Urban Transport .................................................................................................15
CYCLING & UN GLOBAL GOALS sustainable mobility | economic value | ...............................................17
Increased Successful Use of Cycling in Polish Cities in the Aspect of Transformation and Membership
in the European Union..........................................................................................................................18
Boosting the Socio-economic and Health Cost-Benefit Assessment of Cycling Investments: Shaping a
network of cities for active lifestyles ....................................................................................................19
The public policies for the national cycle tourism networks.................................................................21
Assessing the economic and environmental impacts of an electrical bike-sharing system ..................22
Sport & Tran(sport) - The National “Cycling for All” Strategy in Portugal .............................................24
The planning of bicycle as a daily transportation mode .......................................................................27
CYCLING & UN GLOBAL GOALS gender | partnership | public space | ...................................................29
Bicycle mobility amongst Women and Children in the Lisbon - Cascais corridor..................................30
Women hitting the pedal......................................................................................................................32
Bike uses over three generations .........................................................................................................33
The role of an non profitable association in the increasing bicycle usage in the city of Braga .............34
Cycling and Walking in Future Lisbon: improving public space.............................................................36
Cycling advocacy in Brasil .....................................................................................................................37
CYCLING & UN GLOBAL GOALS Legislation | ...........................................................................................39
Vulnerable Road Users and Motor Vehicles Involved in Crashes: Application to Portuguese Road
Safety Data ...........................................................................................................................................40
Priority for cyclists ................................................................................................................................41
Current European Legislation Prevent Changes in Mobility..................................................................43
Evidence of proposed UK law regarding motorists passing cyclists ......................................................45
Social predictors of bicycle helmet use among children and adolescents: The Attica study ................49
On the Importance of Bicycle Skills Training for Sustainable Urban Mobility .......................................51
CYCLING & RAPID CHANGES cities |.........................................................................................................53
Effect of Sevilla Cycle Network on Cycling Safety. A First Analysis........................................................54
Looking at destinations to explain walking and cycling: the case of the multiple locations of the
University of Lisbon ..............................................................................................................................56
Cycling behaviours and their impact on Quality of Life of the youth market: An analysis of Portuguese
University Students ..............................................................................................................................57
Calculation Program for the Tracing of Cyclist Networks in Consolidated Urban Environments. Example
of Application in the City of Vigo .........................................................................................................58

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Cycling in Brazilian Cities: Motivations and Challenges ........................................................................60
I´d rather go by bike: Changes in the cycling scenario of Fortaleza ......................................................62
CYCLING & RAPID CHANGES tools |.........................................................................................................65
Cycling Network Planning as a Starting Point for the Promotion of Active Mobility Patterns..............66
The Relationship Between Urban Mobility and Land-Use: Challenges to Promote Bicycle Mobility
Strategies..............................................................................................................................................68
An On-board Platform of Sensors for Enhancing Safety of Cyclists ......................................................70
Promoting Aveiro region as a cycling tourism destination: the definition of cycle routes using GIS....71
Safer Cycling Routes to the University: Analysis of Conflicts between Motor Vehicles and Bicycles ....73
The challenges of including bicycle and urban mobility as public policy in Brazilian cities: the case of
Pedala Itajubá and Bicycle Campaign Elections 2016 ..........................................................................74
CYCLING & RAPID CHANGES Target groups |...........................................................................................75
Identifying potential cyclists and its motivators and deterrents to cycle in hilly and unnetworked cities
.............................................................................................................................................................76
The role of innovation on Bicycle Commuting in Portugal....................................................................77
Riding bicycle since childhood: contributions of design for the bicycle (re) integration in the Aveiro
region ...................................................................................................................................................78
Exploring the potential of electric bicycles for people after stroke ......................................................79
Supporting cycling to work: the example of the bike kilometric allowance in France .........................81
Methods for assessing the geographical distribution of cycling potential............................................82
FINAL REMARKS .......................................................................................................................................83

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MESSAGE FROM MANFRED NEUN, ECF/WCA PRESIDENT AND CHAIR OF THE S4C
NETWORKADVISORYBOARD
Dear Participants,
This colloquium marks a milestone in the development of the Scientists for Cycling network. After our
last, very successful global edition in Taipei, we are happy to be back in Europe for another event
packed with original research from different disciplines working on cycling.
The content of this colloquium shows what we have achieved together during the last years and what
we will focus on in the future. The continuous work of the Scientists for Cycling network has made it
possible to take forward the development of the Active Mobility Agenda. This has helped us to put
together a methodology for analysing in a systematic way the multiple benefits of cycling in Europe,
but also the contribution of cycling to the achievement of the United Nation’s Sustainable
Development goals. We are looking forward to sharing the results of this analysis with you and we are
eager to receive your feedback and your suggestions on how to strengthen our arguments for more
cycling in Europe and in the world.
The second big theme of our colloquium is “Rapid Changes”. A subject that is linked to and that will be
crucial for the development of our sector in the next years is “Smart Cycling”. Together with our
partners in academia and the industry, we will take this issue forward and make sure that cycling gets
the place it deserves in the Smart Cities of tomorrow.
Our partners here in Aveiro are giving an outstanding example of how this collaboration between
cycling advocates, research institutions, and the industry should look like already today. Therefore, we
could not wish for a more appropriate place to hold our colloquium than here. I would like to thank the
University of Aveiro, Portugal Bike Value, Abimota Lea and the Aveiro Region for hosting us so
generously and I wish you all great days full of exchange of ideas, excellent discussions and new
networking opportunities.
Best regards,
Manfred Neun

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MESSAGE FROM PROF. MANUEL ASSUNÇÃO, RECTOR OF THE UNIVERSITY OF
AVEIRO
Welcoming the European Cycling Federation to the University of Aveiro
It is a great pleasure for me and an honour for the University of Aveiro to host the International
Colloquium of the ECF Scientists for Cycling Network. It makes a lot of sense for us since we have been
dedicating a great deal of attention and effort to the cause of the bicycle and cycling.
Our action has been threefold. In the first place, we set up a Technological Platform where people
devoted to issues related to bicycles and sustainable mobility, both from the University and from the
wider community, can meet, discuss and work together in an informal way. In this forum, we have
brought together professors and researchers from all disciplines that can contribute to the field:
mechanical engineering, production technology, materials science, informatics coupled together with
design, territorial planning and social and political sciences. But also entrepreneurs, engineers and
managers from industries producing conventional bicycles, electrical bikes or spare parts for these;
representatives of the main industrial association for the sector; town halls and other relevant policy
makers; and, of course, the Portuguese Cycling Federation. The main aim of the Platform is to promote
the economic and social appreciation of knowledge in a domain where Portugal occupies an important
role as producer and exporter, the Aveiro Region being by far the main contributor to this reality. But
the Platform also wishes to play a useful role in raising greater awareness of the need for more
sustainable mobility.
In second place, we embarked on a programme – Ubike - for equipping the University Campus with
several hundred bikes, including electrical ones, in a bike sharing scheme. The programme aims, in
particular, to take advantage of both the flatness of the land around Aveiro and the tradition of using
bikes here.
And, in addition, we initiated the national movement, the Portuguese Bicycle Commitment, which is in
line with our growing involvement with regional and municipal authorities for setting up conditions
and public policies designed to promote cycling in a territory already leading the country in terms of
the per capita utilisation of bicycles.
So I think these are enough reasons for you to feel at home in Aveiro. We certainly are happy to have
you here.

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MESSAGEFROMJOÃOMIRANDA,PRESIDENTOFABIMOTA
ABIMOTA - Associação Nacional das Indústrias de Duas Rodas, Ferragens, Mobiliário e Afins is a non-
profit organisation founded in 1975 and classed as a public benefit organisation, as published in the
Official Gazette No. 15 - Series II of 19/09/1993. ABIMOTA recently became a full member of CONEBI;
the Confederation of European Bicycle Industries.
Its scope includes a number of activities which contribute to the sustainable development of the
region’s industrial base in general and of its Members in particular:
 Vocational Training
 Sector Standardisation Body (ONS) - Two-Wheeled Vehicles
 Legal Advice / Sport
 Project Monitoring
LEA – ABIMOTA Testing Laboratory, opened in 1994, as a effort and strategy to provide the sector with
a framework for growth. Subsequently, the inauguration of the second stage of LEA has shown that the
focus on development has borne fruit, with its role as driver of the sector and the economy recognised
by various organisations, providing the parent industry with modernisation and development resources
and providing quality services to the industry generally.
In pursuit of its objectives, ABIMOTA has undertaken various activities during its existence which are
intended to contribute significantly to the dynamism and growth of the sector. From this point of view,
following Portugal’s accession to the European Union and the resulting internationalisation of its
markets, ABIMOTA, in view of its effects, began to provide its members with information resources to
fill possible gaps in knowledge. ABIMOTA has regularly organised seminars, workshops and training
courses, almost always supported by organisations with which ABIMOTA has established agreements.
One of Abimota’s initiatives is the Bike Value Portugal a project co-founded by the SIAC program –
Portugal 2020, which aims to promote internationally the Portuguese two-wheel sector, promote
Portugal as a producing nation and finally promote Portugal as a destination for investment in new
production units.

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MESSAGE FROM ENG. JOSÉ RIBAU ESTEVES, PRESIDENT OF CIRA - AVEIRO REGION
INTERMUNICIPALCOMMUNITY
Mobility is an important tool for a better place and for improving the quality of life of people... the
Region is committed to the improvement of bike lanes and to encourage the use of bicycles in daily
trips.

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MESSAGE FROM PROF. JOSÉ CARLOS MOTA – UNIVERSITY OF AVEIRO AND CO-
CHAIROFTHES4CCOLLOQUIUM2016
Responding to the European and National challenges of creating low-carbon mobility cities and to
stimulate a greener economy, Aveiro University created recently a Bicycle and Soft Mobility
Technological Platform (PTBMS). This platform is an informal structure, composed by researchers from
various departments or research units, with cross and multidisciplinary expertise to give answers to
research, development and innovation challenges in partnership with different public and private
stakeholders.
Launched in July 2014, the PTBMS has identified a well-defined mission: support the creation of
favorable conditions to promote soft modes and the production of research & development on this
issue, in order to provide an improvement of the environment, the economy, the qualification of the
territory and the day to day life of citizens and communities.
To answer this mission a set of objectives were defined: i) promote bike-friendly transformation of
cities, society and mobility; ii) encourage the development of a bicycle economic sector and support
the creation of new products and services; iii) create national and international collaborative networks,
based on the stimulation of several local and regional actors; iv) produce critical reflection on the
territory, society, mobility and soft travel modes.
This article discusses the potential of this new relationship between knowledge, governance and the
bicycle industry, in the light of the challenges that the new European framework 2014-2020, to make a
critical assessment of the activities and outline bridges that can be developed with other countries
where this interface methodology is being developed.

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CYCLING AND THE UN SUSTAINABLE DEVELOPMENT GOALS – CONTRIBUTIONS BASED
ON THE ACTIVE MOBILITY AGENDA
Manfred Neun
President
European Cyclists’ Federation – World Cycling Alliance
manfred@neun.net
Extended Abstract – Keynote
In the follow-up of the UN Millennium Goals (period 2000–2015) the UN Sustainable Development
Goals (SDGs), also known as Global Goals (2015–2030), became a unique call for sustainability of the
United Nations. This call addressed all policy makers of our world to tackle the root causes of poverty
and unite us together to make a positive change for both people and planet. The SDGs are an inclusive
agenda, and it is the first time in the UN history that by these objectives all countries must be seen as
transformation countries.
1
This substantiates a first assumption: if cycling contributes significantly to
the Global Goals, then cycling should become part of all agendas on sustainable (public) investments.
Regrettably, cycling was not listed to the Global Goals, even transport in general was not. The
challenge to solve this “birth defect” was tackled from three angles: (1) A High-Level-Advisory-Group to
the UN Secretary General was established, and transport impacts achieving the SDGs were identified as
to be safe, affordable, accessible, efficient, resilient, and minimizing carbon and other emissions and
environmental impacts.
2
ECF/WCA got involved into these procedures via the SloCat alliance and
contributions to the Technical Working Group. (2) Content-wise the SDGs’ overarching End of Poverty
was contributed by cycling economics significantly. (3) The systematic analysis of the cycling benefits in
the SDGs was based on the Active Mobility Agenda as an evaluation matrix. Currently the same
approach was used for the EU Cycling Economy
3
. The method can be understood as a morphological
analysis
4
that helps to discover all cycling contributions from all sectors we know about. Effecting to
the Global Goals
5
cycling was identified to contribute significantly to 12 of the 17 SDGs:
Fig. 1 The UN Sustainable Development Goals adopted by the UN General Assembly in Sept. 2015
with check marks where cycling contributes to the Global Goals – work in progress.
1
URL: https://sustainabledevelopment.un.org/post2015/transformingourworld [accessed 12th October 2016].
2
UN 2016. “Mobilizing Sustainable Transport for Development .” Analysis and Policy Recommendations from the United Nations
Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 28 Oct 2016, New York. Available at:
https://sustainabledevelopment.un.org/topics/sustainabletransport/highleveladvisorygroup [accessed: 12th October 2016].
3
Neun, M. and Haubold, H. 2016. The EU Cycling Economy – Arguments for an integrated EU cycling policy. European Cyclists’
Federation, Brussels, December 2016. See the extended Abstract in this publication.
4
The morphological analysis was introduced by > Zwicky, F. 1969. Discovery, Invention, Research – Through the Morphological
Approach, – Through the Morphological Approach, Toronto: The Macmillan Company.
5
A first overview as handover to the UN Climate Summit COP 21 in Paris, Dec. 2015, was published by ECF, 2015: Cycling delivers
on the global goals. At: https://ecf.com/what-we-do/global-cycling-policies/voluntary-commitment-un [accessed: 15.10.2016].

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Content-wise the analysis is based on “framing” according to Tverski and Kahneman
6
, and due to the
complex settings on “mental models and shared models” as worked out by Denzau and North.
7
This
approach and the Active Mobility Agenda based on became research guidelines for cycling and active
mobility questions, and helped to establish ‘Active mobility (AM)’ as a concept.
8
This methodological
approach was for the S4C network already communicated at the last S4C colloquium in Taipei.
9
By contributing to the Global Goals alliances on transport
10
, but also to the Habitat III process – in
particular to the New Urban Agenda
11
– we learned a lot more about the benefits of cycling and the
AM concept by ourselves, and also we were able to see that cycling has positive impacts in many more
fields than previously considered.
We also must consider that we identified all the gaps of data and unanswered questions now more
precisely than at any time before. Also this must be seen as a positive result, as we can identify an
increasing demand on further research and where it occurs. Against this background the further
collaborations on the Global Goals’ research and contributions can be drafted as follows:
 The current number of SDGs, to which cycling and active mobility contributes significantly, is
not fixed yet; it is work in progress.
 The requirements of the SDGs to shape new policies are a unique opportunity to help the
decision makers to find proper solutions for sustainable politics.
 The cross-match of the SDGs with the key-issues of the Active Mobility Agenda are delivering
an enabling structure for further research, inviting scientists from all disciplines for specific-
disciplinary as for trans-disciplinary research.
 The global ECF network Scientist-for-Cycling is prepared and predestined to organise these
collaborations.
Publications are on the way, and the best time to bring in further contributions is now. The
tremendous impact of cycling and active mobility is also based on another simple matter of fact: For
sustainable development reducing current non-sustainable behaviour is necessary but not enough. It is
a must to establish new and even contrasting sustainable behaviour, trigger a change of mind-sets, of
paradigm. Thus the colloquium’s second stream about rapid change marks exactly these essentials.
The aim of this keynote and the overall-theme of this colloquium in general are to encourage as many
scientists as possible to contribute within the unique frame of the UN Sustainable Development Goals
on cycling and active mobility benefits. These collaborations will unleash further research and
knowledge on the subject and stimulate investments in cycling and active mobility growth.
KEYWORDS: Active Mobility, Active Mobility Agenda, Framing, Mental models, Sustainable Development Goals,
Cycling Economics, Sustainable behaviour, Scientists for Cycling.
ACKNOWLEDGEMENTS: I would like to thank the whole ECF community, and in particular the Advisory Board of
the Scientists for Cycling network, for working on the Active Mobility Agenda during the last decade. And I also
would like to express my gratitude to the World Cycling Alliance (WCA) team and board members for contributing
6
Tverski, A. and Kahneman, D. 1981. The Framing of decisions and the psychology of choice. Science, 211(4481): 453-458.
Available at: http://www.jstor.org/stable/1685855 [accessed: 10 December 2014].
7
Denzau, Denzau, A. and North, D. C. 1994. Shared Mental Models: Ideologies and Institutions. Kyklos, 47(1), 3-31.
8
Held, M., Schindler, J. and Litmann, T. 2015. Cycling and Active Mobility – Establishing a Third Pillar of Transport Policy, in:
Gerike, R. and Parkin, J. 2015 (Eds.). Cycling Futures – From Research into Practice. Ashgate, Surrey (UK) and Burlington (US), p
209.
9
Neun. M. 2016.. S4C and COP 21 – challenges, achievements and perspectives for the evolution of cycling. Key-note
presentation at the Scientists-for-Cycling colloquium at Velo-city 2016 Taipei, 26.02.2016. Extended abstract and presentation
available at: https://drive.google.com/file/d/0ByMLurB9op4KeFpjWlZ4UzM1cGktZDNNeXBiRFZDS0ktdXhJ/view [accessed:
15.10.2016].
10
UN 2016. Analysis of the Transport Relevance of Each of the 17 SDGs. Draft report of the Open Working Group on transport
contributing to the United Nations Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 24
Sept 2016, New York.. Available at:
https://sustainabledevelopment.un.org/content/documents/8656Analysis%20of%20transport%20relevance%20of%20SDGs.pdf
[accessed: 10. Oct 2016].
11
ECF 2016.The potential of cycling in the New Urban Agenda – Zero Draft Analysis. Paper contributing to UN Habitat III and The
New Urban Agenda. ECF/WCA, 2s May 2016, Brussels. Available at:
https://ecf.com/sites/ecf.com/files/Potential%20of%20Cycling%20in%20the%20New%20Urban%20Agenda_Final.pdf [accessed:
12th October 2016].

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to the SDGs development. This builds the base for a far-reaching perspective to unleash increasing benefits of
cycling and active mobility for mankind.

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BICYCLING & CHANGING URBAN TRANSPORT
Kevin J. Krizek
Professor & Director
Program in Environmental Design, University of Colorado Boulder & Radboud University
kjkrizek@gmail.com
Extended Abstract – Keynote
What countless cities in the world are striving for—more people using bicycles for everyday
transport—has reached extremely high levels in some Northern European communities. Such levels are
now prompting new issues for some cities to address, if not solve.
Bicycle "rage” is now covered in the press; congestion at intersections is frustrating for many. Large
cargo bicycles require cities to reconsider their role of these larger vehicles on narrow bicycle-only
facilities. Secure bicycle parking is hard to find; in bicycle garages, storage space is sold before it is
built. Owing to electrically assisted bicycles (e-bicycles), there are more conflicts users of different
speeds.
When it comes to thinking of how people will get around cities, big changes are coming. The
automobile regime in many cities worldwide is showing signs of instability. Transport technologies are
quickly advancing and transport systems in cities will undergo dramatic renovation. A new transport
constellation is taking shape that combines autonomous vehicles, electrification, and possibly the
sharing economy. There are more unknowns than knowns about how these factors will play out;
bicycling’s role is uncertain.
I adopt the following premises:
1. Transport solutions vary by culture and context.
2. Robots and other forms of advanced mobility will increasingly occupy roads across.
1
3. Densities of urban development will increase.
4. Most humans prefer to travel rather than cloister-up at home.
5. Many streets in cities could easily be transformed to supply a third space.
6. There will be an enhanced ability to monitor human flows.
7. Future transport options will value an ability to reduce negative externalities to society.
Bicycling comfortably satisfies many of above premises. The global stock in bicycling is rising;
stakeholders, politicians, and city builders find bicycling an attractive agenda to support.
2
City officials
across the globe are eyeing transformations taking place in Northern Europe as potential solutions.
These officials are endeavoring to bring strategies that spur more bicycling home to their
communities.
3
Yet, the majority of humans fail to frequently ride bicycles.
What sense can be made of these conundrums?
Bicycling’s prospect for more widespread use is based on two premises—that bicycling:
(1) has a lower generalized cost of travel (relative to other modes), and
(2) provides intrinsic pleasure to individuals (e.g., bicycling is a social or physical activity or individuals
might like the feel of the wind in their hair).
4
1
See e.g. Starship Technologies featured in: Robinson, Melia (2016-09-22) San Francisco is getting tiny self-driving robots that
could put delivery people out of a job. Business Insider.
http://www.businessinsider.com/autonomous-delivery-robots-starship-technologies-2016-
2
UN 2016. “Mobilizing Sustainable Transport for Development .” Analysis and Policy Recommendations from the United Nations
Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 28 Oct 2016, New York, see:
https://sustainabledevelopment.un.org/topics/sustainabletransport/highleveladvisorygroup.
3
Fully recognizing that multi-modal solutions are arguably the most effective. Kager, R., Bertolini, L., & Te Brömmelstroet, M.
(2016). Characterisation of and reactions on the synergy of bicycles and public transport. Transportation Research Part A: Policy
and Practice, 85, 208-219.
4
Thanks to David Levinson for his help articulating this and other concepts herein.

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These premises are not conditional nor are they mutually exclusive. Two fundamental elements relate
city design and bicycling: land use (how much of what type of use and its intensity) and networks
(street patterns and characteristics). Providing inviting and safe environments for bicycling is a core
network challenge in cities moving forward and the focus of this presentation. The biggest threat
facing bicycling will be faster, and sometimes larger, vehicles. Historically, this has meant cars; but, that
is changing. E-bicycling, specifically, is among the fastest transport innovations and is actively
penetrating the global market. Most transport professionals endorse e-bicycles because they allow
users to travel faster with less effort, therefore increasing the market of bicycle use. Yet, some follow-
on effects of e-bicycles have yet to be fully recognized.
5
I apply framework based on positive infrastructure loop that might be applied to bicycling. Bicyclists
are scorned because they are arguably the most unpredictable group of all road users; that
characteristic may be a useful and distinguishing one. How much bicycling happens on which streets
could be used as a tipping point to help determine, in part, which spaces would be relegated to only
human propelled and navigated movement.
6
There are countless needs to research and better
understand how this idea would translate across cultures and transport systems. Answers to these
questions will be used to inform, in part, a society’s tolerance for movement that is propelled almost
wholly by electricity and navigated whole by technology.
5
For fuller context, consult: “Up and Out,” Levinson and Krizek, submitted to WSLTUR 2017.
6
The idea builds on the concept of vehicular classes discussed in: Urban Mobility: A New Design Approach for Urban Public
Space. Report prepared for AWNB by Ben Immers, Bart Egeter, Johan Diepens, Paul Weststrate, August 2016.

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CYCLING & UN GLOBAL GOALS
sustainable mobility | economic value |

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INCREASED SUCCESSFUL USE OF CYCLING IN POLISH CITIES IN THE ASPECT OF
TRANSFORMATION AND MEMBERSHIP IN THE EUROPEAN UNION
Andrzej Zalewski
Warsaw University of Technology, Faculty of Architecture
andrzej.zalewski2205@gmail.com
Maria Styblińska
Warsaw University of Technology, Faculty of Architecture
maria.styblinska@gmail.com
The paper will present the changes in use of bicycles during last 20 years in an aspect of a transition
and Polish accession to the European Union (2004). Authors want to define the thesis that the process
of transformation, alterations in socio - economic systems, the opening borders with Schengen’s
Agreement and, consequently, the Polish accession to the European Union, contributed significantly to
the changes in the awareness of Polish society and the activities of the authorities at various levels
(local and the state government, which in turn carry modification of transportation behavior to the
direction of sustainable mobility and creativity favorable conditions for the use of the bicycle, and
generally improve the environmental conditions of life. Residents in their behavior and preferences,
wanted to match to West European citizens. Also the city of its appearance and technical solutions in
the field of transport should have been equal to the best ones in Western Europe.
To realize these efforts Poles found their support in the European Union funds, including primarily the
Programme Cohesion Transport and Environment and funds for Regional Development. These
translates into a significant transformation of public spaces of towns and cities, which become more
friendly residents and created potentially better living conditions, promoted sustainable development
and environmental protection. In some aspects, including the development of bicycle urban systems,
Polish cities are the leaders in Europe and as well as in the dynamics of increasing the use of public
bicycles. At the same time measures taken to improve the safety of vulnerable road users - pedestrians
and cyclists. The rapid development of traffic calming zones (tempo 30 and shared spaced) favors also
a better conditions of cycling.
The paper will present quantitative changes have taken place in terms of modal split in Polish cities,
including increasing the share of daily use and recreational bicycle journeys, examples of the
development of transportation infrastructure for bicycles and a transformation of public species.
Studies on the Polish vision of the development of cycling infrastructure and public space conducted
among students of several universities will be presented.

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BOOSTING THE SOCIO-ECONOMIC AND HEALTH COST-BENEFIT ASSESSMENT OF
CYCLING INVESTMENTS: SHAPING A NETWORK OF CITIES FOR ACTIVE LIFESTYLES
Elisabete Arsenio*
LNEC & ECTRI leader of the Transport Economics and Policies Group
earsenio@lnec.pt
Paulo Ribeiro
Universidade do Minho
Jorge Coelho
Comunidade Intermunicipal do Algarve
In the World, physical inactivity is already the fourth leading risk factor for global mortality, being
responsible for 3.2 million deaths annually (6% of deaths globally). Overweight and obesity is the fifth
risk factor responsible for an additional of 2.8 million deaths annually (WHO, 2009). The World Health
Organization (WHO) advocates that regular daily walking and cycling can help to prevent deaths and
reduce several health risks.
The transport appraisal practice reveals that active transport benefits tend to be overlooked and
undervalued (Litman, 2013). The Health Economic Assessment Tool (HEAT) developed by the WHO
accounts for health benefits of regular cycling (and walking) by including their assessment into a cost-
benefit analysis (CBA) framework. Simply stated, the HEAT estimates economic savings using the
increase in regular physical activity (e.g. due to increases in cycling levels) for the population that
stands to benefit from the new infrastructure investment and applies a monetized value of a statistical
life to the number of avoided premature deaths (that result from reduction of all-cause mortality
associated with regular cycling). For this purpose, the tool considers the available risk data from
published studies and country specific mortality data. Since the economic appraisal in HEAT follows the
standard economic theory of social cost-benefit analysis, several economic indicators can be computed
such as the benefit-cost ratio, the expected annual health benefits and the present value of the health
benefits over the economic period of analysis.
The HEAT is already part of the official guidance in the United Kingdom (Department of Transport,
England) and Sweden. In other countries such as Portugal with low levels of cycling and with no
national appraisal guidance for active transport, it’s still rare the use of CBA methods for the appraisal
of cycling infrastructures. Nevertheless, economic assessment had often been used to support
decision-making for other transport investments such as road infrastructures.
This paper is built upon the former study in Portugal using the HEAT for evaluating the health benefits
of walking and cycling using the HEAT which was applied in the city of Viana do Castelo as part of the
HEPA Europe/Healthy Cities sub-network of the WHO (Arsenio and Ribeiro, 2015). A specific mobility
survey was developed with the purpose of collecting the necessary data to use HEAT. The sample size
was statistically representative of the city (with a 5% margin of error; 95% confidence interval)
covering 337 valid surveys. The study also included a review of valuation studies of cycling that showed
evidence on the magnitude of the health benefits of cycling in comparison to other externalities such
air pollution effects and accident risks. Findings are supportive that health benefits of active transport
can significantly outweigh their costs in the majority of cases analysed. This paper extends the socio-
economic and health benefit assessment practice to an enlarged network of potential users with the
support of the Intermunicipal Community of Algarve (AMAL). This regional authority launched the so
called “Action Plans for Sustainable Mobility” (PAMUS) for the Algarve region covering its network of
16 cities which focuses on transport decarbonisation actions. Considering a platform of key
stakeholders, this paper brings further evidence on the transport and cycling appraisal practice in the
regional context and their remaining bottlenecks (including data needs) and on the perceived
usefulness of HEAT to boost healthier and low carbon lifestyles.
By boosting an enlarged network of HEAT users in the country, we aim that socio-economic and health
CBA assessment will help local decision-makers to transform their cities to allow active lifestyles for
their citizens and achieve higher uptakes of cycling as part of daily routines.

20
References:
Arsenio, E. and Ribeiro, P. (2015). The Economic Assessment of Health Benefits of Active Transport
(Chapter 2), in Sustainable Urban Transport, Attard, M. and Shiftan, Y.(editors), Emerald Group
Publishing Ltd, UK. (doi:10.1108/S2044-994120150000007011)
Litman, T. (2013). Evaluating active transport benefits and costs. Victoria: Victoria Transport Policy
Institute.
WHO (2009). Global health risks: mortality and burden of disease attributable to selected major risks.
Geneve:WHO.

21
THE PUBLIC POLICIES FOR THE NATIONAL CYCLE TOURISM NETWORKS
P. Guerra dos Santos
Road Project Engineer
The national cycling networks:
Which public policies on a local, regional and national level to apply in Portugal to promote it as a cycle
touristic country?
Long distance cycle tourism networks are becoming more popular worldwide, making it important to
understand how some countries plan and invest in this type of infrastructures.
This project aims to compare the different Public Policies carried out by several countries, which
resulted in cycle tourism networks with thousands of kilometers, its costs and incomes, as well the
results in popularity both on national and worldwide levels.
Using the comparative method it is expected to understand the different public policies to develop, as
well to forecast the results on a medium/long term when applied to countries without national cycle
tourism networks.

22
ASSESSING THE ECONOMIC AND ENVIRONMENTAL IMPACTS OF AN ELECTRICAL
BIKE-SHARING SYSTEM
João-Pedro Ferreira
Faculty of Economics, University of Coimbra
Joao.ferreira@fe.uc.pt
Gil Ribeiro
GOVCOPP & CIAUD (DCG), Department of Social, Political & Territorial Sciences, University of Aveiro
gil@ordenaracidade.pt
Research project
We are witnessing a bicycle renaissance across the globe. With growing concern regarding the
multitude of problems caused by motorization, cities around the world have been racing to implement
policies and measures to promote cycling. Cycling is being seen as a potential sustainable solution to
offsetting the impacts of burgeoning car use, worsening traffic congestion, environmental and health
concerns. The variation in mode share for cycling across these cities reflects the varying level of
provision made for cyclists, from infrastructure through to policy, education and awareness. Cities that
have proven successful in their efforts to promote cycling typically employ a combination of each of
these measures to support and encourage cycling. Recently, cities around the world are increasingly
looking at the potential of bike-sharing programs to boost mode share for cycling. The number of
programs internationally grew from about 60 in 2007 to more than 1000 today (about 1010).
Undoubtedly, this new perception of sustainable mobility and urban environment can have a decisive
role in supporting policy designed to accomplish the 11st Sustainable Development Goal of the UN
2030 Agenda, which calls upon world leaders to make cities and all “human settlements inclusive, safe,
resilient, and sustainable” (UN, 2015).
The size of a particular bike-sharing system should vary according to service area and expected number
of users. However, one key lesson to be learnt from the experiences of various cities is that the
program scale may influence the attractiveness of the system. Moreover, the quality of bikes and
supporting system (stations, kiosk and software) is also a key factor of success together with the
location of stations and the proximity to mobility generators and cycling infrastructure. The
comprehensive acceptance of this analysis demands new practices. Thus, there are different impacts
that can result from the implementation of systems with distinctive performance and efficiency results.
This coordinated approach, with reasonable investment, points most of the time to positive and
sustained impact. However, in the context of this work an effort was applied to estimate the economic
and environmental impacts of the implementation of a bike-sharing system in the context of the Lisbon
Municipality in Portugal assuming different scenarios. These scenarios concern the implementation of
different bike-sharing size systems and equipment, with distinctive initial investments and,
consequently, users potential and effectiveness.
Our modelling framework consists in a Multi-Regional Input-Output model applied to the Lisbon
Metropolitan Area that can accurately describe the interactions between industries and households
located in specific regional contexts within metropolitan areas. These models have the capability of
presenting the results in terms of direct impacts but also give the chance to discriminate the indirect
and induced impacts of a real or simulated shock. For instance, according with Ferreira et al. (2014) if
the refined petroleum products manufacturing decreases its production the inputs used in its
production are expected to decrease, simultaneously this also leads to additional decreases in the
production of inputs, and so on (indirect effects). Moreover, as the production diminishes, the
household’s income also decreases leading to a subsequent decreases in the household’s consumption
(induced effects). However, at the same time when households stop consuming fuels they can increase
their level of consumption of other products. So, our modelling framework is applied in order to assess
the impacts of the changes in the consumption patterns resulting from the increase use of bicycle
systems and a decrease in the use of fuels and other commuting related expenditures. This naturally
implies changes and shocks in the economy of the Lisbon Metropolitan area that affect the entire
Portuguese economy and, consequently, the Output and GVA of the industries located in Lisbon and

23
abroad. Finally, such impacts in the consumption patterns and the production also reflect on the
energy consumption and CO2 emissions.
So, our results show that, in this particular case, the increase substitution of car use with bicycle use is
responsible for impacts in the economy and in CO2 emissions in Portugal. This research results also
suggest that the increase efficiency of systems, which is (at a certain point) dependent of higher initial
investments and better planning measures, are also important to contribute to the medium-long term
impacts of the system that result from a significant decrease in terms of the fossil fuel consumption.
Further, cities and regions’ development grounded in the use of alternative sustainable transportation
modes contributes to supplementary macroeconomic positive effect in economies where oil (and/or its
derivatives) and cars are mainly imported (as the Portuguese).
KEYWORDS: Electrical bike sharing, Input-Output

24
SPORT & TRAN(SPORT) - THE NATIONAL “CYCLING FOR ALL” STRATEGY IN PORTUGAL
Sandro D. Araújo
Portuguese Cycling Federation

27
THE PLANNING OF BICYCLE AS A DAILY TRANSPORTATION MODE
Álvaro Costa
TRENMO S.A.
Inês Frade
TRENMO S.A.
The dependence of the car as a transportation mode is increasing and consequently its negative
externalities. The transportation sector contributes 41% for the total CO2 emissions in Portugal and
52% of the total emissions the NOx, being one of the most pollutant sectors in Portugal. On the other
hand, this expansion contributes to the growth of traffic congestion in cities decreasing the quality and
the sociability of urban areas. According the 2011’ census, 59% of the daily trips of the population
living in cities in Portugal are made by car.
The concerns about environmental issues and energy saving led to the adoption of sustainable policies
around the world. This includes the promotion of sustainable alternatives to motorized individual
mobility, which has been seen as one of the cornerstones to the reduction of pollutant emissions. The
current governments’ strategy is to create a new urban mobility capable to reduce the motorized
dependence, decreasing the emission of pollutants and, consequently, the congestion and improving
the city life quality.
The Portugal 2020, operationalized through the Operational Program for Sustainability and Efficient
Use of Resources (PO SEUR), is a strategy that defines the guidelines to the economic, social and
territorial development in Portugal between 2014 and 2020. The financing plan of this strategy relies
on a sustainable use of resources in transportation sector.
327 million of euros are expected to be invested in the Strategic Plans of Urban Development (Planos
Estratégicos de Desenvolvimento Urbano – PEDU) projects, from the Portugal 2020 program, that
includes the construction of bicycle lanes. However, the promotion of bicycle should be planned as a
set of measures that includes, besides the bicycle lanes, parks, information, bicycle schools, incentive
schemes, as well as, traffic calming or reduction of car usage, among others.
The work presents a reflection about the transportation planning, considering the difference between
transportation demand as a commodity and transportation demand as a derived one. An analysis of
the strategy to use the financial incentives in order to promote a modal shift to bicycle as a daily
transportation choice, including bicycle infrastructure planning, will be also performed.

29
gender | partnership | public space |

30
BICYCLE MOBILITY AMONGST WOMEN AND CHILDREN IN THE LISBON - CASCAIS
CORRIDOR
Bernardo Campos Pereira
Introduction
The Lisbon metro area has one of the lowest bicycle mode share proportions of any large Western
European city, especially in the outlying suburban area s (Census 2011, IMT 2014). A series of
impediments to women and children cycling for mobility purposes are a prevalent factor, and keep this
urban area far from achieving the UN Goals for Gender Equality and Women’s Empow erment (UN
Sustainable Development Goals, 2016, ECF 20 16), especially regarding equal access to faster, more
convenient, healthier, and cheaper mobility choices such as cycling, but also to full use of public street
space and th e most direct connections to get to places. Preliminary counts realized upon a series of
structural corridors identify bicycle users as predominantly male adults (author 2015-2016, Felix 2012),
with few women and children risking bicycle use in local streets and roadways, and the non-existence
of a local, connected bikeway network between an d in the urban areas between Lisbon and Cascais.
Analysis will focus on historical features of urban bicycle mobility in the Cascais - Lisbon corridor, with
an overview on infrastructure, policies and programs and their impact on bicycle mobility among st
children & youth and women, two highly averse segments regarding bicycle mobility (Garard et al.
2012) in this strongly car-centred part of the metropolitan area. The study area is located in the coastal
municipali ties of Oeiras and Cascais, more specifically in the most densely populated urban areas,
covering a 22km corridor between Lisbon’s city limit at Algés a nd the town of Cascais.
The Lisbon – Cascais corridor is a highly car-dependant urban axis (Census 2011, IMT 2014) located
within the large European conurbation of the Greater Lisbon Area, a densely populated coastal urban
area which enjoys significant economic and cultural influence upon t he rest of Portugal. Despite both
municipalities presenting a considerable lag in bicycle infrastructure as compared to the rest of
Western European’s prominent cities, the Lisbon-Cascais corridor has historically been the site of
notable infrastructural developments with impact upon the rest of the nation (Pereira 2009); the first
electrified train service in Southern Europe (1926), the first motorway in Portugal (1 940), with the
national sports facilities and an important coastal highway built at the same time, and one of
Southwestern Europe’s most prominent refuge and leisure locations for Europe’s elites from the start
of World War II (1939-45) to the Post-War years. Car-based road infrastructure since the 1940’s
generated further car-centred sprawl along this coastal area, especially since the 1950’s (França 1980).
There are no in-depth studies of historical bicycle use in the Lisbon-Cascais corridor, so research will try
to obtain more precise data on the area by means of surveys and research, and gain a greater
understanding of local bicycle culture, providing better foundations to inform future hard and soft-
measure programmes to boo st bicycle use amongst wider segments of the population.
Currently, commuter trips both in Casca is and Oeiras municipalities are predominantly automobile
based, 66,0% and 63,1% respectively, while bicycle mode -share is only 0,2% in Cascais and 0,1% in
Oeiras (Census 20 11, IMT 2014), equivalent to or lower than Lisbon (0,2% in Census 2011, IMT 2014),
37 to 74 times lower than the cur rent European average of 7,4% (ECF 2013).
Dynamic counts taken along the Lisbon -Cascais corridor confirm negative exacerbations based on
gender and age; less than 20% of urban cyclists are women (author 2015-2016), and even less are
children or adolescents.
Line of Study
The study will focus data obtained from counts and data collection, and a survey regarding historical
bicycle in the Lisbon - Cascais corridor, realized upon variousse gments of the population, to illustrate
the existing gender and age gaps in bicycle mobility.
A section will attempt to focus on potential hindering issues to women’s and children’s bicycle mobility
as a viable travel option in this specific area, regarding top ography, climate, the role of families

31
regarding behaviour and schedule restraints (MacDonald 2012), policy, road and cycle infrastructure
(Dill and Gliebe 2008, Furth 2012, MacDonald 2012) .
Impact
Preliminary counts identify bicycle users as predominantly male adults (Felix, 2012, author 2015-2016),
and research focusing on gender gap can shed light on a series of issues and impediments to cycling,
further clarifying reasons and consequences of existing urban travel patterns.
Gender and age gap issues have not traditionally been assessed in most urban mobility plans and
policy not only in the Lisbon - Cascais corridor, but also in the city of Lisbon, in Portugal, and even
worldwide. This area requires greater research and quantification for clearer analysis, engaging in a
recurrent issue common to many other la rge developed Western cities and their outlying areas. This
research can be particularly valuable to open paths regarding local and metropolitan governance, and
policy decisions with impact on the population's travel patterns.
Sources
Census 2011 [see Instituto da Mobilidade e Transportes (IMT), below]
Dill, Jennifer, and John Gliebe. 2008. Und erstanding and Measuring Bicycling Behaviour: A Focus on Trravel Time and
Route Choice. Oregon Transportation Research and Education Consortium (OTREC), OTREC-R R-08-03, July.
http://otrec.us/main/document.php?doc_id= 966.
European Cyclists Federation (ECF). 2013. Calculating the Economic Benefits of Cycling in EU-27.
https://ecf.com/groups/calculating-economic-benefits-cycling-eu-27
European Cyclists Federation (ECF). 2016. Cycling Delivers on Global Goals. https://ecf.com/groups/cycling-delivers-
global-goals
Felix, Rosa Melo. 2012. Gestão da Mobi lidade em Bicicleta - Necessidades, factores de preferência e f erramentas de
suporte ao planeamento e gestão de red es. O caso de Lisboa. Masters (Environmental Engineering) thesis. I nstituto
Superior Técnico, Lisbon.
França, José Augusto. 1980. Lisboa: Urbanismo e Arquitectura. Biblioteca Breve (53), Instituto de C ultura e Lingua
Portuguesa, Lisboa.
Furth, Peter G. 2012. Bicycling Infrastruct ure for Mass Cycling: A Transatlantic Comparison. City Cycling (6): 105-139.
Garrard, Jan, Susan Handy, and Jennifer Dill. 2012. Women and Cycling. City Cycling (10): 211-234.
Garrard, Jan. 2009. Active Transport: C hildren and Young People. An Overview of Recent Evidence. Victorian Health
Promotion Foundation, Melbourne. http://www.vichealth.vic.gov.au/en/Publications/Physical-Activity/Active-T
ransport/Active-Transport-Children.aspx.
Garrard, Jan, Sharinne Crawford, and Natal ie Hackman. 2006. Revolutions for Women: Increasing Women’s Participation
in Cycling for Recreation and Transport. Deakin University, Melbourne. http://www.bv.com.au/file/Revs%20exec%2
0summary%20/2012Oct06.pdf.
Garrard, Jan, Geoffrey Rose, and Sing Kai Lo. 2008. Promoting Transportation Cycling for Women: The Role of Bicycle
Infrastructure. Preventative Medicine 46 (1): 55-59.
Instituto de Mobilidade e dos Tr ansportes (IMT). 2014. A
Mobilidade em Cidades M édias. Lisbon.
http://www.imtt.pt/sites/IMTT/Portugues/Obs
ervatorio/Relatorios/MobilidadeCidadesMedias/Documents/IMT_Mobilidade_em_Cida
des_Medias_vrevista_atualizada.pdf.
McDonald, Noreen C. 2012. Children and C ycling. City Cycling (11): 235-255.
Pucher, John, and Ralph Buehler, editor s. 2012. City Cycling. Massachusetts Institute of Technology (M IT), Cambridge,
Massachusetts.
UN Sustainable Development Goals, 2016. Goal 5: Achieve gender equality and empower all women and girl s.
http://www.un.org/sustainabledevelopment/g ender-equality/

32
WOMEN HITTING THE PEDAL
Isabel Porras Novalbos
Research Centre – A Contramano, Asamblea Ciclista de Sevilla
isaporrises@gmail.com
Elena Huerta
Research Centre – Pablo de Olavide University
elena_h_rl@hotmail.com
Research project: Women hitting the pedal
The way we move reflects part of our social organization and has been part of our cities. Transports
involved opportunities for socialization and participation in public life. Women and men have
differences around mobility patterns. Characteristics of routes, reasons for travel, realities and needs
are different. Following statistics, men move faster, farther and their itineraries are usually more
uniform, using more the private car, while women make more short journeys, less linear and make
greater use of public transport and walking. The years of experience since the Seville cyclist boom, let
us important lessons and satisfactory data about the increase in the number of people who have
decided to use the bicycle everyday.
Such disproportion between men and women in the use of bicycles in Seville, around 68% of men vs.
32% women according to the latest count conducted in 2011 (SIBUS, 2012). We have clear indications
that this disproportion is influenced by various factors such as age, circumstances or areas of the city
but also have to take into account other number of variables to understand why most of the women
are not using bicycle as a regular transport in their mobility needs. Differences in habits and roles
assigned by gender, different perceptions of risk and safety that have to do with differences in the way
we educate and develop physical skills and self-confidence (especially in older generations ages),
through the maintenance of certain stereotypes and aesthetic images of women and men, are some of
the factors involved in choosing a means of transport or other gender-based.
The paucity of data about mobility from a gender perspective has been shown in several studies.
Knowing the perceptions and practices related to daily mobility and uses of urban space, as well as
limitations that are behind the disproportion in the use of the bike between men and women is
essential for the design of policies and interventions to be made in pro sustainable mobility. The
research project Women hitting the pedal is developing a system of analysis with surveys and focus
groups. Results data samples cultural factors about adult women who participated in classes to learn to
ride a bike in adulthood. Research shows results that allow us to know what are the motivations and
the limitations for learning to ride a bicycle. Also, this research lets us know the habit changes in the
mobility of women.
KEYWORDS: woman, gender, bicycle, urban life.
PERIOD: January 2016 to March 2017

33
BIKE USES OVER THREE GENERATIONS
Ana Santos
University of Lisbon
In Portugal, according to the Census 2011, 0.5% of individuals use the bicycle trip to work but,
nevertheless, about 29% of households have a bicycle at home. What use is given to bicycle?
This study aims to characterize the bike uses three generations. For this purpose they were invited 150
students of sports science course to conduct ethnographic genealogies of their own families on bicycle
use.
Another objective of this study is to sensitize students, who in the future will be in positions of
decision-makers in the areas of sports and leisure, to the advantages of wider use of bicycles, including
as a means of transport.
The information collected - including stories and images - shows a variety of uses linked to leisure in
the generation of the parents of students, in particular linked to the use of the electric bike on the
mountain. The study also allows you to understand the relationship between personal choices and
public policies with regard to not use the bicycle as a means of transport.

34
THE ROLE OF AN NON PROFITABLE ASSOCIATION IN THE INCREASING BICYCLE USAGE IN
THE CITY OF BRAGA
Mário Meireles
Universidade do Minho
m.diasmeireles@gmail.com
Paulo Ribeiro
Departamento de Engenharia Civil, Universidade do Minho
pauloribeiro@civil.uminho.pt
Part of MSc. Dissertation
One of the most important aspects of sustainable urban mobility is the promotion of active modes of
transport, in particular cycling. It is worth to highlight European Cyclist Federation goal that cycling that
should represent 15% of the modal split in Europe in 2020. Thus, it is expected that the increase on
cycling will enable the compliance of the European targets for reducing greenhouse effect gas
emissions in the cities to 80 - 95% by 2050, below 1990 levels. In addition, it is clear that the European
strategy for the decarbonisation of the transport sector and for a more sustainable mobility goes
through an increase use of bicycle for commuting purposes especially in home to work journeys.
A cycling network represents an important element on a promotion of the cycling as a regular mode of
transport and should be built based on the following functional criteria: directness, comfort,
attractiveness, cohesion, security and continuity. Furthermore, potential conflict points at intersections
and its interaction with the land use activities in its area of influence must be considered relevant
cycling planning issues. On the other hand, a cycling network must be supported by parking
infrastructures and resting areas as a design goal to ensure the necessary level of comfort for cyclists.
Finally, it should be noted that these type of infrastructure must accomplish issues related with the
accessibility for disabled people as well as to ensure the proximity to destination points.
Currently, the investment in cycling infrastructures, such as the creation of cycle lanes as a part of a
transport network, is a reality then it's important to know which techniques and methods can be used
to make these infrastructure attractive and safe in order to increase the number of regular cyclists in
our cities. Can a cycling promotion plan be a solution? Are cycling events enough to promote cycling in
cities? Are educational plans a possible solution to rapidly increasing cycling?
This paper aims to address the use of different methodologies to promote cycling promotion as
direction to promote rapid changes in cycling usage in a city through the presentation and discussion
about the role and the achievements of a non-profitable cycling association (Braga Ciclável) to pressure
and increase the number of regular cyclists in a city (Braga).
The city of Braga, with 181 484 inhabitants, currently has an almost insignificant usage of a bicycles for
commuting purpose of almost 1% against the more than 60% of cars. This makes the city’s mobility
strongly unsustainable. However in the past four years the city has been changing its mobility paradigm
by changing some mobility policies and redesigning some of the streets for people instead of cars.
On the other hand, the city has outlined some clear goals for 2025, such as: reduce by 25% the use of
cars, double the number of public transport users and achieve a usage rate of 10% in cycling mode. To
make this goals come true the city have planned a cycling network of 76km, the installation of 1.000
bicycle parking infrastructures and the installation of a Bike Sharing system with 1.000 bicycles spread
over 76 stations in the city. This cycling plan was made due to the work of the non-profitable cycling
Association - Braga Ciclável. This Association has done a hard work with the municipal technicians and
policy makers, which has started with the surveying and mapping of cyclist’s behaviour in the city of
Braga mainly in relation to parking and the most used routes that they use for commuting purposes. In
addition, Braga Ciclável has delivered to city’s policy makers a document called Proposal for a
Sustainable Mobility ("Proposta pela Mobilidade Sustentável"), which have the support of several
institutions of the city of Braga, with two urgent measures and other measures to promote the
sustainable mobility. The two urgent measures are:
 The introduction of multiple bicycle parking supports ( U type parking);

35
 Provide a safe, direct and conected bicycle lane between the University Campus, the city
center and the Rail Station of Braga.
The other measures are varied and range things like sensibilization and promotion of bicycle use
programs, the instalation of a bike sharing system and a bicycle network infrastructure, among others.
In sum, Braga Ciclável assumes the desire that Braga can be a liveable city and become a friendly city
for walking and cycling people and for public transportation users through the development of a
promotion plan for cycling as a part of the entire strategy to promote a more sustainable mobility in
the city.
KEYWORDS: cycling mobility, cycling promotion, active transportation, Braga Ciclável
PERIOD: Started in june 2016 and will end in november 2016

36
CYCLING AND WALKING IN FUTURE LISBON: IMPROVING PUBLIC SPACE.
Miguel Barroso
CIES-IUL (ISCTE)
mbarroso@urbactiv.com
This project focuses on the relationship between the different urban mobility modes and the design
and use of public space in Lisbon; understanding the social implications of private car use, and in what
way can Biking and Walking improve the quality of that public space. It also aims to propose ideas
capable of generating positive change in the city.
Lisbon, although based on its old heritage, is the result of strong urban and road traffic transformations
that took place in the last 4 decades. The hypermobility offered by the private automobile (highly
promoted) ended up being the major driving force of change. Lisbon lost some of its human character,
giving way to large urban roads and freeways that slashed the urban fabric. Urban sprawl took place
and a culture of drive-in shopping malls grew wildly, giving way to the decline of traditional commerce.
The private car became the center of decisions, and the space required to do so, made public space
less livable. In many places, simply walking across the street became impossible. Global accessibility
killed the local accessibility.
The challenges presented by an uncertain future, with energy shortage, should alert us in order to
work for a more resilient society, investing in smart mobility urban systems. Smart and resilient should
be all about efficiency, mixed modes and proven solutions. This is an opportunity to improve the public
space, making streets more livable and safe.
The urban sprawl in the Metropolitan Area of Lisbon isn’t severe and transit systems can still be
effective in most places, and if combined with cycling and walking, the city can withstand a shift from
massive private car use to a mixed-mode mobility paradigm. With such strategy, local and global
accessibility can be made compatible. But prudence should be taken, avoiding copy-cat solutions –
Lisbon has its very particular characteristics, and although biking and walking can have a significant role
in mobility, implementation should be well thought and carefully planned.
The work of Jan Gehl (Cities for People) is fundamental in this approach, as well as studies by William
H. Whyte, Bill Hillier, Cristopher Alexander and Jane Jacobs.
The proposed strategy will rely on two components: literature review and case study evaluation; this
second one will consist in a field study inspired by the works of the mentioned authors, and supported
by several tools and techniques: photography, time-lapse recordings, cartography, space and
behavioral mapping (tracking and jaywalking) and space syntax analysis.
These intertwined shifts in terms of mobility and in the design of the public space, are expected to be
not only beneficial in terms of livability, pollution and safety, but also a significant economic boost to
the city. Benchmarking against other cities, where such transformations already took place will provide
a good base for evaluation.
It’s not a question of forbidding the car in the city, but to improve public space and mobility networks
that will render the car unnecessary.
Keywords:
Mobility, Human Scale, Cycling, Walking, Public Space

37
CYCLING ADVOCACY IN BRASIL
Guilherme Tampieri
UCB
In the seventies, Henri Lefebvre stated that we were in a period of transition from an industrial to an
urban era and that part of this process was due to the fact that, at a global level, more people were
living in cities than in the countryside. This unusual phenomenon triggered off a new series of
problems to be investigated and understood, in order to produce solutions and proposals to be
implemented and monitored.
After several years of debates, the United Nations launched the Millennium Goals including the 17
Sustainable Development Goals (SDG). These goals aim to build a more egalitarian and sustainable
society world wide, based on the construction of a New Urban Agenda.
Bicycle is a cheap, affordable, accessible and environmentally friendly mode of transportation for
almost all inhabitants. Furthermore, bikes carry a great potential to built societies tuned with the 17
SDG.
This article presents a global panorama of the huge development of Brazilian cyclo-activism in the last
years, focusing firstly on the overview of its revival based on critical mass and secondly on an
organizational process of activists who have united themselves in NGO’s. These cyclo-activists aim a
broader capacity of influencing public policies and promoting dialogue with governments and others
social actors. Such an evolution happened especially between 2010 and 2015, with the outbreak of
several formal and informal associations in many Brazilian cities, with the common objective to
increase daily life safe bikers.
Subsequently, this article aims defending a vision able to integrate the use of bicycle as a part of a
federal, state and local public policy with the 17 SDG in the Brazilian context. It should be taken into
account that the use of bike modal transportation is, in many cities world wide, a powerful way to
reduce environmental, noise and visual pollution and to fight against climate changes.
A third section of this article is based on the presentation of actions performed by several Brazilian
organizations, emerging from this cyclo-activism “spring” which have been promoting and reinforcing
the use of this transportation mode. In effect, we want to understand how these organizations are
contributing to Brazilian cities adoption of the New Urban Agenda. In addition, it is important to
underline three recent initiatives in which the UCB (Brazilian Cyclists Union) have been involved, in
different scales:
a) Bicycle in Master Plans, leaded by Bike Anjo network, the association Transporte Ativo and the
UCB.
b) Bicycle in elections, mainly realized by UCB and local groups, in more than 50 Brazilian cities.
c) The document entitled “A bicicleta como promotora dos 17 ODS” (“Bicycle as a promoter of
the 17 SDG”).
These three national scale initiatives aim to include the bike as an element to be taken into account in
the discussion of alternative socio-economic inclusive models, and for sustainable development goals.
Finally, this article pretends to produce a critical view of the limits and defeats to maintain and
promote these actions in long-terms, despite local governments elections every 4 years in Brazilian
cities. Furthermore, we propose some arguments in order to advance in terms of state policy.

39
Legislation |

40
VULNERABLE ROAD USERS AND MOTOR VEHICLES INVOLVED IN CRASHES: APPLICATION
TO PORTUGUESE ROAD SAFETY DATA
Mariana Vilaça
Dep. Mechanical Engineering
University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
mariana.c.vilaca@gmail.com
Margarida C. Coelho
Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation
University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
margarida.coelho@ua.pt
MSc. Dissertation
In the last decades the private vehicle has been the most commonly used transportation mode for
daily journeys. This is a National and European trend and it is due to the economic growth and the
investments focused on the road infrastructures. Because of that reason, cities have been often
organized in terms of planning with especial attention to road vehicles and not well prepared for
pedestrians and cyclists. There is a need to change this behavior to a society that privileges the active
transportation modes. However, there is the need to ensure the safety of the most vulnerable users.
This Dissertation was focused on analyzing the trends of road crashes involving cyclists and pedestrians
and what are the main difficulties that people using active modes face in their daily journeys. In order
to reach this objective, crashes registrations involving motor vehicles and vulnerable road users
(pedestrians or cyclists) in the city of Aveiro were analyzed (given by the Public Safety Police “PSP” of
Aveiro). In relation to accidents involving cyclists, 68% the victims are men; this can be possibly
explained because there are more men cyclists than women as was verified in the sample of the
survey, but there is a lack of statistics in Aveiro on the gender distribution of cyclists involved in
accidents.
In a second stage, a survey was prepared with the objective to understand the main difficulties of the
university community who use the active modes in their daily journeys. From the survey it has been
pointed out that the main problems found are the lack of drivers’ awareness and weather conditions.
The third reason was the lack of dedicate cycle lanes. On the other hand, the main motivations for
biking are the reduced cost and the easiness of mobility.
KEYWORDS: Vulnerable road users, cyclists, road accidents.
PERIOD: February 2015 – December 2015
ACKNOWLEDGEMENTS: The authors acknowledge the support of Public Safety Police “PSP” of Aveiro (namely,
Commissary Luís Silva) for the access to crashes data. This work was partially funded by FEDER Funds through the
Operational Program “Factores de Competitividade – COMPETE” and by National Funds through FCT – Portuguese
Science and Technology Foundation within the project PTDC/EMS-TRA/0383/2014 and by the Strategic Project
UID-EMS-00481-2013.

41
PRIORITY FOR CYCLISTS
Wout Baert
Fietsberaad Flanders examines which design principles are necessary for giving cyclists priority over
motorized traffic when crossing a local road and how they should be implemented. The research is
done on intersections of cycle highways with local roads, without a brigde or tunnel. Giving cyclists
priority is fairly common on bike paths along main roads. Along with the main road, the accompanying
cycle path also takes priority.
Giving cyclists priority on other locations is much less common. This study focuses on groundleve
crossings of a cycle highway with a local road. Flanders counts only a few of these intersections where
cyclists have the priority. Certainly there isn’t a tradition to do so in any case. Road administration, the
local as well as the regional, use different principles, traffic signs and raod sings where cycle highways
cross local roads. Therefore, if cyclists have priority of not, or do take it, is not always all clear to all
road users. There is a need for uniformity and clarity.
Fietsberaad Flanders selected along with the provinces and cities and municipalities four cases. In
these cases an experimental is being set-up where Fietsberaad Vlaanderen will investigate which
universal design principles are necessary and should be selected for a uniform design of a groundlevel
crossing of cycle highways with priority on the local roads.
However the research of Fietsberaad Vlaanderen first cited a number of arguments that pledge for and
against the principle of priority for cyclists. These arguments are related to the existing policies as well
as to aspects of road safety, the location, the current bicycle use and habits and attitudes of road
users. Listing these arguments showed that the main argument against a general application of priority
for cyclists on crossings wth local roads, is the feeling of insecurity. This feeling must be removed by
applying the priority situation only at suitable locations and those locations should then de designed in
such a way that safety for all road users is garantueed.
Thus, giving priority to cyclists on crossings with local roads can not be implemented just anywhere. A
particular design of the intersection is needed, but in advance there must be determined whether the
place is well suited for the concept. A pure balance ("yes" or "no") leading to a clear result is
impossible. This is never the case in traffic policy. Every situation is specific. Therefore the following
assessment framework support the decision to give - or not - priority to cyclists when crossing.
These elements should to be taken into account in the decision process:
 Road categorization of the intersecting road
 Presence of a tramway
 Width of the intersecting road (number of lanes)
 Intensities of motorized traffic
 Continuity of the current cycle flow
 Importance of the crossing pedestrian flow
 Speed of motorized traffic
 The visibility and sight distances
 Urbanization level
The first three elements are being used as hard conditions. More than two lanes, a tramway or a road
that isn’t local, exclude the application of cyclists’ priority. The following five are softer conditions that
can be improved with measures. Following these steps will ensure that the principle of priority for
cyclists could be applicable, even in a situation where one or two aspects or not completely fulfilled.
The scheme makes also clear which measures could be taken and could have an impact on the current
situation. In the case where there can’t be taken any measures to improve the current situation and to
bring more safety, we recommend that cyclists do not get priority.

42
Figure 1: decision tree for the application of the principle “priority for the cyclists”
Only on a local road, without a tramway and with only one lane in every direction, the principle of
“priority for cyclists” is considered as applicable. In these places the 5 aspects are examined. If they all
meet the “norm”, priority for cyclists could be put in place at this intersection. If one or more aspects
do not meet the norm, more study is needed to see to which extent there could be taken measures
which meet the requirements:
 Deceasing traffic volumes by banning excess traffic
 Reinforce the current bike flow by further encouraging cycling. Prioritizing the cyclists could
be part the strategy. The concept of “cycle street” does the same: getting more cyclists is a
condition that could be achieved by implementing the concept.
 Reduce the speed by speed bumps or other. The design of the priority situation will greatly
contribute to this.
 Measures to improve visibility.
 Traffic sings to highlight the presence of cyclists. Again, the design will make a significant
contribution.
By doing so, orad administrations could come to a proper interpretation of "cyclists priority". If roads
do not comply to all aspects, the principle "cyclists priority" is only used when there is minimal
deviation from the required standard.
pilot projects
It is now the intention to implement the proposed concept on the field, in a number of pilot projects.
For these pilots, 4 sites with cycling routes were selected in different provinces in Flanders:
 Cycle highway Antwerp-Mechelen, City of Mortsel (Province of Antwerp)
 Guldensporenpad (cycle path) in City of Kortrijk, Municipality of Zwevegem, Municipality of
Avelgem (Province of West Flanders)
 Leirekensroute (cycle path) in City of Aalst, Municipality of Opwijk, Municipality of Merchtem,
Municipality of Londerzeel (Province of East Flanders and Province of Flemish Brabant)
 Small Ring (cycle path) in Municipality of Zonhoven (Province of Limbourg)
The content of the pilot projects was to first study the existing situation. A camera registred constantly
the traffic on the intersection, in it’s previous design. The traffic participation and attitude of both
motorists and cyclists was visualized. Then a new test situation on the selected intersections of these
routes - with cyclists in priority – was designed. The municipalities approved the new situation and
then also arranged the test situation. A speed bump or “elevated intersection” was in a few cases
replaced by a road cushion. Again, these new traffic situations were also being monitored with
cameras.
The images are intended to compare the old and new traffic in a simple way and to study traffic
behavior of cyclists and motorists in both situations. Based on the experience in the pilots and the
collected images concepts can be adjusted and also teaching materials could be made up to convince
other cities and municipalities, after the research project is completely finished.

43
CURRENT EUROPEAN LEGISLATION PREVENT CHANGES IN MOBILITY
Ing. D.Callebaut
The durable MaaS project
VZW Binamics, Ghent, Belgium
dries.fietser@gmail.com
Ing. B.Rotthier
Department of Electrical Engineering
KU Leuven, Technology Campus Ghent, BELGIUM
bram.rotthier@kuleuven.be
Prof. dr.ir.J.Cappelle
jan.cappelle@kuleuven.be
Prof. dr. ir. E. Motoasca
emilia.motoasca@kuleuven.be
Research project
Cyclists and researchers already showed the enormous potential of the bicycle as an advocate for a
more durable world. However, the bike revolution is threatened: a great majority still thinks that the
future of mobility lies in 1000+ kg electric, possibly self-driving cars because it promises more comfort
and a safer feeling. In the current climate of fear, the vicious circle of heavy cars creating a dangerous
environment for the bicycle maintains itself.
There are many menaces for the bicycle revolution, such as addiction to the car, car oriented public
space, the conservative nature of people and the powerful financial resources of car and oil industry.
One of the threats is the way in which our legislation has grown. Two centuries of (often) ad hoc
adaptations on traffic law created a monster that is impeding a transition to low weight mobility. The
traffic law system became a huge barrier to innovation. In this abstract, only 3 issues will be addressed.
1) The legal system has become an incredible tangle, which is difficult to unravel for designers and
entrepreneurs who wants to experiment with alternatives.
Thanks to the obsession to divide vehicles in classes, it’s very easy to design a vehicle that doesn’t
belong to any class and is pushed to a grey zone. And what counts for one administration or court as a
bicycle, can be for another be regarded as something illegal. Not surprising that new solutions are
especially regarded as unknown when it’s about financial support for research and development or
supporting measures for behavioral change.
2) Discrimination has been made official. If it comes to power, women can generally deliver less
power than men. A higher power on a bicycle means a higher speed. If one can reach a higher speed,
one can save time in transport and have a higher range to find work or anything else that can be
positive to a person. By the nature of the bicycle, one can say that the cycle is discriminating for
women, but this is just normal.
It becomes in conflict with human rights if this discrimination becomes organized. This is what happens
with pedelecs, speed pedelecs and mopeds. On many public roads, it is perfectly legal to fall, slide, run
or drive 90 kph as long as one is propelled by wind, gravity or muscle power. From the moment that
one is propelled by another energy source, at the same location and with the same speed, one is
illegal. It is proven that many men can cruise 30+ kph on regular bikes to 45+ kph on e.g. velomobiles
without any legal obligation except local traffic laws. It is discriminating that less powerful people are
forced to have a driver license and insurance, wear a helmet and pay type approval for cruising
maximum 45 kph in nearly the same vehicles equipped with an electric motor. In addition they pay the

44
higher development and production costs and might be excluded to drive on certain routes or to
supporting measures for using durable vehicles.
Discrimination can also be seen the other way around: a class M two-wheeler driver is forced to wear a
helmet and protective clothes when driving at a low pace, while cyclists aren’t.
3) Many rules conflict with actual technology, causing ambiguous actions
A very visible example can be found in the definition of the pedelec where it is stated that they can
have a “continuous rated motor output of maximum 250 W”. When interpreting these words, it occurs
that it is not clearly defined what a “continuous rated motor output” really means.
In EU regulation 168/2013 one refers to UN/ECE rule nr. 85. This regulation applies to electric drive
trains “intended for the propulsion of motor vehicles of categories M and N” and “The electric drive
trains... are used for propulsion of vehicles as the sole mode of propulsion.” Alternative definitions are
found in the EPAC standard (EN 15194), where one refers to the industrial standard EN 600034-1 for
electrical rotating machines. This standard is built with the purpose to have more eficiente motors and
to be sure that these machines are qualitative. They are composed in a way that it is safe to run the
motor minimal with the rated power. This is in contradiction with regulation 168/2013, where the
motor can perform not more than the rated power.
EN 15194 allows measuring the motor output following measuring method Annex D. Due to very bad
motor efficiency at low speeds, a 250 W rated motor can reportedly be measured with this method as
95 W.
The bottom line is that legislation for new kinds of light vehicles is not very performing and causing
grey zones. With more balanced and simpler rules ultra light mobility could get a boost.
KEYWORDS: LEGISLATION, STANDARDISATION, LIGHT ELECTRIC VEHICLES, MEASURING POWER.
PERIOD: The durable MaaS project started in June 2016 and should be completed in 2020.

45
EVIDENCE OF PROPOSED UK LAW REGARDING MOTORISTS PASSING CYCLISTS
Colin Clarke
Colin@vood.freeserve.co.uk
Several countries have implemented laws requiring vehicles to leave a minimum clearance distance
when overtaking cyclists. A recent petition to the UK government requests such a law. The UK petition
i
suggestion is for 1 metre when overtaking cyclists on roads with speed limits up to and including
30mph. On roads with higher speed limits, the minimum passing distance should be 1.5 metre.
Consideration is given to the potential benefits of such legal requirements.
Background
Sometimes cyclists are killed or seriously injured by vehicles either passing too close or by being hit
from the rear. The Royal Society for the Prevention of Accidents (RoSPA) reports
ii
;
‘In 2014 21,287 cyclists were injured in reported road accidents, including 3,514 who are killed or
seriously injured.’
And
‘However, heavy goods vehicles (HGVs) present a particular danger for cyclists, especially in London
where around 20% of cyclist fatalities occur involve an HGV. These often occur when an HGV is turning
left at a junction’. About one quarter of accidents resulting in serious injury to a cyclist involved an
HGV, bus or coach ‘passing too close’ to the rider’.
And
‘Around half of cyclist fatalities occur on rural roads.’
UK data on passing clearances
Detailed measurements of the clearance between vehicles and bicycle were taken in urban areas by Dr
Ian Walker from Bath University who reported on 2355 vehicle passes. Approximately 107 passes were
within 1 metre and 20 passing within 0.8 metre. That is approximately 1 in 22 passing within one metre
and 1 in 80 passes were within 0.8 metre. He reported being hit twice during the tests. The mean
overtaking distances ranged from cars at 1.33 metre to buses at 1.08 metre
iii
. Buses averaged 1.08 m
and HGV’s 1.14 m and both are referred to by RoSPA as risk factors in passing too close to cyclists.
From the 20 close passes only one was by an ordinary car, 8 were from HGV’s and 10 from short
utility/pick ups type vehicles. The average distance for the 8 HGV’s was 0.68 metres.
Cases of close passing are reported regularly by cyclists on UK web sites and it can be hazardous and
extremely intimidating for them. Cyclist’s report that in parts of Europe the same driving culture does
not occur and drivers give more space to cyclists, perhaps in part due to the higher levels of cycling and
more drivers are active cyclists. Some European data is available on the number of kilometres cycled
and the death rate per billion kilometre cycle
iv
. Norway with 11.0 cyclist deaths per billion kilometres
cycled, followed by Denmark with 12.1, the Netherlands with 12.4, Sweden with 14.4 and Great Britain
with 22.4. Data from GB shows that there is an urgent need to improve safety for cyclists.
Countries with passing clearance laws
A number of passing laws have been approved in several countries. For example more than half the
states in the USA have passing laws
v
. Some states in Australia, parts or Europe and Canada. Data from
the USA reports the changes in cycling levels for 2005 to 2014 for each state
vi
. The average increase for
states with passing laws was approximately 56%, whereas for states without passing laws 22%. From
this it appears that passing clearance laws results in a less intimidating road conditions for cycling.
Some USA states without state wide passing laws may have local laws, for example Texas. Vulnerable
road user ordinances with language stipulating a safe passing distance have been passed in 23 Texas
Cities, including Alamo, Alton, Austin, Beaumont, Brownsville, Corpus Christi, Denton, Edinburg, El
Paso, Fort Worth, Harlingen, Helotes, Houston, McAllen, Mission, New Braunfels, Palmhurst, Pharr,
Plano, San Antonio, San Juan, San Marcos, and Weslaco.
vii
Many factors can affect accident statistics and only a proportion of accidents are due to passing too
close, but in some cases they will be the more serious accidents. In Texas from 2006 - 8, prior to their
passing laws, 152 cyclists and 1245 pedestrians were killed. From 2009-2014, after they started with

46
passing laws in 20+ cities, 292 cyclists and 2686 pedestrians were killed, the ratio cyclist to pedestrian
reduced from 12.208% reduced to 10.871%. If the 12.208% had applied for the period 2009-2014 there
would have been 328 cyclist deaths (12.208% of 2686) but they had 292 cyclist deaths, 36 fewer,
approximately 6 per year. From 2005 to 2014 the proportion who commuted by bicycle increased by
19%. For the UK a similar outcome may result in a proportion of injuries avoided, lives saved and
increased cycling levels.
For Australia they have had laws passed in Queensland and other states with cyclists from Western
Australia seeking to provide similar laws.
viii
In Victoria they are also considering this issue
ix
. The
Queensland report
x
“Evaluation of the Queensland Minimum Passing Distance Road Rule” mentions,
‘In conclusion, from the perspective of police officers, the introduction of the MPD road rule has
improved cyclist safety despite the difficulties of enforcement leading to few infringements being
issued.’
(Minimum Passing Distance =MPD)
and
Most riders (73.2%) and drivers (59.5%) in the current survey agreed or strongly agreed that they have
observed motorists giving bicycle riders more room when overtaking than they used to.
and
One-third of drivers and two-thirds of cyclists said that the rule has made it safer for cyclists.
The Queensland report details the fatality rate per month for cyclists and other road users for before
to after the passing rule, both reduced with rate ratios of 0.65 for cyclists and 0.86 for other road
users. The bicycle crash rate per month for before to after, for all injuries had a rate ratio of 0.87, also a
substantial reduction. Actual cyclist deaths reduced from 23 to 10 and the number of serious (fatal and
hospitalisations) reduced from 674 to 485. These reductions may be partly due to drivers having a
better view of cyclists by vehicles in front moving out sooner and passing with more clearance. Drivers
may moderate their speed knowing if they squeeze past at speed it may result in a fine. The passing
laws had a positive effect and are enforceable with the right techniques.
Enforcement aspects
It is important to note that a mandated minimum overtaking distance is only one part of the approach
to improving cyclist’s safety. To effect behaviour change, ideally you need legislation, education and
enforcement. Data from the Queensland evaluation shows the passing distances for individual roads
and locations. The actual distance left between cyclists and passing vehicles was estimated from video
observations at 15 sites. Portable equipment mounted on bicycles can also be used to measure the
passing distance
xi
. Queensland police issued only 60 infringement tickets to drivers but survey
information suggested approximately 95% of drivers were aware of the legislation.
In Queensland, a driver can get 3 demerit points and a $353 fine if they do not give the minimum
distance when they pass a bicycle rider. If the matter goes to court, a maximum fine of $4,712 could
apply.
The Amy Gillett Foundation’s ‘a metre matters’ campaign, launched in November 2009 is based around
a simple premise – drivers not hitting bicycle riders.
xii
They publish evidence in support and detail their
approach.
The two images below are from the web illustrating the 1.0 metre rule.
https://www.google.co.uk/search?q=a+metre+matters&biw=1003&bih=678&tbm=isch&tbo=u&source
=univ&sa=X&sqi=2&ved=0ahUKEwip6cujluTMAhVIGsAKHbJHDdUQsAQIKg )

48
UK enforcement aspects
Many roads in the UK are twisty and narrow and passing cyclists requires skill and good judgement to
do safely. Where the passing speed is less than 30 mph the 1.0m rule distance could apply and extra
passing places could be provided on busy narrow roads. Fines for passing too close could also be
proportional to the clearance distance, e.g. if passing very close a higher fine could apply and a lesser
fine for marginally passing too close. Police guidelines to recommend enforcement aspects would also
provide guidance. Repeat offenders could result in court proceedings.
Discussion
Changing driving habits to improve safety requires laws that lead to safer behaviour and the proposal
for providing minimum clearance of 1 metre when overtaking cyclists on roads with speed limits up to
and including 30 mph and 1.5 metre for roads with higher speed limits would contribute to safer
cycling conditions. On narrow roads extra care could be required to pass only when safe and sufficient
space. Extra passing places on some narrow roads may assist to improve safety and ease traffic flows at
other times. Police enforcement and guidelines could take a number of factors into account when
issuing fines. A passing law would be clearer about when unsuitable overtaking had taken place. Only
in a small percentage of cases, approximately 4.5% for urban areas had drivers passed within 1.0
metres, so it can be concluded that dangerous overtaking occurs by a minority of drivers who are
putting cyclists at risk. The risk factors for cycling can be calculated for road type, for example, major
arterial roads in Melbourne were reported to be about nine times higher risk per kilometre of travel
than minor roads
xiii
. The risk to cyclists from various types of vehicles when passing can also be
calculated. If a passing law was introduced in the UK data from fines could be used to target areas
where cyclists were put at high risk by altering the road layout or by other means to minimise close
passing. The main effect required would be to alter dangerous driving habits and not to squeeze pass
at speed.
Conclusions
Introducing legal requirements for a minimum passing clearance for vehicles overtaking cyclists would
provide an extra safety incentive to pass with care and be enforceable with suitable evidence. The
requirement would help to identify drivers who endanger others and could assist in improving overall
road safety. The requirement would help reduce intimidating and aggressive driving. It would most
likely lead to increasing cycling levels and contribute to a healthier society and help improve overall
road safety by drivers becoming more careful when overtaking. Overall the legal requirements
suggested should be supported.
i Petitions, UK Government and Parliament To introduce a permanent, minimum passing distance when overtaking cyclists.
https://petition.parliament.uk/petitions/128190
ii
RoSPA Road Safety Information, Cycling Accidents, Nov 2015, http://www.rospa.com/rospaweb/docs/advice-services/road-
safety/cyclists/cycling-accidents-factsheet.pdf
iii
Walker B, Drivers overtaking bicyclists, http://www.drianwalker.com/overtaking/overtakingprobrief.pdf and
http://www.drianwalker.com/overtaking
iv
Pedalling towards Safety, ETSC,
http://archive.etsc.eu/documents/BIKE_PAL_Safety_Ranking.pdf
v
Safely Passing Bicyclists Chart, NCSL, USA http://www.ncsl.org/research/transportation/safely-passing-bicyclists.aspx
vi WHERE WE RIDE Analysis of bicycle commuting in American cities
http://www.bikeleague.org/sites/default/files/Where_We_Ride_2014_data_web.pdf
vii
Safe passing in Texas, http://www.biketexas.org/en/advocacy/safe-passing
viii
Minimum passing distance, BWA, https://www.bwa.org.au/bikes-and-riding/735/
ix
Victoria’s proposed overtaking laws: Do cyclists always need a metre of space?
http://cyclingtips.com/2016/04/victorias-proposed-overtaking-laws-do-cyclists-always-a-need-a-metre-of-space/
x
Evaluation of the Queensland Minimum Passing Distance Road Rule http://eprints.qut.edu.au/94655/
xi
Police harness new technology to catch drivers who pass too close to cyclists http://www.cyclingweekly.co.uk/news/latest-
news/police-harness-new-technology-to-catch-drivers-who-pass-too-close-to-cyclists-204275
xii
A metre matters, Amy Gillett Foundation’s Australia.
http://www.amygillett.org.au/programs-resources/a-metre-matters and
xiii
Drummond A, Jee F, Risk of bicycle accident involvement, http://www.monash.edu/muarc/research/reports/muarc002

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