The concept of development of city cycle transport and recreational cycling in the Capital City of Prague up to the year 2020

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1 The concept of development of city cycle transport and recreational cycling in the Capital City of Prague up to the year 2020 I. INTRODUCTION The Czech Republic has announced its support for cycling, by presenting governmental resolution no. 678 from , which implied development strategy of cycling transport. Prague has continuously been articulating its support of cycling in the capital city. Initially, in 1993 the Municipal Council passed a resolution number Successively, the city has established working groups for development and creation of cycle paths. In 2007 the Commission of Prague City Council for cycle transport (further in the text referred to as the Commission) has been appointed. Most recently, Prague has been placing corridors for cycling, that represent a net and a backbone of main cycle paths, into a new territorial plan. Planning and creation of Prague cycle infrastructure has been happening uninterruptedly and quite satisfactorily since 2003 on the basis of wide cooperation of departments of the Prague City Hall, institutions, city investors and the Commission. These subjects have been capitalising on the constantly growing means from the budget of the Capital City of Prague. However, a significant development concept of transport has not been adopted. Moreover, functional competencies and responsibilities for the development have not been determined. Conceptual material that we are proposing here is aiming to adjust this discrepancy and set preconditions, goals and means that are necessary for successful development of Prague transportation and recreational cycling in the period Adoption of a firm concept is necessary, as the number of cycle users is growing equally to the growing offer of cycle-friendly traffic solutions, such as cycle paths. Yet a gap between supply and demand, as far as safety is concerned, is still significant. Considering factors of environmental protection and the fact that cycling as a mode of transport has long been important part of travelling in developed European cities, it is desirable to eliminate any such a gap. II. GOALS A) Main goals: To increase transport of people travelling on bike in Prague to 5-7% of total transport capacity in summer and to 2-3% of total transport capacity in winter. Assuming that the number of people in Prague s traffic is constant; increase of cycle traffic implies decrease of number of participants in other transport means, including regional bus network and public transport. That would have a positive impact on the city s environment and on the carrying capacity of city public transport. It could also prevent wearing-out of various components of the infrastructure.

2 Transportation is meant in the sense of definition of recent research in cycling transport (2008). It records number of people that are travelling by bike in Prague more than once a week. This number has increased from 0.4% in the year 2002, which is circa 4400 cyclists, to 1.5% in the year 2008, which comes to cyclists. Seasonally, from April to September in 2008, it even increased to 2.5%, that is cyclists. According to information taken by installed counters on some important cyclist transport framework (2009), it is possible to estimate current state as an increase to 2.2% annually and 3.5% seasonally. Thus up to cyclists using bicycle in Prague for more that once a week. If the proposed target had been hit, the number of cycle users would have grown to 22000, or respectively to in winter and from to in summer. That would mean significant relieve to Prague transport. To make cycling equal and beneficial mode of transport. To integrate cycling into the city s traffic environment and to count with it in all urban and communication plans, studies and projects. Cycling as an alternative mean of transport has not been comprehensively integrated into the preparation of Prague infrastructural development. Long-term planning and realisation settings of transport engineering projects has been impeding the incorporation of infrastructure for cyclists, despite the resolution of the Municipal Council being valid since When the request for cycle-friendly solutions is inserted into a certain degree of strategic planning and following studies, it does not tend to place a burden on final realisation. The same hypothesis cannot be expressed about current attempts to introduce integrative solutions for cycling into degrees of the zoning decision documentation or into building permits new and amended transport engineering projects, as their completion may be postponed and the price may rise. The right perception of cycling as a component of transport system is crucial, considering the numbers of bike users in Prague. Such a view will ease and speed up anticipated increase of these numbers between years 2010 and To prepare and initiate changes of law, regulations, norms and TP, which provide cyclists in Prague with maximal safety and which increase friendliness of traffic environment of the city. Cooperation of the Commission with the Ministry of Transport and with the transport police of the Czech Republic has lead to the first amendment of the regulation no. 30/2001 of code of law no. 361/2000 Sb, about running of the traffic communications. In spite of amendments in the transport legislature from the 60 s and the 70 s, the old road law is still in place. It gives an absolute preference to automobile transport, thereby it is regarded obsolete as it does not correspond to the current use of means of transport, including pedestrians and cyclists. For that reason, it distorts perception of the capital city and its development. It is important to bear in mind, that the current legislature is one of the crucial basis for planning further development of the traffic infrastructure, and that consequences of such rules may

3 have a negative impact on Prague traffic and the environment. Essentially, a great deal of norms and technical regulations does not work in current situation. However, it is possible to find ways how to improve this legislative framework. Cyclist-friendly amendment to the regulation 30 of the road law that valid since 14th September 2010 can be considered as an evidence. B) Supporting goals: To promptly mark maximal length of current main cycle paths of the basic net of Prague cycle paths; if possible in contextual lines (450 km until the year 2010, and after continuing with 30 km a year, which comes up to km until year 2020) To broaden the basic net of Prague cycle paths by km and anchor it in the new area plan. The net of cycle paths is a fundamental benchmark of cycle infrastructure. Its composition is equivalent to the net of tourist paths and it serves for first orientation in the city s atmosphere. Its structuralization is systematically in consonance with road net; radials, tangents and its flowlines. Circa 1000 km of paths have been proposed in the general net of main routes which is a part of an area plan. So far 443 km has been demarcated. It depends on further development of bike utilization in Prague whether this net is going to match the needs of cycle transport and recreational cycling. It is right to ponder about eventual concentration in a form of locally serviced cycle paths that would have further km. It is absolutely crucial to educate competent administrators, civil servants, project managers and other participants and eventually change their opinion about the purpose and function of cycle paths. It is not yet well understood, that the system of orientation marking is being discussed, not the system of communications for cyclists. General information of basic net of cycle tracks is in the appendix 1. To create maximum cycle paths possible in the lines of cycle routes or common routes for pedestrians and cyclists. To achieve 200 km until the year 2010 and afterwards 10 km a year, as a support activity for mainly recreational but also city transport cycling. Cycle paths in Prague usually serve as a transport connection for both pedestrians and cyclists. They are considered as a basis for cycle infrastructure and they are significant for recreational cycling, although locally also for city transport cycling. It has proven hard from financial and planning point of view to draft, assess and create pro-cycling measures and actions in Prague s centre. In this sense, cycle paths seem to have more importance in more suitable city districts, surroundings and periphery, where the space is less cramped. The future of better safety of a bicycle transport lies in creation of safe, Prague-wide important transit routes or circuits utilizing not just cycle paths but also cycle routes conducted through quiet communications with qith integration of city bike transport. Natural paths constitute a next possible topic for development. It will be possible to place these paths into parts of Prague where there is more nature in a form of single tracks.

4 To initiate pro-cycling traffic solutions in the main transport area, mainly line (30 km until the year 2010, and afterwards 3 km a year) Traffic measures and arrangements are the most important element of transport and recreational cycling integration in the main traffic area. These treatments have not been used frequently enough, due to a high degree of conservatism in some decisions of Prague transport managers. However nowadays we do see more dynamism. That is happening thanks to the new measurements and adjustments in traffic legislature and also thanks to a positive change in perception of cycling that has a definite place in Prague s traffic. Integrative traffic measurements have some advantages that make them stand out from other solutions for cycling. They are created (or respectively are supposed to be created) as a harmonic part of traffic design of new and renovated engineering projects. Therefore they are more cost-effective. They are also easily renewable in a case of a damage and their maintenance is a part of road communications servicing. Moreover, they influence perception of the traffic area as a place of common sharing. They consequently rise a tolerance among subjects of the traffic, thus they increase safety and users friendliness. Finally, it is easy to cancel them out, in a case they do not fulfill expected traffic and safety benefits in a context of the rest of the transport system. To create a competent and sufficiently cognizable office, or to establish a part of a current department of an authority, and to make it responsible for development of cycling transport in Prague. No matter on what level the managing structure would be created, given that this office would be equipped with high coordination authority and responsibility. Suggested structure and scope of workload can be found in the appendix no. 2. To expand possibilities for a bike transfer in the means of public transport in the framework of Prague Integrated Transport It is important to expand transfer possibilities and to continue to cooperate with the Transport Departement of Prague City Hall, the Prague Public Transit Co. Inc., Regional Operator of Prague Integrated Transport, Czech Railways and so on. It needs to be ensured that the initial cooperation in the design of construction of new means of transport (lowlevel-floor trams, buses, boats) would keep progressing.

5 To expand possibilities of safe and technically suitable storage of bikes in wellknown or expected destinations, in cooperation with ÚMČ, city institutions and transport businesses (Prague Public Transit, Czech Railways etc.). New types of Prague frames (which is in a shape of the letter U upside down) that have been installed since the year 2008 has proven to be successful. The current number ought to be increased. Placing them in primary and secondary schools is a priority. III. PREDISPOSITIONS FOR FULFILLMENT OF THE CONCEPT A) Major predispositions To accept the necessity of resolving Prague transport and recreational cycling, in accordance with a development the area plans and transport infrastructure. To resolve planning and creation of cycling infrastructure in the framework given by an area plan. Mainly on the basis of anchored corridors of cycling traffic; a net of crucial cycle routes. To designate a concrete multi-level competence and responsibility for development of Prague transport and recreational cycling. B) Supporting predispositions Order an elaboration of the strategy regarding development of the cycle transport up to the year To assess and embrace a progress chart of planning and creation of all the elements of cycling infrastructure for years and a view to To create a functional system of feedback and to respond to the needs of users. To eventually bring adequate changes during the planning of the development of cycling in Prague. IV. RESOURCES AND ASSETS A) Main resources To ensure sufficient multi-resourcefull financial coverage of transport and recreational cycling development needs. To use current resolutions of the Municipal Council and Municipal Board of the Capital City Prague for development of cycling. Eventually to initiate new ones with cooperation.

6 To staff newly established competent office by qualified experts on cycling issues. To introduce a system of cooperation of related offices of the Pratur City Hall (eventually Pratur districts), with additional institutions and with city investors, Police of the Czech Republic and Municipal Police of Prague. B) Supporting resources Continual monitoring of real usage of bicycles in Prague. Consequent installation of fixed counters (minimum 10 in 2009, in sum minimum 50 monitored profiles on main cyclo routes up till 2020). Continual information campaign. Regular familiarisation of the public with the situation and development of Prague cycle traffic, with its planned solutions and eventual problems. Introduction of a system of education and information at primary schools. Broadening possibilities of using BESIP (part of the Ministry of Transport dealing with road safety) in spreading information about the potential of cycling in Prague and its safe usage. Cooperation with Pratur districts, other regions and cities to achieve interconnection of the cycling net of routes and paths. Cooperation with European partners. The most cost-effective use and association of cities s, state s and international European s assets. The utilisation of synergy effect during the development of transport as far as European and regional public awareness is concerned. To issue enough high quality information, maps and news bulletins. To establish and run city infocentres about cycling (1-3 places). To supply these centres with enough necessary information for cyclists. To fulfill and update web pages about cycling with high-standards feedback between the city and its inhabitants.