Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr Piotr...

Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’

Dr Piotr Kuropatwiński – University of GdańskScientists for Cycling Colloquium,

University of South Australia, Adelaide, June 26, 2014

Macroperspective

Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’Dr Piotr Kuropatwiński – University of Gdańsk

KievVienna

Gdansk

Content

1. The serious decline of cycling and its re-birth in an on-going motorized world – three phenomena

2. Reasons for de-investing in cycling3. Reasons for (re-)investing in cycling4. From marginalised leisure activity to the mainstream

of public policies – the golden triangle5. Perspectives for further research and conclusionsThis presentation is based on content and structure of the paper byManfred Neun, Piotr Kuropatwiński [2014]: Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’. Scientists for Cycling Colloquium, University of South Australia, Adelaide, June 26, 2014


Up & downs: 3 Phenomena

The serious decline of cycling and its re-birth in an on-going motorized world – three phenomena

1. The phenomenon of the decline of the overwhelming competitor – the car

2. The phenomenon of the re-birth of cycling because of various reasons – new generations of bicycles and their users

3. The phenomenon of becoming a symbol for all-that’s-good


1

Up & downs in CitiesThe serious decline of cycling and its re-birth in an on-going motorized world:• Big differences in

European Cities• How to explain

them?


1

Source: Evolution of bicycle use in European cities [Albert de la Bruhèze, Verart, 1999], quoted after Alex Sully, 2010

Reasons for Declining


2 Institutional position of cycling and motorisation in transport planning (sustainable scenario)

Large volumes of cycling

Considerable amount of resources used to create

cycling facilities

Strong competitiveness of cycling

Modest volumes of car transport

Thoughtful development of car transport facilities

Weak competitiveness of car transport

Reasons for Declining


2 Institutional position of cycling and motorisation in transport/urban planning (usually applied scenario)

Modest volumes of cycling

Modest resources used to create cycling facilities

Weak competitiveness of cycling

Large volumes of car transport

Substantial resources devoted to improve car

cdriving conditions

Strong competitiveness of car transport

Source: J. Kallioinen, 2003, with author’s modifications

Reasons for … (re-)investing

1. Critical incidents and political decisions to invest2. Growth made by the industry: Bicycle innovations3. The role of the governments: ‘the golden triangle’4. The impact of cycling in times of crises: key-issues,

new terms and paradigms5. Cycling as a system: the impact of cycling on the

Sustainable Development Goals


3

Critical incidents

….. and political decisions to invest:• “Stop der Kindermord” in the NL - civic pressure• oil crisis of 1973, 79 (plus 2000ff)• Wake of human-oriented city-planning in Denmark • Limitations of the car-oriented urban transport

systems > fight against pollution and later: urban space constraints


3.1

The industry: Growth based on innovations

The bike industry subsequent innovations as driving forces for developmentNeun, Manfred [2011]: Re-inventing the Bicycle for Creating Healthier and Wealthier Societies, University of Tampere. Key-note Speech, Sept 16th 2011, Helsinki.


3.2

LeisureBike

MTB

Bicycle

Tourism

E-bicycle

Bike-share

1980 1990 2000 2010 20201970

?

1

2

3

4

5

All together: Growth based on Policy

The bike industry subsequent innovations need now cycling advocacy for investmentsNeun, Manfred [2011]: Re-inventing the Bicycle for Creating Healthier and Wealthier Societies, University of Tampere. Key-note Speech, Sept 16th 2011, Helsinki.


3.2

LeisureBike

MTB

Bicycle

Tourism

1980 1990 2000 2010 20201970

Biycle Mobility

1

2

3

4

5

Active Mobility

E-bicycle

Bike-share

The industry: Growth based on innovations

M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cycling”Velo-City Global Workshop. Taipei, March 2013


industryconsumers

bikespeople

• Bilateral market relationship in sport goods business,worked quite well in the bike industry,

• Confirmed validity in the case of the mountain bike revolution

3.2

For Governments: ‘The Golden Triangle’

M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cycling”Velo-City Global Workshop. Taipei, March 2013


industryconsumers

governments

bikespeople

Accessible.publicspace

3.3

The impact of cycling in times of crises:

key-issues, terms & paradigms• Agenda setting: 8 key issues

about the impact of cycling• Active and Passive Mobility –

a complementary system for integrated transport

• The Human Rights approach• ... ‘Public Cycling‘ ?


3.4

The development of Mobility Pyramids

Sources: Nahmobilität 2.0, www,fahrradfreundlich .nrw.de, AGFS 2012 p. 13, Lasse Schelde, Bicycle Innovation Lab, The future of intermodality, presentation given at the 4th Congress of Active Mobility in Gdansk


3.4

Passivemobility

Active mobility

Hybrid E-mobility

The development of Mobility Pyramids

Sources: Nahmobilität 2.0, www.fahrradfreundlich .nrw.de, AGFS 2012 p. 13

’Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’Dr Piotr Kuropatwiński – University of Gdańsk

3.4

Ideal Modal Split –PyramidA tool for integratedtransport planning and a reminder to use the impact of intermodality.

The impact of cycling for SDGsSustainable Development Goals

• Cycling may fruitfully contribute to the achievement of all three dimensions of sustainable development

• Economic – creating revenues and jobs• Social – contributing to social cohesion• Environmental – reducing/reversing the impact of

non-sustainable transport and suburbanisation (urban sprawl) development processes.


3.5

From Margin to the Mainstream

1. Basic economic analysis: comparison of marginal costs and marginal benefits speak for investing in cycling – providing the highest ROI ratios.

2. The Cycling Economy concept, however, implies widening the frame of reference supplying arguments coming from outside narrowly understood economics

3. The Cycling Economy 2.0, the Human Rights Approach and “The Cycling Economy Grid” – bring it all together


4

bCycling in numbersenefits of cycling economy

19

4 The Seville example :• A functioning cycling network cost 32 million

euros, and transports 66,000 people daily.• In comparison, Seville’s single-line metro

system cost 600 million Euro and carries only 40,000 people daily …

• and its motorways cost 6 million Euro per kilometer.

(see www.cyclingmobility.com/feature/the-circle-of-life)

Economic benefits of cycling

20

in EU-27 in 2010

4Health € 121.0 bnCongestion-easing € 24.0 bnFuel savings € 6.0 bnReduced CO2 emission € 3.0 bnReduced air pollution € 1.0 bnReduced noise pollution € 0.3 bn

Tourism industry € 44.0 bnBicycle manufacture € 18.0 bnCombined total € 217.3 bn

Financial costs of motoring

21

4 Average yearly cost of operating a sedan in 2012

USD 8.946

(AAA, Dec.2013) assuming 15,000 miles of annual driving

- Median Income in US in 2012 : USD 51,017 (PBS)

- Quotient: 17.5%

In 2012 each car (on average) cost 1/6th to 1/5th of median income

Average car owner working 5-day week

- worked about 1 day for his car- Source: Mansfield, Sam, The American culture of automobility: Whorfian effects?

in the USA in 2012

Cycling economy


4 the 5 most important tools

1. Active Mobility streets – based on the 30 km/h recommendation – mixed use – human friendly street design

2. Cycle Highways 3. Active E-mobility with pedelecs4. Bike sharing > public cycling 5. Cargo cycling

Source: M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cycling Velo-City Global Workshop. Taipei, March 2013

Cycling economy – public cycling


4

Source: The Bike Sharing Planning Guide, ITDP, www.idtp.org p.11

“The Cycling Economy Grid”

Matrix for better decision making to invest in cycling mobility.Neun, Manfred [2013]: “Cycling Economy 2.0”; p. 86 in: Urban Cycling Cultures. Velo-city Vienna 2013 Conference Magazine, Vienna.Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’Dr Piotr Kuropatwiński – University of Gdańsk

4

Perspectives for further research+ Conclusions

• Re-investing in cycling assures the highest marginal productivity in urban mobility development

• Mainstreaming of cycling requires institutional repositioning of cycling and cycling research

• The economic perspective provides a sustainable contribution to all key-issues of the S4C agenda


5

THANK YOUDr Piotr Kuropatwiński – University of Gdańsk

ECF [email protected]

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