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Fact Sheet T-03 - Options for financing measures for Cycling

Introduction

building 300 m of a cyde path	marking 6,5 km of a bike lane
signing 35 km of a cycle route network	establishing and designing 6-7 residential streets
purchasing 600 cycle stands	providing 50covered cycle-parking spaces indudmg lighting
establishing a pool of 50-100 rental blkes	offering 100 bicycle training sessions
organising 50 bkycle check days	hiring a cycling coordinator for 1,5years

Figurę 1: Whal can you do v»tti 50 000€? - slucfy resuts from Austna (aource. ThemarwLinden et al (2012))

Research has shown that irwestments in bicyde transport are promising in terms of cost-ratio aspects: "Paths and parking facilities tor bicydes are tar less expensive than for cars. Further-more. increased cycle use helps mini-mise the consequential costs of traffic in areas such as environment. health. and land use* (Thiemann-Linden et al (2012)). A study from Austria compared infrastrudure that can be implemented with a budget of 50.000C. The results are indicated in figurę 1.

However. cyding promotion still needs a solid and sustainable finandal back-ground to improve local conditions. A cyding master plan as an important part of the SUMP is recommended to define measures ot high priority (morę impact with less financial effort). This ensures efficient use of a city's cyding budget and/or funds. Additionally. com-pliance with technical regulations and indusion in a bicycle master plan incre-asingly is a requirement when deman-ding funding.

When deciding on measures to impro-ve the cycling infrastrudure. considera-tion ot low-cost measures as a serious alternative to cost-intensive reconstruc-tion measures is recommended. This could indude. for example. tuming a parking lane into a cyde lane and pain-ting pidograms or cycle lanes.

This fad sheet includes information about different options for finandng cycling measures. Ali options should be seen as comptementary tools.

Dedicated cycling budget and generał budget for transport

Promotion of cycling is mainly a task for municipalities. This indudes the need to provide a budget at the local levet to improve conditions for cycling. In German cities a budget often only exists for investments in infrastrudure. This enables the cycling officer or cycling unit to realize smali measures without much administrative effort. On the other hand it negleds that imple-mentation of fadlities independent of major roads and of soft measures can be much morę cost-effedive (e.g. re-consłruction of one accident hot spot vs. campaign for morę consideration and resped in traffic). Therefore it is recommended to open dedicated cycling budgets for the implementation of bicycle fadlities independent of main streets and for soft measures.

Bigger infrastrudure projects should generally be funded by the overall budget for investments in infrastrudure. where cyding needs should be consi-dered automatically in every infrastruc-ture planning process.

It is recommended that the local cycling strategy determines a coherent target network and main cycling routes. Measures of the cycling strategy should be prioritized in implementtion to ensu-re effident use of available budget.

According to German experiences it

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