• Location: North/North West
• Population: Large urban area (602,481)
• Cycling Modal Share: Champion (28%)

Background and context

The Cycle Superhighways were an important element of Copenhagen's Bicycle Track Priority Plan, which was published in autumn 2017. They are seen as regional commuter routes and were considered to be fundamentally important in achieving the city's objective that 50% of trips to work and educational institutions are undertaken by bicycle by 2025. The network now combines all of the municipalities collaborating in the region.

The Cycle Superhighways are the responsibility of a secretariat, which is 75% funded by the Capital Region and 25% funded by the municipalities within the region.

Features

The development of the network is done in collaboration between 23 municipalities in the Greater Copenhagen area. Since 2012, a total of eight Cycle Superhighways have been launched and an additional seven routes are actively being planned. On completion in 2025, the network will consist of 28 routes totalling approximately 500 kms.

The cost of the entire network is estimated to be 2.2 billion Danish Kroner. This amounts to an average cost of three million Danish Kroner or €400,000 per kilometre. As some municipalities seek funding for infrastructure, up to 50% of the costs have come from the state.

Superhighways, Capital Region of Denmark

Performance

A socio-economic analysis, which was released in May 2018, shows the effects of a fully implemented network of Cycle Superhighways on society as a whole, concluding that the entire network will have a yearly return of 11%, with the main societal benefits arising from positive health impacts. The national Ministry of Finance has set a yearly return of 4% as the limit to indicate when traffic infrastructure projects are profitable.

It is estimated that a fully implemented network of cycle highways, as defined in the Vision plan', will result in a rise of 3 million new bike trips each year and a total reduction of 750,000 car trips each year. This will result in a CO2 reduction of approximately 1,000 tonnes per year and 34,000 fewer sick days. Since their completion in 2012 and 2013, the first two routes to Albertslund and Farum have experienced a growth in the number of bicycle users of 34% and 61%, respectively (PASTA).

Parameters of success/failure

The development of the network relies on the collaboration between 23 municipalities and the capital region. The financial support of the region has encouraged the municipalities in the region to collaborate. Otherwise, it would be difficult to develop a consistent and coherent network across the region.

Besides the infrastructural changes, the success is, to a large extent, due to the effective marketing and branding of the Cycle Superhighways, which is the responsibility of the Secretariat.

Superhighways, Capital Region of Denmark

There has been a noticeable improvement in flow, safety and the experience of the cyclists which fits well with the importance commuters give to travelling in a time-efficient manner. An appreciation of the health benefits is the main motivation for commuters to cycle long distances.

Bike-to-work campaigns have helped encourage commuters to ’test' bicycle commuting. The Secretariat uses marketing and awareness campaigns to promote long-distance cycle commuting. Visibility to the public and in the media has helped commuters view the bicycle as a competitive alternative to other modes of transport.

As the Cycle Superhighways follow similar routes as the rail network and it is free to take bicycles onto the regional trains, this has allowed commuters to be multimodal, depending on the weather and their commitments.

The Secretariat is also active in changing the public's general opinion on how e-bikes could be successfully used for commuting. E-bikes have an even greater potential to introduce people to long-distance bicycle commuting.

Evaluation of the cycle highways is also a key tool in identifying the right measures.

Transferability

To a large extent, Cycle Superhighways are transferable to other regions. The way in which the Cycle Superhighways in the Capital Region in Denmark has been developed could be a model for other regions in which there is not a regional authority responsible for transport links across municipal borders. The secretariat of the Cycle Superhighways of the Capital Region acts as the focal point and facilitator for the development of the cycle superhighway network. Wherever collaboration is required, a municipality needs to take the initiative. This is usually the municipality with the worst problems, such as pollution and congestion. In the case of the Capital Region, this was Copenhagen.

There is already a lot of information exchange between different countries on Cycle Superhighways and there is a lot of potential for learning. The INTERREG project CHIPS (Cycle Highways Innovation for smarter People Transport and Spatial Planning) is a good way to communicate with neighbouring countries.

The design of the infrastructure might also need to change; for example, in Denmark they primarily use single directional bike lanes, whereas bi-directional bike lanes can be used elsewhere.

Key insights and lessons learned

It is important to encourage consistency in the quality of a network of highways to maximise the branding of the network as a ^łCycle Superhighways'. Good branding and reputation of a network are important to communicate with potential users and politicians. Listening to feedback can be used to identify where improvements might be necessary and so support the future development of the network. The Secretariat has developed a handbook and a point scoring system to evaluate how well the route meets the demands of the qualification measures to be called Superhighway. Such an approach provides clarity for municipalities of what to do if they want a section of cycle lane to be called a Cycle Superhighway.

Cyclists have various reasons for wanting to cycle (especially on cycle highways), and so a local public transport travel planning application should allow cyclists to select from a number of parameters when planning their journeys. This will improve the suitability of the suggested route and may increase the attractiveness of a cycle highway.

A final lesson is that the current financial setup is not sufficiently secure, as financial support from the state must be secured for the continual expansion of the network. Similarly, the long-term financial support for the Secretariat itself is not secure. It is refunded every four years, but, as noted above, it is heavily reliant on the region.

• Location: North/North West
• Population: 306.000
• Cycling Modal Share: 24% (Champion City)

Background and context

This measure was implemented to stimulate cycling over longer distances and increase regional accessibility. Usually, up to 10 km is the maximum cycling distance, but through developing these cycle routes, cycling distances can increase to 20 km. This is supported by pedelecs, which are increasing in popularity and acceptance from all target groups.

Features

The highway is a fast cycling route, which comprises 16 km of a regional network of cycling infrastructure. The total planned network length is 80 km and as of 2018, 70 km have been constructed. The route is direct, comfortable and safe.

Cyclists have priority over motorists and pedestrians at intersections and crossings. Where there are rivers and railways, under and overpasses have been built. It is important to ensure that slopes are not too steep.

The width allows two people to ride next to each other, which increases the sociability and attractiveness of the route.

Good lighting is provided throughout the route, including in one tunnel where there are coloured lights that can be changed by users via an app. Safety is also maximised by regular maintenance, which prioritises de-icing in winter.

The exposure of cyclists to pollution is also taken into consideration with lanes being set away from areas of high pollution and traffic where possible.

In general, cycle routes can be considered to cost €1 million per km (implementation), including any tunnels, bridges required. This particular route cost approximately €17 million for 16 km of route. The regional network was agreed in 2008 but only completed 2015. Other routes have been completed in 2018, including a number of bridges. The required planning and coordination between multiple municipalities has taken time.

Performance

Data that has been collected indicates that cycling use has increased over time, but there is still a lot of potential, especially for regional trips. Up until 2018, the focus of previous campaigns has been on the city of Nijmegen, but this will start to expand to the region.

According to a senior policy advisor for mobility in Nijmegen, safety has been increasing for a long time but over the last couple of years it has decreased. This may be caused by more elderly cyclists who are using e-bikes.

The public opinion on fast cycling routes has been positive as people like the infrastructure and safety features of the route. In general, the public is demanding more measures for cycling, better mobility and less pollution, and so measures such as the Rijn Waal Pad are welcomed.

Parameters of success/failure

A strong integrated mobility vision is important. Authorities should provide cars with an alternative route if space is being taken away or they want to encourage less traffic in a certain area. In 2013, a new bridge was constructed in Nijmegen in combination with a ring road around this city. This diverted motor vehicles away from the city centre and allowed a change in priorities inside the ring road with a focus on public transport and cycling. Cars still have access to the urban area, but travel is slow with lower priority.

Other factors that contribute to the success of the measure include:

• A high level of existing cycling in the city
• Integrated measures
• Regional cooperation
• Strong political leadership, particularly at the local level.
• Sufficient budget

The right of way awarded to cyclists can cause issues with motor vehicles at intersections.

In Nijmegen, some drivers were not aware of the priorities or were not expecting cyclists to be crossing at certain points, which led to difficulties and dangerous situations. In some situations, they had to reverse the measure where safety was a concern.

Transferability

The measure is transferable, but it is important to have support from the local citizens themselves rather than focusing on a top-down implementation.

It is also important to have enough space available to support the implementation of infrastructure that is safe and comfortable for users of the cycle highway.

Finally, a sufficient budget is required, the route cost €17m to complete.

• Location: Southern/Mediterranean
• Population: 220.000
• Cycling Modal Share: 10% (Champion City)

Background and context

A 1.2 km green corridor (cycle highway) was constructed between the industrial zone of Périgny, situated to the east of the town of La Rochelle, and the Rompsay canal, which connects the district of Rompsay further east to the centre of La Rochelle to the west. This route completes a cycle link between the industrial zone, as well as the village of Périgny to the south of the industrial zone, to the centre of La Rochelle.

The industrial zone of Périgny is a major employment zone of the agglomeration. Cyclists and pedestrians are now able to travel the entire way using the new link and then the canal. In this way, the green corridor also links the cycle networks of the centre of La Rochelle with those of Périgny. The route was constructed on an old railway line, preserving local industrial heritage.

Features

The creation of the cycle route cost €1.2 million.

When the corridor is not in use, the lighting is lowered to only 30% of its full strength but as soon as a pedestrian or cyclist passes the first light, the lighting increases to its full strength.

Almost all of the materials on the old railway line were recycled in the construction of the new cycle route.

It was important to make this new cycle path as attractive as possible, which is why significant landscaping work was undertaken. A tunnel on the route was also decorated by an association of La Rochelle artists, which provides an example of urban culture on the route

Key insights and lessons learned

It is important to involve stakeholders, notably cyclist associations, prior to the implementation of the corridor and afterwards. Issues will often appear following implementation.

• Location: EU wide
• Population: N/A
• Cycling Modal Share: N/A

Background and context

EuroVelo is a network of 15 long-distance cycle routes across Europe (see figure below). In total, the network consists of over 70,000 km of cycle route and is due to be complete by 2020. It was conceived by the European Cycling Federation (ECF) and its British and Danish partners, in 1995. Since 2007, ECF has been solely responsible for the management of the project. Every three years, the project accepts applications to create new EuroVelo routes and modify existing routes.

Map of EuroVelo, available at http://www.eurovelo.com/en/eurovelos

The Eurovelo website provides users with a colour coded overview of each route, indicating sections that are complete, undergoing work, and in the planning stage. A large number of resources are available to cyclists wishing to use the routes, including maps, guidebook, online blogs and social media updates. 

Features

The network provides high quality cycling routes for a range of users, including daily local cyclists and cycle tourists who are completing month long expeditions. Many cycle tourists are attracted by the historical theme of a number of routes. For example;

• EuroVelo route 2 links a number of Europe's capital cities.
• EuroVelo routes 3 and 5 follow ancient pilgrims' trails
• EuroVelo route 13, named the Iron Curtain Trail, follows border which divided the continent between East and West for half a century.

There are a number of types of EuroVelo routes: certified, developed, under development, and at the planning stage.

• Certified routes have been tested according to a common methodology that ensures the route is in line with the ECF's European Certification Standard European Certification Standard.
• Developed routes are sections over 50 km that contain national signage and where information is available on national or regional cycling websites. A further distinction is made when the route incorporates EuroVelo branded signage and information.
• Routes under development are usable are sections over 50 km that can be used by cyclists, but which contains some parts that require further development.
• Routes at the planning stage are not fully signposted and may contain dangerous sections.

Performance

The EuroVelo routes promote sustainable travel by supporting millions of cycling trips every year. An estimated 14.50 million overnight cycle trips and 45.54 million day trips are made annually on the EuroVelo network.

Cycle tourists who are attracted to the EuroVelo routes, spend significant amounts of money in local economies, supporting businesses and jobs. As many tourists cycle large sections of EuroVelo routes, accommodation providers and shops benefit all along the routes. A 2012 report on the impact of EuroVelo concluded that an estimated €7 billion direct revenue can be attributed to the EuroVelo network as a cycle tourism product [2].