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

Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility ’ Dr Piotr Kuropatwiński – University of Gdańsk Scientists for Cycling Colloquium , University of South Australia, Adelaide , June 2 6 , 2014. Macroperspective. Gdansk. Kiev. Vienna.

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

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  1. Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński–University of Gdańsk Scientists for Cycling Colloquium, University of South Australia, Adelaide, June 26, 2014

  2. Macroperspective Gdansk Kiev Vienna Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  3. Content • The serious decline of cycling and its re-birth in an on-going motorized world – threephenomena • Reasons for de-investing in cycling • Reasons for (re-)investing in cycling • From marginalisedleisureactivity to the mainstream of public policies – the golden triangle • Perspectives for further research and conclusions This presentation is based on content and structure of the paper by Manfred Neun, PiotrKuropatwiński [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 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  4. Up & downs: 3 Phenomena 1 The serious decline of cycling and its re-birth in an on-going motorized world – three phenomena • The phenomenon of the decline of theoverwhelming competitor – the car • The phenomenon of the re-birth of cyclingbecause of various reasons – new generations of bicycles and theirusers • The phenomenon of becoming a symbol for all-that’s-good Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  5. Up & downsin Cities 1 The serious decline of cycling and its re-birth in an on-going motorized world: • Big differences in European Cities • How to explain them? Source: Evolution of bicycle use inEuropean cities [Albert de la Bruhèze, Verart, 1999], quotedafterAlexSully, 2010 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  6. Reasons for Declining 2 Institutional position of cycling and motorisation in transport planning (sustainablescenario) Largevolumes of cycling Modest volumes of car transport Thoughtful development of car transport facilities Considerableamount of resources used to createcycling facilities Weakcompetitiveness of car transport Strongcompetitiveness of cycling Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  7. Reasons for Declining 2 Institutional position of cycling and motorisation in transport/urban planning (usually applied scenario) Modestvolumes of cycling Largevolumes of car transport Substantial resources devoted to improve car cdrivingconditions Modest resources used to createcycling facilities Strongcompetitiveness of car transport Weakcompetitiveness of cycling Source: J. Kallioinen, 2003, withauthor’smodifications Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  8. Reasons for … (re-)investing 3 • Critical incidents and political decisions to invest • Growth made by the industry: Bicycle innovations • The role of the governments: ‘the golden triangle’ • The impact of cycling in times of crises: key-issues, new terms and paradigms • Cycling as a system: the impact of cycling onthe Sustainable Development Goals Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  9. Critical incidents 3.1 ….. 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 > fightagainst pollution and later: urban space constraints Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  10. The industry: Growth based on innovations 3.2 1970 1990 2000 2010 2020 1980 The bike industry subsequent innovations as driving forces for development Neun, Manfred [2011]: Re-inventing the Bicycle for Creating Healthier and Wealthier Societies, University of Tampere. Key-note Speech, Sept 16th 2011, Helsinki. ? E-bicycle Bike-share Bicycle Tourism 5 4 MTB 3 Leisure Bike 2 1 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  11. All together: Growth based on Policy 3.2 1970 1990 2000 2010 2020 1980 The bike industry subsequent innovations need now cycling advocacy for investments Neun, Manfred [2011]: Re-inventing the Bicycle for Creating Healthier and Wealthier Societies, University of Tampere. Key-note Speech, Sept 16th 2011, Helsinki. Active Mobility Biycle Mobility E-bicycle Bike-share Bicycle Tourism 5 4 MTB 3 Leisure Bike 2 1 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  12. The industry: Growth based on innovations 3.2 M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cycling” Velo-City Global Workshop. Taipei, March 2013 • Bilateral market relationship in sport goods business, worked quite well in the bike industry, • Confirmedvalidityinthecase of the mountain bikerevolution people bikes consumers industry Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  13. For Governments: ‘The Golden Triangle’ 3.3 Accessible.public space M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cycling” Velo-City Global Workshop. Taipei, March 2013 governments people bikes consumers industry Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  14. The impact of cycling in times of crises:key-issues, terms & paradigms 3.4 • 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‘ ? Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  15. The developmentof Mobility Pyramids 3.4 Sources: Nahmobilität 2.0, www,fahrradfreundlich .nrw.de, AGFS 2012 p. 13, LasseSchelde, BicycleInnovation Lab, Thefuture of intermodality, presentationgivenatthe 4th Congress of ActiveMobilityinGdansk Passive mobility Hybrid E-mobility Active mobility Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  16. Thedevelopmentof Mobility Pyramids 3.4 Sources:Nahmobilität 2.0, www.fahrradfreundlich .nrw.de, AGFS 2012 p. 13 Ideal Modal Split – Pyramid A tool for integrated transport planning and a reminder to use the impact of intermodality. ’CyclingEconomy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  17. The impact of cycling for SDGsSustainable Development Goals 3.5 • 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. Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  18. From Margin to the Mainstream 4 • Basic economic analysis: comparison of marginal costs and marginal benefits speak for investing in cycling – providing the highest ROI ratios. • The Cycling Economy concept, however, implies widening the frame of reference supplying arguments coming from outside narrowly understood economics • The Cycling Economy 2.0, the Human Rights Approach and “The Cycling Economy Grid” – bring it all together Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  19. TheSevilleexample : • 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. 4 bCycling in numbers enefits ofcycling economy (see www.cyclingmobility.com/feature/the-circle-of-life)

  20. in EU-27in 2010 4 Economic benefits of cycling

  21. in the USA in 2012 4 Financial costs of motoring • 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?

  22. Cyclingeconomy 4 the 5 most important tools Source: M. Neun [2013]: “Active mobility - how cities can satisfy human needs by cyclingVelo-City Global Workshop. Taipei, March 2013 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk • Active Mobility streets – based on the 30 km/h recommendation – mixed use – human friendly street design • Cycle Highways • Active E-mobility with pedelecs • Bike sharing > public cycling • Cargo cycling

  23. Cyclingeconomy – public cycling 4 Source: The Bike Sharing Planning Guide, ITDP, www.idtp.org p.11 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  24. “The Cycling Economy Grid” 4 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 PiotrKuropatwiński– University of Gdańsk

  25. Perspectives for furtherresearch+ Conclusions 5 • 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 Cycling Economy – reasons for de-investing and (re-)investing in cycling mobility’ Dr PiotrKuropatwiński– University of Gdańsk

  26. THANK YOU Dr PiotrKuropatwiński–University of Gdańsk ECF vice-president pkuropatwinski@pswe.org

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