Task 3.3 of the SEEMORE project
Date of preparation of this document: first draft - October 2013 and final version in February 2014
Project Coordinator:
Local Councils’ Association
Lili Vasileva
/ Author of this document:
Company: FAzzopardi & Associates and Local Councils Association
Author’s name(s): Marvin Formosa & Lili Vasileva
Start date of the project: April 2012
End date of the project: April 2015 / Project website: http://www.seemore-project.eu
Legal disclaimer:
The sole responsibility for the content of this document lies with the authors. It does not represent the opinion of the European Communities. The European Commission is not responsible for any use that may be made of the information contained therein. SEEMORE is co-funded by the Intelligent Energy Europe Programme of the European Commission and runs from April 2012 until April 2015.
Bike-tourism/ Bus racks Report
Background
Bike tourism is an emergent way of understanding an array of economic activities involving cycling. It is where business, tourism, and advocacy meet. Bike tourism is a non-traditional and eco-friendly way of exploring the rich heritage of a particular country. In addition, bike tourism can mobilise the target groups in terms of energy efficiency and lower environmental impacts, helping to change mentalities and behaviours on mobility by the ideation and creation of a bike sharing scheme. Bicycle sharing systems (BSS) are an increasingly popular system whereby bicycles are made available on a large scale in a city allowing people to have ready access to these public bikes rather than rely on their own bikes. By making alternatives to motorized travel easily accessible, several European countries that have already adopted a BSS scheme, hope to reduce the carbon footprint of commuting as well as enable residents to become healthier through exercise.
Bicycle sharing systems can be divided into two general categories: community bike programs (organized mostly by local community groups or non-profit organizations) and large scale public bike programs that are implemented by municipalities or through a public-private partnership as in the case of Paris' Vélib’ program. The central concept of many of the systems is free or affordable access to bicycles for city transport in order to reduce the use of automobiles for short trips inside the city thereby diminishing traffic congestion, noise and air-pollution. There are around 51 schemes in 48 cities located in 10 European countries, including Austria, Belgium, Czech Republic, France, Germany, Italy, Poland, Spain, Sweden and United Kingdom.
Bike sharing also offers an economic effect for cities and individuals. Bikes are an inexpensive mode of transport with need for only low-tech infrastructures. Therefore, a relatively low amount of investments is needed to create or expand infrastructures. With concepts for bike sharing even the costs for owning vehicles cease to apply. Operators benefit from a change of mobility behaviour and the improvement of their image. As cities are competing for tourists and guests they invest a big effort in presenting their city as modern and innovative. In that context bike sharing can be seen as an environmentally friendly service to support the modernity and individuality of a city.
Getting to know the city by cycling will be more and more promoted as a unique experience. A further long term effect is the overall increase of awareness for cycling and sustainable transport modes. With the possibility to connect bike sharing with other modes of transport new mobility options are being created. This may lead to a change in minds and with that to a change in mobility habits. Cycle tourism does not destroy either the landscape or the “social fabric”, because tourists normally come individually or in small groups spread throughout the year and follow existing transport corridors.
In addition there can be an economical benefit for the local society due to the money cycle tourists insert into the local economy from buying food, accommodation and some souvenirs. Cycle Tourism has been growing steadily in Europe during the last 10 years. For example in Germany, 44.7 % of the population (which is 21.72 million people) go on cycle holidays each year and they spend more than €1000 per person per year. Cycle tourism can also be a way to extend the tourist period.
Such a bike sharing scheme would be invaluable for tourism in Malta. Moreover due to our moderate climate there is the propensity to promote outdoor activity outside of the normal high season that would ultimately benefit the tourism sectors. Tourism in Malta is very seasonal, with the majority of incoming tourists arriving in the May to October period. Malta is very densely populated, even without tourism. Furthermore, the number of incoming tourists has increased rapidly throughout the years. In addition, tourism has intensified the use of transports, parking facilities and thus an increase in traffic congestions and overall pollution. These challenges not only creates discomfort for the local residents, especially those living in tourist areas, but also general dissatisfaction among tourists.
Bike racks on Busses
Across the United States, bike racks on busses have provided an innovative way of linking cycling and transit, thus improving mobility. The central feature of BOB programs is a rack to carry bikes mounted to the front of buses. Such a service would increase the expansion of service area and the ability to make longer total trips by combining bicycling and transit.
Bike racks on busses
Bikes should be transported on the exterior of buses at all times, but only on busses equipped with front bicycle racks. Bikes, excluding properly enclosed folded or disassembled bicycles, shall not be transported inside buses at any time as the space within the Arriva buses is designated for wheelchair access. Cyclists shall remove all baggage, backpacks, pouches, baskets or similar storage items from bikes before placing them in the bike racks on the exterior of buses for safety reasons. All bikes allowed on the exterior of buses must be clean, free of excess grease and dirt, and not have sharp projections.
Cyclists can transport their bikes aboard in quality, heavy-duty racks attached to the front of each bus. Up to two bikes can be stored on the front racks, which cyclists can easily load and unload themselves by following the simple instructions affixed to the racks. The racks would also have a locking mechanism to prevent bicycles from coming loose.
For safety, buses should have special mirrors that allow bus operators to see the bikes racks and riders loading bikes. There is no additional fee for riders to bring their bikes on a bus.
During the emergency evacuation of a bus, bikes must be left in the bike rack unless the removal of bicycles is directed by the bus operator, police officer or fire officials. On the instructions on the racks, Arriva should also point out that they assume no responsibility for lost or damaged bicycles.
Costs
According to a report compiled by the Alliance for Biking and Waking, based in the United States, bicycle racks cost €26-73 per rack.
(http://www.thunderheadalliance.org/site/images/uploads/BFW_Bike_Racks_on_Buses_News.pdf)
Suggested initial routes
· Route 41 or 42 – both going from Valletta to Cirkewwa
· Route 222 – Sliema to Cirkewwa
· On both routes, users can stop at Xemxija and cycle to Golden Bay, or at Bahar ic-Caghaq and cycle the length of the coast road, or at St Paul’s bay and cycle to Bugibba.
Sharing Points
As a pilot project, it is advisable to provide three sharing points: Valetta, Sliema and St. Julians