Seville had an increase of ciclyng in the modal split up from a very low one to 9% of the total mechanical trips due to the implementation of a ciclyng network
Between 2006 and 2010, Seville evolved from a marginal participation of cycling in the urban mobility to participation rates of nearly 6% of global modal sharing in the city and 9% in mechanical trips. This fast growth was due to some active policies based on the building of a continuous and homogeneous network of segregated cycle paths.
In 2007 the City Council approved the Bike Masterplan, which defined a cycle network of 120 km and other measures to promote cycling. Further developments increased the length of this network until 175 km in 2016.
The main guidelines for network design were:
1) Segregation from motorized traffic.
2) Connectivity between the main trip attractorsand the main residential areas.
3) Continuity, without gaps along it.
4) Homogeneity in design and pavement.
5) Bi-directionality: Almost all cycle ways are bi-directional.
The segregation from motorised traffic improves both the safety and the feeling of safety. The network connectivity makes it useful for everyday use, and the network continuity makes bike trips obstacle-free and comfortable. Homogeneity is important to make the network recognizable for occasional cyclists, makes it attractive for beginners and easier to use in intersections. In general, the bicycle network was designed thinking more about the needs of potential cyclists than in the needs of the current ones.
In 2007 it was launched a public bile sharing system.
There was a total investment of 35 million euros between 2006 and 2010.
Evidence of success
Previously to the bike network, the bike use was very low (>1%).
After the implementation, the main indicators of the sucess are those:
- 72,500 daily commuting (working). 17 million per year.
- 9% of the mechanized travels and 5.6% of all displacements.
- The fuel saving has been quantified at 27,151 barrels of oil per year (with an approximate cost of 2 million Euros) and the greenhouse gas emissions have decreased in more than 8,000 tones of CO2 equivalent per year.
At the beginning, the construction of cyclist infrastructures generated conflicts by the suppression of parking areas and traffic lanes.
There have also been conflicts between cyclists and pedestrians that are still going on, and are being solved by local regulations.
Potential for learning or transfer
The key success factors in the implementation of the bicycle network have been studied and are being adopted by other municipalities, as there have been other initiatives in Spain that didn't work:
- A well-planned development of cycling infrastructures.
- The rapid construction of the network, avoiding the construction of sections without connection.
- High quality in its construction (pavement, signage, parking).
- Associated facilities, such as bike workshops, being the main one the bike sharing system.
- Specific regulation of the cyclist circulation.
- Participation and awareness processes.
- Intermodality with public transport.
- Safe indoors bike parkings.
There have been many related benefits:
- The bike network has promoted a new kind of tourism.
- The improvement of the accessibility to the city centre due to bike and pedestrians policies has benefited the shops.
- Many small business linked to bike have been created along the network.
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