The 2024 Velo-city Conference – Can cycling be a scalable and sustainable transport mode in the UK?
The annual Velo-city Conference was held in Ghent, Belgium in late June 2024
The annual Velo-city Conference was held in Ghent, Belgium in late June 2024. Velo-city is an annual event focussing on active mobility (primarily cycling) in the context of developing sustainable communities. The event is managed by the European Cyclists’ Federation, which is based in Brussels. The local event hosts, however, put substantial efforts into making each annual conference work at an exceptional level. This year this was the City of Ghent as well as the local province of East Flanders in Belgium. The event has been held annually, or every other year, since 1980 when it was first held in Bremen, Germany. While primarily hosted in Europe, the conference has also been held in Australia, Canada, Taiwan and Brazil. The 2024 event took place over 4 days at an exhibition centre which included the plenaries in an historic velodrome! There were over 1600 attendees from over 60 countries at the event.
Importantly, while most of the attendees at the Velo-city conference are active cyclists or cycle advocates and demonstrate this in many ways, it is not a “cycle show”! It is a means over many years of developing and positioning cycling as part of the solution to developing robust, sustainable and climate friendly cities, rural areas and a means of growing local economies. This is based on the progress over many decades seen in countries such as the Netherlands and Denmark, but also in other countries in Europe. These benefits are also seen more widely across the world including in a number of emerging economies who are now seeing the benefits of cycling for health, transport and economic and social development. The breadth and progress of the cycling agenda can be shown in many ways including: the 2024 European Declaration on Cycling adopted by the European Parliament and Commission; the ECF working with the annual COP progress on global climate change mitigation and lobbying countries to include cycling in their Nationally Determined Contributions (NDCs) targets; to Rwanda’s plan to host the World Road Cycling Championships in 2025 and, like many countries before, use the event to significantly increase the profile of cycling in their country and in Africa more generally.
Cycling is a large, growing and ambitious business
Cycling is a large, growing and ambitious business and there were many lessons, insights and conversations to be had at this energetic event. However, what does this mean for the UK and its passenger transport industry as we all struggle to define and implement meaningful sustainable transport interventions?
Firstly, while countries like the Netherlands and Denmark can demonstrate overwhelming progress in cycling as a means of transport as well as the resulting infrastructure and cycling culture, this is a relatively recent phenomenon and they will admit that they continue to have issues in terms of adoption, social inclusion and acceptance of the mode. In the 1970’s, for example, Dutch cities were gridlocked with cars like most comparable Western cities. Many years of consistent policy and policy development as well as infrastructure spending has led to what we see today. For example, 50% of trips to railway stations in the Netherlands are made by bike and the local debate in Dutch politics is “how we develop cycling”, not “if”!
Flanders has taken the opportunity to rapidly improve its cycling culture and infrastructure
Flanders (northern Belgium) has taken the opportunity to rapidly improve its cycling culture and infrastructure over a more recent time period. In 2022, 40% of the Flemish were satisfied with their cycling infrastructure, and “opting for bicycle” became more natural as it is found to be financially attractive, flexible and fast! In addition, the top three drivers of local cycling policy were: road safety; modal shift to sustainable mobility; and quality of life in public spaces.
The last point is the most critical – public spaces. Numerous times during the Velo-city event during plenaries, presentations, side conversations as well as looking the evolving public realm in the host city of Ghent, the core issue for cycling and then to enable other types of micro-mobility as well as walking and thus, support the greater use of public transport is addressing how we define and allocate space in our cities!
If we can break the assumption that public space is primarily for the “fast” movement of cars as well as their storage (parking) and manoeuvring, a new paradigm in cities can be opened. This is not theoretical but is being implemented now in cities around the world from different starting points but, usually with the same outcomes of substantially more vibrant public spaces, well used and pleasant streetscapes as well as engaged communities.
As demonstrated in Flanders, but also Brussels and the Netherlands, this does not preclude the use of cars. These regions are some of the most densely populated and industrialised in Europe and the world and depend on intensive movement to and from some of the world’s busiest ports. However, goods and intensive traffic movements are largely separated from urban movements to enable sustainable streets to be delivered.
Outcomes of these policies were demonstrated in Rimini, Italy – where the waterfront promenade has been reimagined as an extension of the beach and a multi-user public space; to the host city of Ghent, who have implemented a controversial “Circulation Plan” that divides the inner city into sectors and only allows inter-sector car movement via returning to the ring road. As a visitor, the centre of Ghent is a remarkably vibrant, calm, quiet and engaging experience!
We must also consider the substantial suburban and rural context for cycling. Flanders is a good example of this, but it is seen in other European contexts. With safe infrastructure cycling is a natural means of connecting nearby rural communities with each other and into larger urban centres. This supports a healthy, sustainable lifestyle, but also again reinforces the viability of rural bus and train services. This is particularly the case if the intervention of high quality “mobility hubs” are also used. This was demonstrated at the Velo-city conference in many regions including Flanders where over 1000 mobility hubs have been built.
In a UK context this can help to address the ongoing decline in rural and outer suburban accessibility by sustainable means particularly when paired with e-bikes for longer distance journeys. However, quality infrastructure and investment remains key to deal with perceived, and real, concerns about safety and use throughout the year.
Rural utility cycling is not a no-cost solution to public sector authorities!
A key part of this model, and again as demonstrated at the Velo-city conference, was the importance of cargo bike logistics. While cargo bikes have been around for many years, their ability to actually scale logistics in cities remains a point of debate in the UK and many other markets. At an event such as Velo-city, the case for the use of cargo bikes in logistics was vigorously made and demonstrated in several urban case studies such as in Brussels by smaller businesses as well as across Belgium by the Belgian Post Office (Bpost). While infrastructure again becomes critical to enable cycle logistics to practically operate on city, and rural, streets, two models of scaling their use were demonstrated at the event. Either through the engagement – likely over the longer term of large logistic companies and dealing with the scale of their concerns, or pushing for small scale local businesses to adopt cargo bikes to supplement or replace their local distribution needs and a mass of small scale deployments.
A recurring theme at the conference was the opportunity of cycle tourism. Ironically, this not a particularly robust theme in the Netherlands! However, in other markets – a number of whom had taken the opportunity to be part of the Velo-city exhibition – this can be a lucrative business. If supported with robust infrastructure and safe routes, as well as picturesque countryside and attractions and appropriate accommodation, many areas are finding that cycle tourism can, in particular, spread tourism spending and benefits away from crowded historical centres and intro the local countryside. Regions such as northeast Italy, Turkiye and Japan were represented at the conference.
The national rail operator in the Netherlands commits to provide cycle hire at all of its stations across the country
The Velo-city conference examined the complex and at times difficult relationship between bicycles and trains – both local and intercity. In summary, local public transport can particularly take advantage of the cycling market via robust, numerous, secure and high quality mobility hubs at rail stations. For example, the national rail operator in the Netherlands commits to provide cycle hire at all of its stations across the country.
The medium and long distance bike/train market is more complex. While many operators such as the national operator in Belgium (SNCB) is effectively offering the ability to carry bikes on all of its off peak trains across the country, for many operators bikes may be seen as a loss of paid seating and only to be catered for in upcoming new build rolling stock. There is now an obligation to offer the ability to carry bikes on all trains in Europe, but at only four bikes per train as a minimum this will not address the needs of many cycle markets.
Cycling also offers communities many opportunities in creating unique types of very locally relevant employment. As highlighted in many of the cycle logistics discussions, the people who choose to become involved in cycle logistics including as drivers are often highly motivated, educated and passionate about the opportunities of this mode. Similarly, within the main railway station in Brussels a commercial bike repair facility has recently opened amongst the cafes and souvenir shops to offer service to the numerous cyclists using the station. Cycling offers many opportunities to grow new and local employment and possibly amongst otherwise excluded communities.
Successful cycling policy that delivers improved sustainable transport as part of an integrated mobility policy is not impossible and is being aggressively delivered in markets around Europe and the wider world
In summary, successful cycling policy that delivers improved sustainable transport as part of an integrated mobility policy is not impossible and is being aggressively delivered in markets around Europe and the wider world. This depends on local support, as well as national policy frameworks and guidance, and perhaps supranational support as well. Fundamentally, strong political will is required!
Successful cycling policy needs to be based on space allocation for sustainable modes and people in communities which can enable improved infrastructure with robust design and spending. This will ultimately deliver benefits including on heath; inclusive and sustainable transport; better, more vibrant and appealing public places; improved tourism opportunities, and local employment.
The Velo-city Conference will return in Gdansk, Poland in June 2025, followed by Rimini, Italy in 2026.
ABOUT THE AUTHOR: Giles K Bailey is a Director at Stratageeb, a London based consultancy assisting businesses think about their strategic vision and innovation. Previously, he had spent nine years as Head of Marketing Strategy at Transport for London.
This article appears alongside further coverage in the latest issue of Passenger Transport.
Ghent showcases successful cycling policy
by Passenger Transport on Jul 19, 2024 • 10:20 am No CommentsThe 2024 Velo-city Conference – Can cycling be a scalable and sustainable transport mode in the UK?
The annual Velo-city Conference was held in Ghent, Belgium in late June 2024. Velo-city is an annual event focussing on active mobility (primarily cycling) in the context of developing sustainable communities. The event is managed by the European Cyclists’ Federation, which is based in Brussels. The local event hosts, however, put substantial efforts into making each annual conference work at an exceptional level. This year this was the City of Ghent as well as the local province of East Flanders in Belgium. The event has been held annually, or every other year, since 1980 when it was first held in Bremen, Germany. While primarily hosted in Europe, the conference has also been held in Australia, Canada, Taiwan and Brazil. The 2024 event took place over 4 days at an exhibition centre which included the plenaries in an historic velodrome! There were over 1600 attendees from over 60 countries at the event.
Importantly, while most of the attendees at the Velo-city conference are active cyclists or cycle advocates and demonstrate this in many ways, it is not a “cycle show”! It is a means over many years of developing and positioning cycling as part of the solution to developing robust, sustainable and climate friendly cities, rural areas and a means of growing local economies. This is based on the progress over many decades seen in countries such as the Netherlands and Denmark, but also in other countries in Europe. These benefits are also seen more widely across the world including in a number of emerging economies who are now seeing the benefits of cycling for health, transport and economic and social development. The breadth and progress of the cycling agenda can be shown in many ways including: the 2024 European Declaration on Cycling adopted by the European Parliament and Commission; the ECF working with the annual COP progress on global climate change mitigation and lobbying countries to include cycling in their Nationally Determined Contributions (NDCs) targets; to Rwanda’s plan to host the World Road Cycling Championships in 2025 and, like many countries before, use the event to significantly increase the profile of cycling in their country and in Africa more generally.
Cycling is a large, growing and ambitious business and there were many lessons, insights and conversations to be had at this energetic event. However, what does this mean for the UK and its passenger transport industry as we all struggle to define and implement meaningful sustainable transport interventions?
Firstly, while countries like the Netherlands and Denmark can demonstrate overwhelming progress in cycling as a means of transport as well as the resulting infrastructure and cycling culture, this is a relatively recent phenomenon and they will admit that they continue to have issues in terms of adoption, social inclusion and acceptance of the mode. In the 1970’s, for example, Dutch cities were gridlocked with cars like most comparable Western cities. Many years of consistent policy and policy development as well as infrastructure spending has led to what we see today. For example, 50% of trips to railway stations in the Netherlands are made by bike and the local debate in Dutch politics is “how we develop cycling”, not “if”!
Flanders (northern Belgium) has taken the opportunity to rapidly improve its cycling culture and infrastructure over a more recent time period. In 2022, 40% of the Flemish were satisfied with their cycling infrastructure, and “opting for bicycle” became more natural as it is found to be financially attractive, flexible and fast! In addition, the top three drivers of local cycling policy were: road safety; modal shift to sustainable mobility; and quality of life in public spaces.
The last point is the most critical – public spaces. Numerous times during the Velo-city event during plenaries, presentations, side conversations as well as looking the evolving public realm in the host city of Ghent, the core issue for cycling and then to enable other types of micro-mobility as well as walking and thus, support the greater use of public transport is addressing how we define and allocate space in our cities!
If we can break the assumption that public space is primarily for the “fast” movement of cars as well as their storage (parking) and manoeuvring, a new paradigm in cities can be opened. This is not theoretical but is being implemented now in cities around the world from different starting points but, usually with the same outcomes of substantially more vibrant public spaces, well used and pleasant streetscapes as well as engaged communities.
As demonstrated in Flanders, but also Brussels and the Netherlands, this does not preclude the use of cars. These regions are some of the most densely populated and industrialised in Europe and the world and depend on intensive movement to and from some of the world’s busiest ports. However, goods and intensive traffic movements are largely separated from urban movements to enable sustainable streets to be delivered.
Outcomes of these policies were demonstrated in Rimini, Italy – where the waterfront promenade has been reimagined as an extension of the beach and a multi-user public space; to the host city of Ghent, who have implemented a controversial “Circulation Plan” that divides the inner city into sectors and only allows inter-sector car movement via returning to the ring road. As a visitor, the centre of Ghent is a remarkably vibrant, calm, quiet and engaging experience!
We must also consider the substantial suburban and rural context for cycling. Flanders is a good example of this, but it is seen in other European contexts. With safe infrastructure cycling is a natural means of connecting nearby rural communities with each other and into larger urban centres. This supports a healthy, sustainable lifestyle, but also again reinforces the viability of rural bus and train services. This is particularly the case if the intervention of high quality “mobility hubs” are also used. This was demonstrated at the Velo-city conference in many regions including Flanders where over 1000 mobility hubs have been built.
In a UK context this can help to address the ongoing decline in rural and outer suburban accessibility by sustainable means particularly when paired with e-bikes for longer distance journeys. However, quality infrastructure and investment remains key to deal with perceived, and real, concerns about safety and use throughout the year.
Rural utility cycling is not a no-cost solution to public sector authorities!
A key part of this model, and again as demonstrated at the Velo-city conference, was the importance of cargo bike logistics. While cargo bikes have been around for many years, their ability to actually scale logistics in cities remains a point of debate in the UK and many other markets. At an event such as Velo-city, the case for the use of cargo bikes in logistics was vigorously made and demonstrated in several urban case studies such as in Brussels by smaller businesses as well as across Belgium by the Belgian Post Office (Bpost). While infrastructure again becomes critical to enable cycle logistics to practically operate on city, and rural, streets, two models of scaling their use were demonstrated at the event. Either through the engagement – likely over the longer term of large logistic companies and dealing with the scale of their concerns, or pushing for small scale local businesses to adopt cargo bikes to supplement or replace their local distribution needs and a mass of small scale deployments.
A recurring theme at the conference was the opportunity of cycle tourism. Ironically, this not a particularly robust theme in the Netherlands! However, in other markets – a number of whom had taken the opportunity to be part of the Velo-city exhibition – this can be a lucrative business. If supported with robust infrastructure and safe routes, as well as picturesque countryside and attractions and appropriate accommodation, many areas are finding that cycle tourism can, in particular, spread tourism spending and benefits away from crowded historical centres and intro the local countryside. Regions such as northeast Italy, Turkiye and Japan were represented at the conference.
The Velo-city conference examined the complex and at times difficult relationship between bicycles and trains – both local and intercity. In summary, local public transport can particularly take advantage of the cycling market via robust, numerous, secure and high quality mobility hubs at rail stations. For example, the national rail operator in the Netherlands commits to provide cycle hire at all of its stations across the country.
The medium and long distance bike/train market is more complex. While many operators such as the national operator in Belgium (SNCB) is effectively offering the ability to carry bikes on all of its off peak trains across the country, for many operators bikes may be seen as a loss of paid seating and only to be catered for in upcoming new build rolling stock. There is now an obligation to offer the ability to carry bikes on all trains in Europe, but at only four bikes per train as a minimum this will not address the needs of many cycle markets.
Cycling also offers communities many opportunities in creating unique types of very locally relevant employment. As highlighted in many of the cycle logistics discussions, the people who choose to become involved in cycle logistics including as drivers are often highly motivated, educated and passionate about the opportunities of this mode. Similarly, within the main railway station in Brussels a commercial bike repair facility has recently opened amongst the cafes and souvenir shops to offer service to the numerous cyclists using the station. Cycling offers many opportunities to grow new and local employment and possibly amongst otherwise excluded communities.
In summary, successful cycling policy that delivers improved sustainable transport as part of an integrated mobility policy is not impossible and is being aggressively delivered in markets around Europe and the wider world. This depends on local support, as well as national policy frameworks and guidance, and perhaps supranational support as well. Fundamentally, strong political will is required!
Successful cycling policy needs to be based on space allocation for sustainable modes and people in communities which can enable improved infrastructure with robust design and spending. This will ultimately deliver benefits including on heath; inclusive and sustainable transport; better, more vibrant and appealing public places; improved tourism opportunities, and local employment.
The Velo-city Conference will return in Gdansk, Poland in June 2025, followed by Rimini, Italy in 2026.
ABOUT THE AUTHOR: Giles K Bailey is a Director at Stratageeb, a London based consultancy assisting businesses think about their strategic vision and innovation. Previously, he had spent nine years as Head of Marketing Strategy at Transport for London.
This article appears alongside further coverage in the latest issue of Passenger Transport.
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