using bicycle in Zagreb on english

PROPOSAL FOR DEVELOPMENT OF ZAGREB BICYCLE TRAFFIC

CITY BUREAU FOR PHYSICAL PLANNING ZAGREB March, 2011.

Authors:Authors: NikoNiko Gamulin, dipl.ing.arh.Gamulin, dipl.ing.arh.Jasmina Sirovec, dipl.ing.arh.Jasmina Sirovec, dipl.ing.arh.Dubravko Širola, mag.ing.prom.Dubravko Širola, mag.ing.prom.

Director:Director: Ivica Fanjek, dipl.ing.arh.Ivica Fanjek, dipl.ing.arh.


Contents:Contents:1. Introduction1. Introduction2. Project objective2. Project objective3. Current state3. Current state4. Cycling within physical planning 4. Cycling within physical planning

documentationdocumentation5. Cycling within current legal regulations 5. Cycling within current legal regulations 6. Bicycle traffic development proposal6. Bicycle traffic development proposal7. Conclusion7. Conclusion


1. Introduction1. Introduction Bicycle is considered the first ecological vehicle in the world, and one of the most widely known inventions. It can even be Bicycle is considered the first ecological vehicle in the world, and one of the most widely known inventions. It can even be

thought of as man’s best friend, along with dogs and horses. thought of as man’s best friend, along with dogs and horses. History reveals that the old Etruscans used to run while holding something like a wheel shaft in their hands. Short bicycle History reveals that the old Etruscans used to run while holding something like a wheel shaft in their hands. Short bicycle

history in pictures:history in pictures:

First “wooden” bicycle was constructed by Compte de Sivrac in 1971. First “wooden” bicycle was constructed by Compte de Sivrac in 1971.


The modern bicycle history begins with the introduction of The modern bicycle history begins with the introduction of chain drive in 1885. (J. K. Starley, J. H. Lawson i Shergold)chain drive in 1885. (J. K. Starley, J. H. Lawson i Shergold)

Further improvement comes with pneumatic tyres in 1888. Further improvement comes with pneumatic tyres in 1888. (John Boyd Dunlop)(John Boyd Dunlop)

The basic concept of bicycles hasn’t changed much to this The basic concept of bicycles hasn’t changed much to this

day, but the technological advance in terms of high quality day, but the technological advance in terms of high quality materials wastly contributed to today’s bicycle managebility materials wastly contributed to today’s bicycle managebility and securityand security

At the start of the 20th century bicycle became safer and At the start of the 20th century bicycle became safer and more available in terms of price, and because of that it more available in terms of price, and because of that it enabled wider mobility to those who otherwise couldn’t enabled wider mobility to those who otherwise couldn’t afford transportation, thus marking modern society. afford transportation, thus marking modern society.

Today bicycle is becoming more and more popular as Today bicycle is becoming more and more popular as means of transportation as well as recreation – there is means of transportation as well as recreation – there is approximately two billion bicycles in the world. approximately two billion bicycles in the world.


Cycling wheeled into Zagreb very early (the name of Cycling wheeled into Zagreb very early (the name of Koturaška Street witnesses this: koturati se = wheel)Koturaška Street witnesses this: koturati se = wheel)

First Zagreb cyclists (koturaši) used to ride Velocipeds (funny First Zagreb cyclists (koturaši) used to ride Velocipeds (funny bikes with huge front wheels and tiny back wheels – riding bikes with huge front wheels and tiny back wheels – riding meant propelling with legs)meant propelling with legs)

The First Croatian Cycling Society was founded in 1885. in The First Croatian Cycling Society was founded in 1885. in Zagreb (a city of merely 36 thousand inhabitants). They set Zagreb (a city of merely 36 thousand inhabitants). They set up a racing ground and organised cycling races at Nikola up a racing ground and organised cycling races at Nikola Šubić Zrinski Square.Šubić Zrinski Square.

The famous Ferdo Budicki made his own bicycle and traveled The famous Ferdo Budicki made his own bicycle and traveled on two wheels all over Germany, Scandinavia, Russia, France on two wheels all over Germany, Scandinavia, Russia, France and Spainand Spain

In history however, Budicki remains known for first ever In history however, Budicki remains known for first ever automobile drive through Zagreb in 1901. automobile drive through Zagreb in 1901.


2. Project objective2. Project objective

Promoting and enhancing bicycle traffic in Zagreb city, along with Promoting and enhancing bicycle traffic in Zagreb city, along with supporting European project “Civitas Elan” to attain set goals:supporting European project “Civitas Elan” to attain set goals:

connecting bicycle tracks into a network and adding new ones set connecting bicycle tracks into a network and adding new ones set within Zg Masterplanwithin Zg Masterplan

providing necessary bicycle parking spotsproviding necessary bicycle parking spots developing a functional public bike-renting servicedeveloping a functional public bike-renting service initiating and forming necessary bicycle traffic standards in order to initiating and forming necessary bicycle traffic standards in order to

ensure quick and efficient developmentensure quick and efficient development initiating a revision of current legal regulations to ensure bicycle initiating a revision of current legal regulations to ensure bicycle

traffic development and increase safetytraffic development and increase safety educating citizens about bicycle use benefits, and eliminating fear educating citizens about bicycle use benefits, and eliminating fear

and doubts that may be present about bicycle trafficand doubts that may be present about bicycle traffic increasing daily bicycle use for transportation from 3% (2009.) to increasing daily bicycle use for transportation from 3% (2009.) to

7% minimum (Source: Reasearch by Faculty of transport and traffic 7% minimum (Source: Reasearch by Faculty of transport and traffic sciences, Zagreb 2009)sciences, Zagreb 2009)


3. Current state3. Current stateZagreb is not a bicycle-friendly city and there are no statistical indications or traditional references to prove otherwiseBicycle usage depends upon individual creativity and capabilityCurrent state characteristics:

Approx. 200 km of bicycle tracks do not form a coherent network :No connections between colleges and student housingNo connection between the city centre and attractions like river Sava and Mount MedvednicaNo interconnection between recreational areas

Bicycle parking spots are rare and unconnectedNo public bicycle service No standards or norms for bicycle trafficLegal regulations are not adapted to new requirements and guidelines



Maksimirska ulica (unmarked tracks) Heinzelova ulica (no comment)

Ulica Republike Austrije (confusing)

Photodocumentation ilustrates current state:


Naselje Špansko (a new neighbourhood but tracks are not uniformly marked)

Zagrebačka av. od Zagrebačke do Rešetarove (unevenness)


„City centar One“ Shopping mall approach – (bicycle symbol done backwards)

Jarunska i Hrvatskog sokola (properly built, but surface markings are not maintained)

Ulica Baruna Filipovića (uneven surface markings)


Klaićeva ulica (surface markings are uneven and incomplete)


Hebrangova expensive solution doesn’t ensure safety – with small road poles and curb denivelations cyclists are separated from pedestrians, the sidewalk is narrowed

Žerjavićeva ulica (expensive solutions, unevenness)


Gundulićeva ulica (expensive solution with no results, only damage to pedestrians)

Kvaternikov trg (expensive solution with no results, only damage to pedestrians)


Vukovarska avenija (surface markings not maintained)

Vukovarska avenija (out of function industrial gauge with possibility for conversion to bicycle track)


4. Cycling within current legal regulations4. Cycling within current legal regulations

The following paragrafs of Zagreb Master Plan (GUP) offer regulations for bicycle traffic:

1.2.9. Infrastructure surfaces – IS : Article 18.1.2.12. Surfaces for future development – BR: Article 22.6.1. Traffic and infrastructure systems: Article 37.6.1.1. Squares and street network: Article 38.6.1.2. Parking lots and garages: Article 39.6.1.4. Network of bicycle tracks and lanes: Article 41.6.1.5. Pedestrian zones, paths and other: Article 42.8. URBAN DESIGN RULES;

8.1. General provisions: Article 56. and article 78.General rules; Parks: 11. Measures for preventing unfavorable impact on environment : Article 98.Protection and improvement of air quality


Bicycle tracks shown in following charts:Bicycle tracks shown in following charts:3a 3a TRANSPORTATION AND COMMUNAL INFRASTRUCTURE NETWORK – TRANSPORTATION AND COMMUNAL INFRASTRUCTURE NETWORK – TRAFFICTRAFFIC (PROMETNA I KOMUNALNA INFRASTRUKTURNA MREŽA – Promet)(PROMETNA I KOMUNALNA INFRASTRUKTURNA MREŽA – Promet)


5. Cycling within current legal 5. Cycling within current legal regulationsregulations

5.1. U Zakonu o sigurnosti prometa na cestama (N.N. 67/08 i 38/09)

nekoliko članaka odnosi se i na korištenje bicikala u prometu, kako slijedi:

Članak 2: 18) »biciklistička traka« je dio kolnika namijenjen za promet bicikala koji se prostire

uzduž kolnika i koji je obilježen uzdužnom crtom na kolniku i propisanim prometnim znakom,

19) »biciklistička staza« je izgrađena prometna površina namijenjena za promet bicikala koja je odvojena od kolnika i obilježena propisanim prometnim znakom,

49) »bicikl« je vozilo koje ima najmanje dva kotača i koje se pokreće isključivo snagom vozača

Članak 112:

(1)Vozači bicikla dužni su se kretati biciklističkom stazom ili biciklističkom trakom, a ako one ne postoje, što bliže desnom rubu kolnika.(2) Ako se dva ili više vozača bicikala, mopeda ili motocikala kreću u skupini, dužni su kretati se jedan iza drugoga.

Članak 113:(1) Vozač bicikla, mopeda i motocikla mora upravljati vozilom na način kojim se ne

umanjuje stabilnost vozila i ne ometaju drugi sudionici u prometu, a osobito ne smije skidati istodobno obje ruke s upravljača, pridržavati se za drugo vozilo, prevoziti, vući ili gurati predmete koji ga mogu ometati u upravljanju vozilom ili ugrožavati druge sudionike u prometu.(2) Vozač bicikla koji se kreće kolnikom na javnoj cesti izvan naselja dužan je noću i danju u slučaju smanjene vidljivosti biti označen reflektirajućim prslukom ili reflektirajućom biciklističkom odjećom.


5.2. U Pravilniku o prometnim znakovima, signalizaciji i opremi na cestama

(N.N. 33/05, 64/05 i 155/05) nekoliko članaka odnosi se i na korištenje

bicikala u prometu, kako slijedi:

Članak 22: Znakovi opasnosti su:26) znak opasnosti “biciklisti na cesti” (A39);

Članak 30: Znakovi izričitih naredbi:16) znak izričitih naredbi “zabrana prometa za bicikle” (B16);17) znak “zabrana prometa za mopede i bicikle” (B17);

Članak 31: Znakovi izricitih naredbi koji sudionicima u prometu na cesti stavljaju do znanja obveze jesu:

3) znak “biciklisticka staza” (B46); 5) znak “pješacka i biciklisticka staza” (B48);

Clanak 37: Znakovi obavijesti jesu:2) znak “obilježen prijelaz biciklisticke staze” (C03); 14) znak “završetak biciklisticke staze” (C18);

Članak 77: Oznake na kolniku i drugim površinama.2.Poprečne oznake na kolniku:9) prijelaz biciklisticke staze preko kolnika je dio površine kolnika namijenjen iskljucivo za prijelaz biciklista (H19);

Članak 78: Oznake na kolniku i drugim površinama.2.Ostale oznake na kolniku i predmetima uz rub kolnika:

4) Natpisi na kolniku daju sudionicima u prometu potrebne obavijesti (H49);


6. Bicycle traffic 6. Bicycle traffic development proposaldevelopment proposal


6.1. Connecting Zagreb and it’s surrounding regions:


6.2. River Sava – the central bicycle connection line between the city and sports & recreational facilities on the banks of Sava



Sports and recreational localities on the banks of Sava

6.3. Baseline standards and professional regulations:

6.3.1. Laying down standards for bicycle traffic:London bicycle traffic is an example of well formed development that should serve as guideline for Zagreb. It is defined through 71 standards divided into 5 categories:

A. Baseline standards *; B. Bicycle tracks – surface markings *; C. Bicycle areas *; P. Bicycle parking *; S. Vertical signs *; *not original text, translation from

Croatian

Setting standards ensures: - reducing development costs (having cost estimations

it is possible to know the price by meter, sq.meter or by unit)

- ensures realistic planning - public recognition of this way of transportation - ensures unique rules applying throughout city area

The following are some characteristic examples of standards:CITY BUREAU FOR PHYSICAL PLANNING ZAGREB March, 2011.

6.3.1.1.Symbol 6.3.1.2..Bicycle tracks

6.3.1.3. Different types of separations between tracks

6.3.1.4. Construction details


6.3.1.5. Shared path at bus stop 6.3.1.6. Route number road markings

6.3.1.7. Shared use courtesy signs 6.3.1.8. Cycle parking signs


6.3.2. Professional Guidelines: The following actions are necessary for bicycle traffic development in Zagreb:

1. Revison of Zagreb Master Plan and identifying whether real possibilites exist for realisation of planned bicycle corridors :

Zagreb Master Plan sets possibilities for planning bicycle traffic

development, but it needs implementation. Implementation should offer flexibility: in areas where separate bicycle tracks are impossible to implement, special zones (surfaces) for shared use should be established, but with precise use regulations.

2. Legislation should be amended, if necessary, in order to develop bicycle traffic further, following examples from EU members :

A. Road traffic safety regulation (N.N. 67/08 i 38/09)

should be amended:

A1- „space sharing and speed limit zones“ - space sharing participants and rules should be defined by this regulation;A2 – „pedalek“ (bicycle with motor power) - power and speed; A3 – setting speed limit for bicycles and “pedalek”s;


B. Rulebook on traffic signs, signalisation and road equipment (N.N. 33/05, 64/05 i 155/05) should be amended with:

B1- vertical traffic signalisation that‘s missing: - “shared use of space” sign - “speed limit zone” sign, and define users in concern - direction signs and bicycle track numbers signB1- horisontal traffic signalisation that’s missing: - rules for marking lanes, tracks and surfaces - surface markings (arrows, track numbers...)

3. A book of standards and norms should be formed, as well as construction documentation with cost estimatations.

According to previously mentioned actions, and after implementation and realisation:

Establishing primary bicycle network, and then creating the secondary network according to Zg Master Plan guidelines Establishing and developing bicycle parking spots system Establishing and developing public servicing and bike renting system


6.4. Bicycle tracks network categorisation :6.4.1. Primary bicycle tracks network:


Primary bicycle network consists of the following communications and target points :

East - West:Sava embankment, northern and southern from Podsused to PetruševecThe “Green wave” streets (one track)Vukovar Avenue from Trešnjevački trg to Borongaj CampusDubrovnik Avenue

North - South:Vrapčak stream (Mikulići stream) from Mount Medvednica to Jarun lakeIlica street (Trg F. Tuđmana – Nova cesta-Knežija-Jarun )Šestine-Pantovčak-Ilica-Savska-SavaBliznec-Jazbina-Svetošimunska-Ravnice-Borongaj-Gospička-Koledovčina-Radnička-Sava

Points of exit to surrounding regions:Samobor i Žumberačko gorjeTuropoljeSesveteMount Medvednica with 4 exits towards Zagorje (Zaprešić, Šestine, Bliznec, Kašina)

Target points of interest:CollegesSchoolsSports and recreational facilitiesPublic transportation stops and Central stations

Secondary bicycle network consists of the remaining tracks defined by Zagreb Master Plan


6.5. Specific projects:6.5.1. NOVA CESTA:

Proposal for upgrading Nova cesta traffic condition : Instead of space left at the mercy of “tin pets” and generally gray ambient, a street with tree rows, defined bicycle tracks and sidewalks, and much needed public garages is suggested:

TODAY: TOMORROW:



6.5.2. VRAPČAK STREAM: Vrapčak stream is one of the few Zagreb streams that flows to this

day in its natural watercourse, 5,5 km in length, through highly urbanised western part of the city.

An open watercourse within urban system is unquestionably valuable, so this position should be preserved in the arrangement of the traffic network and considered as a starting point for city’s future development: reducing motorised traffic and it’s unfavorable impact on environment (reducing exhaust gas, noise, ambient devastation and space dehumanising)

Aiming for current state upgrade, neighbourhoods Malešnica, Špansko-Oranice, Rudeš, Vrbani and Jarun should be connected with pedestrian paths and bicycle tracks to sports and recreational centre Jarun:

A continuous pedestrian and bicycle connection is set between new neighbourhoods and Sava recreational zone

Establishing high-quality pedestrian-bicycle connectedness for the greater southwestern city area

Spreading the city’s communal infrastructure – street lights, promenades, benches, trash bins, equipment for pets – this contributes to the city’s design, order and cleanliness

Installing bicycle servicing facilities in each neighbourhood promotes and initiates development of non-motorised form of transportation, thus reducing environment pollution


The following are some ideas – charecteristical cross sections demonstrating the relation between Vrapčak stream and pedestrian-bicycle paths – these are minimal conditions for establishing north –south primary connection between Ilica street and Sava river :


Stream sectionStream sectionProposition for pedestrian and Proposition for pedestrian and

bicycle trafficbicycle trafficKOŽINČEV PUT – ULICAKOŽINČEV PUT – ULICAIVANE BRLIĆ MAŽURANIĆIVANE BRLIĆ MAŽURANIĆ

Pedestrian path on the western side Pedestrian path on the western side bicycle track on the eastern side of bicycle track on the eastern side of the streamthe stream

ULICA IVANE BRLIĆULICA IVANE BRLIĆMAŽURANIĆ – ZAGREBAČKAMAŽURANIĆ – ZAGREBAČKACESTA CESTA

Pedestrian path on the western side, Pedestrian path on the western side, bicycle track on the eastern side bicycle track on the eastern side from I.B. Mažuranić up to from I.B. Mažuranić up to Pavlenski putPavlenski put

Shared use path on the eastern Shared use path on the eastern (northern) side of the stream from (northern) side of the stream from Pavlenski put to Zagrebačka cestaPavlenski put to Zagrebačka cesta

ZAGREBAČKA CESTA ZAGREBAČKA CESTA HORVAĆANSKA CESTAHORVAĆANSKA CESTA

Shared use path for pedestrians and Shared use path for pedestrians and cyclists on the southern (western) cyclists on the southern (western) side of the streamside of the stream

HORVAĆANSKA CESTA – SAVAHORVAĆANSKA CESTA – SAVA(SRC JARUN)(SRC JARUN)

Shared use path on the southern Shared use path on the southern (western) side of the stream(western) side of the stream


6.6. Bicycle parking:

Introducing high-quality parking spots for bicycles is a key element in developing bicycle traffic and an important stage in forming urban standard

Parking spots for bicycles should be set at all important city sites, including schools and other educational facilities, hospitals, concentrated working areas, public transportations stations (trams and railway) and at locations for public happenings.

Research has shown that a bicycle parking spot near target point is the main reason for choosing bicycle as means of transportation, no matter what transportation purpose may be.

Studies have also shown that combining bicycle traffic with public transportation may prove to be a very valuable component in developing strategy for resolving city centre traffic problems

The location of parking spots within the city and the level of security they offer, can be considered as two principal factors in planning bicycle parking


Bicycle parking spots – good practice:

Visible and accessible: It’s easy to find because it is visually accessible and falls within 50m from final destination, without architectural barriers in it’s approach, but away from pedestrian flow

Safe disposal and easy access:Users should be convinced that their bike is safe and that it will still be there when they come back (video surveilance if necessary). In places like shopping malls, it is better to form a sequence of smaller parking spots, than one large because of change frequency.

Covered and attractive : Protection from sun and rain must be assured, because bad or no protection prevents longer periods of use. Parking spot should be designed attractively and with recognizable markings.

Easy and ready to use: Parking spots for bicycles should function easily for every user no matter what technical properties bicycles have. Automated systems or more complex solutions of parking spots should have clear instructions written on them. Fees, if necessary, should be symbolic, set at rate that would not turn people off from using it.

Combined with other cycling requisites:Connected to public transportation stops, with renting and servicing facilities, and with tourist attractions as well.


Legal procedures – guidelines of city’s communal order:When there is not enough space for bicycle parking spots, a conversion of car parking spots should be possible, just like in case of restaurant terraces.

Identifying demand: Parking spots for bicycles should be forseen at locations that attract users. The primary aim is satisfying existing demand, but also planning for future expansion. The city bureau for traffic should continuously monitor demands and react promptly to newform demands by setting up new or adding to existing parking spots. The demand can be defined through specific data about bicycle use gathered through population census, various statistical model or through surveys.

Oxford centre bicycle parking Oxford example: bicycle parking on sidewalk, along the curb

Oxford example: bicycle parking on the expanded sidewalk


Specific examples of specific bicycle parking types:

1. „Sheffield“ Type:The type got it’s name after the city where it was first used. Very simple and efficient design, based on a reverse-U-shaped bar. It is widely known as best design for bicycle parking in all it’s variations, and often recommended. When installed properly, Sheffield ensures high level of service with low cost instalation and easy maintenance.

„Sheffield“ type in practice:


2. A wall-lined design for bicycle parking:This solution best suits short periods of use. Design variates from simple rings hanging from a wall to complex racks and machines for hanging. Maintenance and safety are questionable when in public use.


3. Locked parking spots Reasons for choosing this type: long periods of use safety and cost easy to use modular construction, easy to add more space if neededLocked parking spots are usually made of steel or other materials set in hard frames. Several lock options are at disposal, including real locks or electronic locks with digits or smart cards. This type of parking spot requires some form of surveilance and management, to prevent vandalism. It is appropriate for places like railway stations and working areas. A reasonable monthly fee is usually applied to this type of parking.


4. Bicycle parking centres :This type of objects are very popular in Germany and Netherlands. They consist of a large depot area for app. 1100 to 4000 bicycles, opened 0-24 h, with employees. Other services can be offered along with parking, for example renting, selling, mending bikes, offering local and tourist informations, small shops or grocerys.

Leicester Park Finsbury Park


6.7. City bike - proposing a bicycle-renting system:

Bicycle-renting services in city areas are expanding throught the world, a third generation of such attempts is in force. The first project of this kind started in Netherelands durring the 70’s. Bicycle renting is considered part of public transportation, not a competition to it. Such public service consists of three recognisable parts:

- Bicycle depot area (safe parking installations)- Check-in desk (kiosk) – sometimes powered with solar energy- Rented bikes (returned or left at other location)

An invisible operative part of the system exists also. In order to achieve optimal use, it is necessary to develop a logistics model with cost analysis and financing proposals (ex. Private-public partnership). The level of technical (technological) use and protection should also be defined.

The following shows an overview map with proposing locations for implementing this kind of service in Zagreb. Locations are chosen according to following criteria:

- it complements public transportation, primarily urban-suburban railway

- in greater traffic demand zones - in recreation areas - near educational facilities and public institutions - near tourist attractions


CHOSEN LOCATIONS:

Črnomerec turning pointLjubljanica turning pointBorongaj turning pointDubrava turning pointSavski most turning pointStudent centre FER (Faculty of electrical engineering and computing)FSB i FF (Faculty of mechanical engineering and naval architecture, Faculty of philosophy)Western central stationTomislavov trg Trg Stjepana Radića Britanski trgPetrinjska Gajeva Kvaternikov trgKennedyev trgVukovarska-HeinzelovaJarunBundekINAZapruđe


Examples from France:


6.8. Education, popularisation and presentation of bicycle traffic :

The intention is to reduce the number and severity of injuries and deaths among cyclists, and especially among children on bicycles, along with furthering their capability and safety in traffic.

The mission is to create new traffic virtues in order to improve life conditions (with less CO2, without noise, traffic jams, waiting, spending money on gas, and with greater security and quality of life..) and improve bicycle traffic management. Further, to increase traffic safety through specialised education program in primary and secondary schools, and various workshops lead by teachers, police officers, sport federations, volunteers representing organisations and other users.

Promoting “healthy living” and physical activity using bicycles is also necessary:Riding bicycle 20 miles per week reduces risk of heart attack by 50% compared to those who don’t ride bicycles (Source: British Heart Foundation, Morris)People who regularly ride bicycles live 2 years longer on average than those who don’tRiding a bike influences mental health, reduces depression and anxietiesdurring rush hour, bicycle is 2 times faster than cars – convenient for short journeysIf 1/3 of short car journeys would be substituted with bicycle, the number of heart attacks would drop by 5-10 % (Source: Bikes not Fumes, CTC, 1992).


To eliminate percieved bicycle traffic problems:“Rich vs. Poor” predjudices, citizens ignorance about motorised traffic adversity, lack of education, low media coverage, insufficient financing, Traffic studies don’t pay enough attention to bicycle traffic issues

...it is necessary to identify subjective shortcomings of the system, like: there’s no standards for bicycle traffic, a precise plan of education and popularisation of bicycle traffic doesn’t exit there’s no planning, yearly or otherwise, for bicycle network upgrade and addition, that would include clearly defined cost estimations, deadlines and target results of construction

Actions initiated by European Union project „CIVITAS ELAN“ have been the only real effort in promoting bicycle traffic in Zagreb, but that’s not enough, if there is no active participation from the whole community.


7. Conclusion:7. Conclusion:Current physical planning documentation provides all the requirements for bicycle traffic development (Zagreb Master Plan -GUP, articles

18,22,37,38,39,41,42,56,78 i 98).

In order to develop bicycle traffic more promptly, these actions should be taken:

Define a development strategy for Zagreb bicycle traffic The City should adopt the strategy with consensus and legal

act, and follow it’s implementation, with adjustments if necessary

A special department for bicycle traffic issues should be formed within City’s traffic sector (investments, development and education)

Form necessary bicycle traffic standardsDraw detailed designs with cost estimations

Legislation in concern should be reviewed if necessary, to ensure prompt implementation

Sava river should be defined as baseline for bicycle traffic development and bicycle tracks categorisation should be

implemented


Prilikom izrade korištena je fotodokumentacija i digitalni ortofoto tvrtke Prilikom izrade korištena je fotodokumentacija i digitalni ortofoto tvrtke Studio HRG d.o.o., kao i javni slobodni izvori Studio HRG d.o.o., kao i javni slobodni izvori

Thank Thank you!you!


Documents

using bicycle in Zagreb on english