Young voices on the interim evaluation of the National Cycling Plan

The German Federal Youth Council and its member youth organisations and youth rings are committed to a right to mobility that must exist independently of the individual's economic capital. Such a right, which is an important basis for participation in public life, can only be realised through the implementation of sustainable transport concepts. These must consistently move away from the promotion of motorised private transport and, in addition to the comprehensive promotion of local public transport and the development of pedestrian-friendly transport concepts, see the bicycle as a central means of transport in urban areas

Resolution of the German Federal Youth Council (2018)

The promotion of a sustainable and safe (cycling) transport policy is part of the political work of the German Federal Youth Council, as it not only contributes to environmentally friendly and sustainable mobility, but also to social participation and equal opportunities for young people. In view of the importance of cycling as an important, independent means of transport for young people, it is crucial that the realities of young people's lives are taken into account in political decision-making processes.

The democratically agreed positions of the Bundesjugendring on cycling have already been formulated in various publications, such as the resolutions "Right of way for the bicycle" (2018) and "Moving young people - a sustainable mobility transition for all!" (2020).

Below you will find the collected opinions, experiences, demands and recommendations of the youth associations and organisations for improving a youth-friendly cycling policy. 
Note: This feedback is not to be understood as a uniform position of the Federal Youth Council, but reflects the perspectives and experiences that were explicitly collected for the interim evaluation of the NRVP.

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The importance of cycling for young people - opinions

Cycling plays a major role for young people. In the first place, the bicycle is used for everyday mobility (e.g. school, training, work) as well as for travelling to volunteer activities. This is followed by climate protection and sustainable mobility, together with the aspect of low costs and social participation in favour of using a bicycle. Leisure and sport are listed second.

1. Everyday mobility (e.g. school, training, work)
2. Voluntary work
3. Climate protection and sustainable mobility
4. Low costs / social participation
5. Leisure and sport

A youth-friendly cycling policy at federal level is very important for youth associations and organisations. However, young people are largely unaware of the National Cycling Plan and its objectives.

Practical experience - positive developments in cycling for young people:

What positive developments in cycling do you perceive for young people?

• Positive developments can be seen in particular where cycle paths and cycle highways are being expanded and where local people are campaigning for better conditions for cyclists and implementing necessary measures cooperatively, but also against resistance if necessary. The amendments to the German Road Traffic Regulations have increased the scope for action in this regard (overall, progress is still considered insufficient).
• At the same time, there is a growing awareness that safe cycle traffic guidance is improved primarily through clear separation from fast motor vehicle traffic. Safely usable infrastructures allow young people more independent mobility, promote social participation and support a self-determined upbringing.
• There is a growing acceptance of cycling in some areas. However, inadequate cycling infrastructure continues to restrict young people's opportunities for use and leads to frustration in many places.
• E-assistance can help to make longer distances or topographical hurdles more manageable.
• It is welcomed when schools promote cycling instead of parental taxis and create appropriate conditions for this, for example by providing more bicycle parking spaces.

Practical experience - current biggest challenges or deficits

The biggest challenges and deficits in cycling primarily include inadequate infrastructure, such as a lack of or poorly developed cycle paths and parking facilities. There are also considerable gaps in the transport networks, particularly between municipalities and regions, which limits the use of cycling. The carriage of bicycles on public transport is another obstacle. Road safety also remains a problem, as does the low level of participation of young people in planning processes, which leads to insufficient consideration of their needs. In addition, cycling still has a poor image and is not sufficiently recognised by society. The cost of purchasing and maintaining bicycles is also an obstacle.

In addition, there are specific problems such as parked school routes and uncleared school routes in winter, which impair safe cycling. The challenges are even greater in rural areas, as the distances between towns are often longer and it is not easy to switch to alternative modes of transport in bad weather or in the event of a breakdown, for example.

1. Infrastructure (cycle paths, parking facilities)
2. Gaps in the transport networks (e.g. between municipalities / regions)
3. Carpooling on public transport
4. Road safety
5. Participation of young people in planning processes
6. Image / social recognition of cycling
7. Costs (purchase, maintenance)

Assessment of the National Cycling Plan (NRVP)

Areas in which the NRVP should take greater account of the realities of young people's lives:

• The NRVP should take greater account of the specific mobility patterns, needs and vulnerabilities of young people - from children and adolescents to young adults. Young people are particularly vulnerable in traffic, for example due to their lack of experience, physical conditions and their dependence on affordable and reliable mobility services.
• More focus should be placed on road safety. This includes better cycle paths in terms of maintenance, winter clearance, condition and lighting as well as safe, continuous routes and good public transport connections. It is important to prioritise everyday mobility over tourist use.
• Safe shared cycling - also with parents - is only possible on independent or sufficiently dimensioned footpaths and cycle paths. At the same time, better education on cycling safety is needed, especially for children and young people.
• The importance of cycling for independent mobility and social participation should be emphasised more strongly. Particularly in rural areas, where public transport is often inadequate, young people are quick to resort to driving licences and motorised means of transport. Safe and closed cycle networks can enable real freedom of choice here.
• More consideration should be given to multimodal mobility, especially in rural areas. For young people who combine cycling with travelling by train, uncomplicated and, if possible, free bicycle transport and sufficient space on the train are essential. Cycling and rail transport need to be better integrated - not only in terms of secure parking facilities, but also in terms of vehicles, timetables and fare structures.
• Greater consideration should also be given to social accessibility. This includes the question of how young people can gain affordable access to bicycles and pedelecs, which offer great potential for longer journeys and greater range.
• Bicycle-friendly infrastructure should be considered together with quality of life in public spaces. For young people, safe and attractive public spaces are also places for socialising.
• Young people should not only be seen as a target group in the NRVP, but also as active co-creators of mobility and systematically involved in planning and implementation.

Concrete demands for the implementation of the NRVP

• Cycling must be clearly prioritised and the expansion of safe, continuous cycle paths - especially in rural areas - must be significantly promoted. Cycle paths must be created separately from motor traffic, especially on main roads. The realisation of Vision Zero must be a guiding principle so that infrastructure effectively prevents traffic accidents with fatalities or serious injuries.
• Good cycling infrastructure also includes secure, protected public bicycle parking spaces and a ban on pavement parking, as parked cars represent a barrier and danger for children and young people, as well as more education about the benefits of cycling, especially in schools.
• Construction measures must systematically take into account the impact on cycling infrastructure. Overall, more investment should be made in footpaths and cycle paths instead of in the construction and expansion of motorways and main roads; corresponding road construction projects should be reviewed.
• Inter-municipal planning to strengthen regional transport networks must be promoted more strongly. The financing of safe extra-urban cycling infrastructure must be guaranteed; economic viability must not be the sole criterion for decisions.
• Local authorities need more legal and financial room for manoeuvre to promote cycling. This concerns both the consistent financial support of municipal measures and the implementation of cross-municipal projects such as cycle highways and better links with local public transport.
• Multimodal mobility should be strengthened in a targeted manner. The success of the Deutschlandticket should also be built on with regard to bicycle transport, for example through an affordable and uncomplicated nationwide solution in the form of a "Fahrrad-Deutschlandticket".
• In order to improve access to cycling, social and financial support instruments should also be strengthened. These include, for example, a pedelec purchase subsidy and the promotion of social cycling infrastructure, such as self-help workshops.
• Youth participation should be consistently established in mobility and transport policy. Young people must be systematically involved in the planning, implementation and evaluation of measures.
• To implement the NRVP 3.0, a significant increase in the budget is required overall in order to strengthen cycling as a climate-friendly form of mobility and to make the transport sector more sustainable.

Effective measures to facilitate young people's access to cycling:

• Central to this is a transport infrastructure that makes cycling safe, comfortable and attractive. Even if a great deal is implemented locally, this requires a much stronger commitment from the federal government. Safe cycling facilities should not only fulfil the formal safety requirements, but also do justice to young people's sense of safety.
• Free and/or subsidised bicycles for young people can facilitate access to cycling. In addition, social accessibility measures are needed to open up the use of bicycles - including pedelecs, cargo bikes and specialised bikes - to other social groups. Incentives such as repair and maintenance vouchers can also promote the use of bicycles.
• Free bike transport on public transport would also make cycling much more accessible.
• Mobility education is sensible and important, but can only be effective if the infrastructural conditions are right.

Generally speaking, transport options need to be viewed more through the eyes of young people and their needs. To this end, it is necessary to systematically incorporate the expertise of young and particularly vulnerable road users.