Why ride a bicycle? Should everyone have a bicycle at home?

We talk to Jill Warren, manager General of the European Cyclists’ Federation (ECF), a non-governmental organisation based in Brussels, about cycling, its improvement in Poland, and the National Cycling Strategy.

Rafał Górski: Should all Pole have a bicycle at home?

I ask in the context of the fact that in April, residents of Spain, Portugal and France experienced a blackout. The Swiss civilian Protection Agency (SENS) recommends having a bicycle as part of general preparations for energy crises. German authorities besides urge cycling as a way to get around erstwhile another means of transport fail.

Jill Warren: Bicycles have proven time and again to be 1 of the most resilient forms of transport we have, not only in times of fuel shortages, but besides erstwhile natural disasters or conflicts destruct or otherwise hinder road transport or rail infrastructure. fresh examples include, in addition to the blackouts you mention, the severe floods in Valencia last autumn, the devastating earthquakes in Türkiye in 2023 and the ongoing war in Ukraine. In all of these cases bicycles were utilized to deliver life-saving humanitarian aid. For these reasons and many more I believe it is beneficial for everyone to have access to bicycles.

My adventure with cycling began at the age of two, carried by my parent on the front saddle of a Traper city bike from the Romet brand . It was around 1976. For my mother, the bicycle was a means of transport, not recreation. And how did you start?

I had a tricycle as a toddler and got my first bike around the age of six or 7 erstwhile increasing up in the suburbs of Chicago. Riding my bicycle was the way I explored my world, went to school, went to the local swimming pool in the summertime and how I met up with my friends. It was a means of transport and leisure – and freedom.

On October 13, 1996, as part of the civic run “Trucks on the tracks,” we organized a demonstration in front of the Ministry of Transport . Which of its postulates are inactive applicable today?

I. Adapt transport policy to the principles of eco-development. This means:

1. Stop reasoning according to the principle: „the more we transport and travel, the better”.
2. Adjust the price ratios of individual modes of transport to actual costs, actual costs – that is, taking into account external costs.
3. Stop subsidizing individual motorization as the most dangerous for wellness and the environment, and in peculiar halt financing from the budget and providing state credit guarantees for the construction of private motorways.
4. Transport policy should be shaped based on the needs of regions and local communities, and not according to the principles of central planning, in particular, the liquidation of local railway lines should be stopped. It is besides essential to reconstruct average roads to a usable state and direct funds there, among others, for the work of the Agency for Construction and Operation of Motorways.
5. Promote public transport and cycling as a means of solving communication problems in cities.
6. Assume as a regulation that the transit of goods through Poland will be carried out utilizing Polish railways, as is the case in Switzerland.

II. Consult on transport policy before, not after, decisions are made.

All of these demands are inactive very applicable today. They show that policy and decision makers inactive have quite a few work to do to enable the kind of planet we want to see, not only in Poland, but almost everywhere. They besides show that the pace of change can be very slow – but that doesn’t mean we should give up.

In the second half of the 90s, erstwhile it was not yet fashionable, we promoted bus lanes and bicycle paths in Łódź. We defended the planned liquidation of tram lines. I remember how decision-makers knocked themselves on the forehead and called us crazy. During a committee of the Łódź City Council, 1 of the councillors thundered to me: „Sir, you ride a bicycle for recreation in the Łagiewnicki Forest, not in the city centre”. Today, city councillors and officials themselves are eager to advance cycling and boast about riding it in the city centre.

How would you comment on this?

It is simply a good example of how attitudes and perceptions can change over time, and it hopefully serves as a good lesson and inspiration for advocates to keep pushing for a better world, even erstwhile they encounter attitudes like the councillor who said bicycles are to be ridden for recreation in the forest, not in the city centre. Most people are resistant to change, but erstwhile affirmative change happens they like what they see and do not want to go back to the erstwhile way of doing things. That should give us all hope!

What is the consequence of the study „State of National Cycling Strategies 2023” published by the European Cyclists’ Federation? Why does Poland not have a National Cycling strategy and why do we request it?

The results as of December 2024 can be summarised as follows:

• 14 countries have an active national cycling strategy.
• Five countries operate under akin frameworks.
• Seven countries request to renew expired strategies.
• Five countries are working on their first strategy.
• 23 countries, however, including Poland, inactive deficiency any strategy or akin initiative.

I cannot answer the question of why Poland does not have a national cycling strategy – that is for the applicable authorities to answer. But I can say that I believe it would be beneficial for Poland to make one.

At ECF we are convinced that national cycling strategies are a vital—if not indispensable—instrument for promoting cycling across a country. They guarantee that cycling is developed not only in progressive metropolitan cities but besides in tiny and medium-sized towns, as well as agrarian areas where cycling may not yet be a natural choice for many. A national cycling strategy addresses this challenge by mobilising the essential resources and aligning stakeholders to foster change, with the goal of getting more people cycling more often.

Research suggests a strong correlation between national cycling strategies and higher levels of cycling. Almost all European countries with a reasonably advanced level of cycling (greater than 5% of the modal split) have a national cycling strategy in place, while those lagging behind tend not to.

I realize that a number of mayors in Poland have been advocating in fresh years for a national cycling strategy. I join them in hoping this can be developed collaboratively – and implemented effectively – as shortly as possible, to aid Poland realise its tremendous cycling possible for the benefit of its citizens, for expanding amounts of tourists who want to research Poland by bicycle, and for the economy.

The Institute of civilian Affairs promotes the BYPAD bicycle audit among local governments . How do you measure this tool? Can it aid municipalities get funds from the European Union budget, in which EUR 777 million has been earmarked for bicycle investments in Poland under the structural and investment funds for 2021-2027?

It looks like a very good tool drawing on the expertise of many stakeholders which can aid local governments to measure needs and plan effective interventions to improve and increase cycling.

There are many programmes and sources of EU funding, and we don’t yet know what all the programmes and priorities of the upcoming Multi-Annual Financial Framework (MFF) 2028-2034 will be, so it is hard to give a very circumstantial answer. But mostly speaking I think this kind of tool and assessment can aid make a convincing case for municipalities erstwhile applying for EU backing for cycling measures.

What crucial question has no 1 asked you yet on the subject we are discussing? And what is the answer?

What possible do you see for cycling tourism in Poland?

I see immense additional possible for cycling tourism in Poland. Cycling tourism continues to grow in popularity throughout Europe. Europe is the number 1 destination for cycling tourists, both from Europe and outside Europe. E-bikes have besides been a game-changer for cycling tourism, enabling and empowering people of all ages and abilities to take part in it. Cycling tourism boosts local economies and brings tourism to fresh places. Continuing to invest in and make good long-distance cycling routes specified as EuroVelo routes and associated amenities in Poland will further grow tourism as well as increase cycling amongst local residents. A national cycling strategy can besides aid with this aspect of cycling.

Thank you for this opportunity!

Rafał Górski