| Extracto del fichero OCR | EuroVelo
the European cycle route network
European Certification Standard
Handbook for route inspectors
September 2014
EUROPEAN CYCLISTS- FEDERATION
Ct EuroVelo
European Certification Standard - Handbook for route inspectors
Contents
Preamble...................................................................................3
1. Goals, definitions and contents of the European Certification Standard (ECS) for
EuroVeIo-Routes ...........................................................................4
1.1 Goals.............................................................................4
1.2 Definitions.......................................................................4
1.3 Contents of the certification......................................................6
2. Route infrastructure...................................................................8
2.1 Continuity of the route............................................................8
2.2 Route infrastructure components.................................................. 10
2.3 Level of traffic and speed....................................................... 19
2.4 Surface and Width................................................................ 19
2.5 Gradients.........................................................................22
2.6 Attractiveness....................................................................23
2.7 Signing...........................................................................24
2.8 Public Transport..................................................................25
3. Services...............................................................................28
3.1. Accommodation.....................................................................28
3.2. Food, Drink and rest areas........................................................30
3.3. Bike repair and bike shops.......................................................31
3.4. Other services....................................................................32
3.5. Bookable offers...................................................................32
4. Marketing, promotion..................................................................33
4.1. Web Communication.................................................................34
4.2. Print Communication...............................................................35
4.3. Other Communication and information tools.........................................36
5. Methodology...........................................................................37
5.1. Steps of the certification........................................................38
5.2. Evaluation of the findings and calculation of the results.........................40
6. Certification process and communication of the results................................43
6.1. Process and roles.................................................................43
6.2. Communication.....................................................................43
European Certification Standard for EuroVelo routes 2
Preamble
The present "European Certification Standard Manual - handbook for route inspectors"
has been elaborated within the EU-funded INTERREG NWE IVB project "Démarrage". It is
intended to explain the criteria and categories that can be implemented to monitor the
quality level of any EuroVelo route.
However this manual is an internal document to be used by EuroVelo route assessors and
National EuroVelo coordinators. The basic principles of the European Certification
Standard (ECS) are also displayed in a short manual (16 pages), which is published
within the EuroVelo Manual series to a broader public.
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1. Goals, definitions and contents of the European Certification
Standard (ECS) for EuroVelo-Routes
1.1 Goals
The major goals of the implementation of a European Certification Standard (ECS) are:
1. To improve and assure the quality of all EuroVelo routes by identifying critical
deficiencies and motivating decision makers to invest in measures for quality
improvement.
2. To enhance communication to different user groups, motivating them to use the
certified trans-national routes by providing quality control.
1.2 Definitions
1.2.1 EuroVelo
EuroVelo - the European cycle route network - was initiated by the European Cyclists'
Federation (ECF) to develop a network of high-quality cycling routes linking all countries in
Europe. It can be used by long-distance cycle tourists, as well as by local people making
daily journeys.
1.2.2 Application of the European Certification
Only the 14 EuroVelo routes in their entirety or their major cross-border sections (at least
1.000 km long, as well as crossing at least 2 counties and with clearly defined origins
and destinations, e.g. major cities or attractions) can be certified.
The certification will remain valid for 5 years before it has to be renewed, but the main
characteristics of the current situation should be monitored regularly (yearly).
After 5 years the complete route should be assessed by using the same methodology (field
work etc.).
The basic units of data collection for the certification are 'Daily Sections' and 'Minor
Sections' (usually 1 km in length). The length of the 'Daily Sections' should be between 30
2
and 90 km in length.
1.2.3 Target groups
According to the "Route Development Manual for EuroVelo routes" potential EuroVelo
2 For practical reasons and easier calculation of certification scores, standardization of stages to
around 60 km whenever possible is highly recommended.
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route users are:
1. Cyclists on cycling holidays
2. Holiday cyclists, cycling during a generally "non-cycling" holiday
3. Cyclists on day trips for leisure
4. Commuters and daily cyclists
5. Sporting and fitness cyclists.
However, as it is impossible to predict a homogenous spread of these groups across a
70,000 km + network, the European certification standard will take in to account 3
simplified strata of cyclists - "Experienced", "Average" and "Demanding".
Average
Cyclisls
Demanding
Cyclists
Cyclists with a great deal of expertise in every
day cycling or cycle journeys. They are - at
least basically - skilled and physically trained
and able to choose their routes and
accommodation in a flexible way. The quest for
new experiences is a motivation for this kind of
clist.
Cyclists with basic expertise in cycling who while
maybe used to cycling, are not too skilled, have an
average physical condition and are reliant on safe and
comfortable routes as well as good quality, frequent
accommodation, information. The quest for recreation
whilo performing a leisure trip by bike is a motivation
for these people.
Users showing the most Vgent demand for safe and
comfortable routes. Amongst the users of EuroVelo
routes are families with youngNchildren - some of them
using bike trailers - as well as\sers of multi-wheeled
vehicles such as hand bikes.
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It is crucial to understand that the assessment process has been developed from the
perspective of the route users, not from the perspective of route operators, infrastructure
managers or public administrations.
Each route, as well as its individual sections, should fulfil the needs of the users
• A clear distinction between the basic needs (essential criteria), very important needs
(important criteria) and the needs of special target groups (additional criteria) has
to be made.
The basic assumptions for the calculation of scores are:
Essential criteria
Must be met along the entire route
Important criteria
Additional criteria
Further positive
aspects
Must be met along at least 70% of
the route
Must be met in entire sections with
the more 'demanding' target group.
Otherwise promotion must make
difference in challenge clear.
Add bonus scores to each section
and route overall
Cater for the most
experienced cyclists
Cater for the average
cyclist
Cater for more
demanding cyclists.
Cater for the needs of
all user groups.
• The whole route can be described as being generally safe, comfortable and
attractive if at least 50% of the maximum possible score has been reached on every
daily section and the whole route reaches at least 60% of the weighted average of
all criteria.
1.2.4 Criteria and categories forevaluation
The criteria for the assessment will be categorized by different types of route elements:
• Route infrastructure
• Services
• Marketing and promotion
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Weighting of categories in ECS (c.f. Evaluation grid, section 6.2)
I Route Infrastructure
■ Services
Promotion
Summary of relation between target group and importance of criteria -
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1. Route infrastructure
2.1 Continuity of the route
2.1.1 Physical disruptions
The basic aspect for any long-distance cycle route is the continuity of the total ride.
There might be route-sections that could be displayed in maps or road books but are not
actually built yet or have been destroyed (i.e. by floods etc.). Severe road damages or
missing ferry connections across rivers might also hinder cyclists to use the route as
intended. The information about these defects can easily be achieved from the GPS-
track recorded during the assessment.
If the route cannot be used as a whole the maximum score will not be achieved. In
some cases this might even lead to a rating of a section under assessment as totally
inadequate.
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• "Essential" criteria: The route should not contain any physical disruptions
that make the route impossible to ride for the skilled, experienced riders with
any kind of trekking and touring bike (at least). All natural (river, cliff etc.)
or artificial (railway, motorway etc.) barriers should be traversable making
use of adequate cycling infrastructure (bridge, ferry, subway etc.).
• "Important" criteria: All sections of EuroVelo routes must be free of any
physical disruptions without at least a temporary solution. The route
must be free of multiple steps (without a contingency ie. a pushing ramp).
• "Additional" criteria: Accessibility for tandems, handbikes or velomobiles
etc. along the whole section under assessment. No temporary solutions
should be required to bypass physical disruptions.
2.1.2 Legal disruptions
• "Essential"criteria: There have to be no legal disruptions on the route at all.
Another threat to route continuity can be legal aspects. Crossing of international
borders should be possible for all cyclists using EuroVelo routes. Border crossings
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passable just for local inhabitants or motorists should not be part of any certified
EuroVelo route. The information about the actual situation has to be achieved during on-
route assessment and/or by additional research.
Legal disruptions can be caused by:
• road components limited to motorized traffic as EV-routes (signed for motorised
vehicles only / cycling is forbidden)
• route sections where cycling or entering is generally prohibited (for example
natural protection areas, military areas etc. where entering is forbidden)
• route sections where cycling or entering (in general) is subject to a special
permission or fee that cannot be issued or bought on the spot (for example on
private roads where the road owner prohibits public use)
All incidents would have to be documented during on-route assessment. If the route
cannot be used as a whole for legal reasons, the specific route section will cause the effect
that the section loses its status as part of a certified EuroVelo route.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.1.3 Public Transport contingency
Public transport connections play a major role for the evaluation due to another reason: If
a route is disrupted by major physical or legal continuity problems, but the affected section
can be substituted by the use of public transport, the route still can be certified if this
topic is clearly communicated. This exceptional rule is limited to a total amount of 10%
of all daily sections of the EuroVelo route underassessment.
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2.2 Route infrastructure components
Assessment level: 1 km Evaluation unit: daily section
• There are no "essential" criteria for the balance of route infrastructure components
on EuroVelo routes. Points are awarded on a variety of interconnected variables,
for example public roads can score highly if they exhibit low speeds and a low
traffic count. Segregated cycle patch can score low if it is too narrow for
comfortable use or if it passes regularly by dangerous junctions.
In reality, all different kinds of infrastructure components will be combined and integrated
to form a continuous EuroVelo route.
The certification process is designed to monitor the share of different components on the
route under assessment and to give veritable evidence if the chosen course is suitable
for the assumed groups of users (again related to the three different levels of experience).
Hence the occurrence of variable types of infrastructure components (i.e. cycle lanes,
segregated cycle paths) will be monitored down to the scale of a single kilometre. The
lowest quality infrastructure encountered on at least 200 m of the kilometre in question
will determine its score.
2.2.1 Public roads
On Public roads cyclists have to share the available space for a safe ride with
motorized traffic. This means the cyclist's alertness for the surrounding traffic has to be as
higher the more motorized traffic would be travelling on the same road infrastructure. The
higher the allowed maximum speed of cars and motorbikes on this route would be the
more possible dangers have to be encountered.
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Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.2 Painted cycle lanes
Cycle lanes are cycling facilities providing space for cyclists separated from other modes
of traffic by markings on existing roadways. They are restricted to cycle traffic and make
use of a part of the road or of an asphalted shoulder to separate the cycle lane from
motorized traffic.
2.2.3 Segregated cycle paths
Segregated cycle paths run completely separate from public roads. They might be
running parallel alongside roads but often even have their own route corridor apart
from motorized traffic. Dangerous situations may occur at intersections with motorized
traffic; hence these have to be monitored.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.3.1 One-way segregated cycle paths
The distinction between one-way and two-way heading can be made for different
categories of route components. One-way segregated cycle paths provide safe
infrastructure facilities for cyclists. The risk of accidents with other road users is limited to
intersections. In case of one-way cycle paths of different widths existing on
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either side of a road, the narrowest path should be measured.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.3.2 Two-way segregated cycle paths
Two-way segregated cycle paths provide safe infrastructure facilities for cyclists. Scores for
this kind of route components are not as high as for one-way segregated cycle paths since
there might be the danger of collisions between cyclists.
2.2.4 Shared use cycling and pedestrian paths
Shared use cycling and pedestrian paths are car-free. They run separately from public
roads but might be also running parallel alongside roads. Shared use cycling and
pedestrian paths provide a high safety level but bear the risk of collisions with
pedestrians as well as with other cyclists if they are intensively used.
2.2.4.1 One-way shared use cycling and pedestrian paths
One-way shared use cycling and pedestrian paths should be situated at the correct side
of the road to avoid too many forced crossings.
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Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.4.2 Two-way shared use cycling and pedestrian paths
Two-way shared use cycling and pedestrian paths can be dangerous for cyclists if the
awareness of the users is low. Collisions between cyclists or cyclists and pedestrians as well
as collisions with motorized vehicles at intersections are possible.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.5 'Cycle streets', "Spielstrafien", 30-kph-zones
Streets with intensive cycling traffic and low levels of motorized traffic in some cases have
their own legal status as "cycle streets" or "Spielstraben". Some European countries
massively promote the development of 30 kph-zones within settlements. All these types of
infrastructure improve the safety of cyclists in general.
2.2.6 Agricultural / forestry / water management roads
Agricultural, forestry and water management roads score high for their low intensity of
traffic. Compared to components reserved for non-motorists, they might be damaged
more often since they are frequently used by heavy machines.
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2.2.7 Greenways
Greenways are route sections exclusively dedicated to pedestrians, skaters, cyclists and all
other non-motorized traffic with a special legal status in France, Spain, the UK and
Belgium. Signalisation indicates to users that the section in question is dedicated
exclusively to non-motorists.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.2.8 Bridges, subways and tunnels for cyclists and/or pedestrians
Specific infrastructure designed to protect vulnerable road users by providing separation
can be regarded favourably when judged to be used effectively.
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Source: Pilot Certification Rhine Cycle Route /
EuroVelo 15
2.3 Level and speed of motorized traffic, safety of junctions.
Assessment level: 1 km Evaluation unit: daily section
The criteria "level of motorized traffic" and "Speed limit for motorized traffic" (2.2.9)
are closely connected to each other. Therefore the evaluation of "Essential" and
"Important" criteria is also done by a calculative connection within the excel-tool:
• "Essential" criteria: Certified routes should not make use of public roads with high
levels and speeds of motorised traffic to a degree of more than 50% of a daily
section and/or 25% of the whole certified route in total. The route does not
contain any daily sections that include more than 10% of their length on public
roads with very high levels and speeds of motorized traffic (over 10.000 vehicles
per day if the speed limit exceeds 30km/h) without (at least) having asphalted
shoulders or bike lanes.
• "Important" criteria: Certified routes should not contain more than 10% of the
length of any daily section with high levels and speeds of motorized traffic
(over 4.000 vehicles per day if the speed limit exceeds 30km/h) without asphalted
shoulders or bike lanes.
• "Additional" criteria: Certified routes should not contain any junctions found to be
dangerous or highly dangerous.
• Lower speed limits, lower traffic density, and less dangerous junctions will be
evaluated favourably
2.3.1 Level of motorized traffic.
Important criterion: No positive scores at all can be achieved for route sections with
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more than 4.000 vehicles per day, since this amount of motorized traffic exceeds the
appropriate level for leisure cycling.
Car-free category /
1-500 units / day category H
501 - 2.000 units / day category III
2.001 - 4.000 units /day category IV
4.001 - 10.000 units / day category V
more than 10.000 units / day category V!
To estimate the traffic load on public roads the trained route inspectors shall count the
passing vehicles during a certain period of time whenever a change of route
components occurs. The following table gives hints for a useful approach.
Vehicle units / day Vehicle units / h Vehicle units / 10 min. category
Car free none none 1
500 36 6 1/
2.000 144 24 III
4.000 288 48 /V
10.000 720 120 V
By counting the vehicles per 10 minutes during field assessment traffic load can be
categorised into the categories I to VI. The assessors' estimates should be communicated
to the responsible administration. In case of doubt about the general situation the findings
of the inspection can be matched with traffic counting data from official sources. There
are several grades for the calculation of scores.
Highest scores will be achieved by all sections that can be assigned into categories I to III.
Category I can only be achieved if components legally free from motorized traffic are
used (i.e. cycle-paths, greenways etc.).
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While not taken into account in the route score, levels of traffic on roads adjacent to
traffic free routes should also be monitored by the route inspector, as should any
negative effects on the user's environment such as noise, smell or dust (cf. 2.5.1.)
2.3.2 Speed limit for motorized traffic
The ECS takes into account four different categories of speed limits. The best category
represents sections in traffic calmed areas, where the maximum speed would not exceed
30km/h. Speeds above 80 km/h do not allow the cyclist to ride in a relaxed way. These
sections are not well adapted to the needs of comfortable and safe riding and will cause
negative effect to the score of the section under assessment.
best
worst
2.3.3 Dangerous junctions
For every dangerous or highly dangerous junction with or on public roads, score points
per km will be deducted from the overall score of the section under assessment. Junctions
will be considered less dangerous if appropriate infrastructure such as bridges, subways
or tunnels are in put in place effectively. Unless dealing with major roads, the severity
of the assessment takes into account clear warnings signals to cyclists and other road
users. A well signed intersection can thus be downgraded from 'very dangerous' to
'dangerous' or even considered safe, depending on traffic level.
30 km/h or less category /
30 km/h to 49 km/h category H
50 km/h to /9 km/h category III
80 km/h or higher category IV
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
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2.4 Surface and Width
Assessment level: 1 km Evaluation unit: daily section
Road surfaces of EuroVelo routes under assessment have to be built according to the
relevant (national / regional) technical standards and prescriptions. Assuming this and
taking into account that EuroVelo routes should play a major role within national cycle
networks, certified EuroVelo routes should provide consolidated, high quality surfaces.
2.4.1 Surface material
Assessment level: 1 km Evaluation unit: daily section
Surface material will be evaluated and assigned to the unit of a single kilometre. The
lowest category encountered on the section (km) will determine the score for the
whole kilometre (any critical, determining section at least has to be longer than 200m).
• "Essential" criteria: The surface should be suitable for use by cyclists with any type
of trekking or touring bike in normal weather conditions during the local cycling
season (which means during all seasons unless covered by snow or ice). It
should be smooth and solid enough to ride, so it should either be asphalted
or paved with another resistant material. In exceptional circumstances loose
material may be used but must be consolidated.
• "Important" criteria: At least 50% of any daily section of the route should be
asphalted.
• "Additional" criteria: The surface should preferably be suitable for road bikes,
children's bikes, bikes with trailers or other three- or four-wheelers. To fulfil the
needs of these target groups a high quality asphalted surface or similar is
required on the whole section.
best
worst
2.4.2 Surface quality:
Assessment level: 1 km Evaluation unit: daily section
High quality, watertight surface (asphalted or similar) category /
Stabilized gravel (physical and / or chemical stabilization) category H
Low quality, watertight surface (i.e. cobbles, long-term damage) category III
Non-stabilized dirt road (unpaved and not stabilized) category IV
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• "Essential"criteria: No more than 50% of a daily section should be moderately or
badly rideable.
• "Additional" criteria: No part of a daily section should be moderately or badly
rideable.
The assessment is performed via route inspection with the help of the assessment tool.
The surface of every single kilometre has to be registered. If there is a change of road
surface within a kilometre, the lowest quality section (of 200m or more) will determine
its score. Scores will be achieved for surfaces as follows:
best
worst
For the calculation of the scores regarding surfaces it is necessary that the inspecting
person has to assign any encountered surface to a certain category. Under assessment
both of the surface-related criteria have to be monitored and documented in close
connection to each other, since there may occur situations when a high quality surface
might be damaged and the surface quality hence would be lower than normal (for
instance on agricultural, asphalted roads, damaged by the use of heavy machines).
In general, a route must be asphalted in order to achieve a 'perfectly rideable'score.
Surface conditions tarmac/asphalt/concrete pavement water-bound coverage/gravel road rideable with
perfectly rideable smoothlowrolling resistance perfectly even road or children's bike in every weather condition
well rideable rawgranutation, slightly bumpy slightly bevelled, even smooth, well maintained, smaller gravel Trekking bike in every weather condition
moderately rideable patched, uneven, single potholes uneven,major seams uneven, insufficiently compacted, waterlogged, deep gravel Rugged touring bike in most weather conditions
badly rideable i.e. damaged asphalt, rawcobbfestones, uneven and damaged pavement, sandy sections, unpaved tracks, covering of veaetation... Mountainbike and comparable types
not rideable unrideable sections
Perfectly rideable category /
Well rideable category H
Moderately rideable category III
Badly rideable category IV
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Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.4.3 Width
Assessment level: 1 km Evaluation unit: daily section
Facing a mix of modes of transport on some route components, like on public roads, the
actual width of the road cannot be taken as a measure on its own but needs to be
referenced to the traffic load on the spot as well as to the speed limit. This will be
done automatically via the Excel-calculation tool. For example, a 3 metre-wide, two- way
segregated bicycle path will be evaluated more positively than a 3 metre-wide public
road with medium traffic levels.
2.4.3.1 General width
Width will be assigned by the scale of one kilometre; with the narrowest section
encountered on at least 200 m of the kilometre in question determining the score. If
there are one-way cycle lanes or one-way segregated cycle paths running along both
sides of a public road, the narrower cycle lane / segregated cycle path will be taken into
account for the certification.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
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> 5m (route components with motorized traffic as well as without) category /
3m - 5m (route components with motorized traffic as well as without) category II
2 - < 3m (usually route components without motorized traffic) category III
<2m (usually route components without motorized traffic) category IV
If the route is running on public roads with motorized traffic, the available space will be
evaluated in relation to traffic load as well as speed limits.
2.4.3.2 Clearance from obstacles
• "Important"criteria: The route should not contain major obstacles (i.e. poles, rocks
or other chicanes providing less than 1.30 m clearance for cyclists) that prohibit a
smooth riding experience.
Short sections - for example bridges - or other local bottlenecks are taken into
account in this category. Obstacles reducing the width of available space but leaving over
1.30 m of clearance will be noted, but will not affect the overall route score.
2.5 Gradients
Assessment level: 5 km Evaluation unit: daily section
• "Essential"criteria'. Daily sections do not include elevations of more than 1,000
m.
• "Additional" criteria'. There are no minor sections longer than 5 km with a
gradient of more than 6%.
The vertical coordinates should be documented with the help of a GPS unit during the
on-route assessment. The output will be an elevation profile for each daily section
displaying the actual gradients. This elevation profile is necessary to identify sections with
steep gradients and to decide about the suitability of the section under examination for
special target groups (important/ additional criteria).
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2.6 Attractiveness
Assessment level: 1 km Evaluation unit: daily section
Due to the subjectivity of the assessment of attractiveness, no criteria are regarded as
"Essential" in this category.
2.6.1 Monotonous or unattractive landscape
Assessment level: 1 km Evaluation unit: daily section
• "Additional" criteria: More than 50% of one daily section should not be
located in monotonous or unattractive surroundings.
Deductions of score points may occur for those sections of the route where no
recreational value can be achieved. Routes following large agricultural areas in
monoculture or running through industrial areas with a very limited quality of
the natural or historical scenery ideally should not be chosen for EuroVelo
routes if avoidable. The decision has to be made by taking into account the
possible alternatives. These issues can be dealt with to some extent by route
planners, by providing attractions such as pieces of landscape art.
2.5.2 Highly attractive area
• Further points can be awarded for areas judged especially attractive by the
route inspector.
It should be noted that the default judgement (if neither highly attractive nor unattractive is
selected by the route inspector) is that the route is generally attractive.
2.5.3 Annoyances
Annoyances can seriously reduce the recreational value of a cycle route. Just think about
riding along motorways, garbage dump sites, compost works, cement plants etc. Within
the assessment sheet and application a distinction can be made by the type of the
annoyance encountered:
• by noise
• by smell
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Single deductions of score points will be drawn for any of those disturbances assigned to
the kilometre(s) they occur.
2.5.4 Social safety
Assessment level: 1 km Evaluation unit: daily section
• "Important" characteristics regarding this criterion-. The whole daily section should
be free from potential social safety issues.
"Additional"criteria:!^ entrie route should be free from potential social safety
issues.
Cyclists not only face dangers from traffic situations on their trips but may sometimes also
get into situations that seem to be insecure because of individual safety problems. This
might be the case in areas affected by crime or in open landscapes exposed to free-
living animals like shepherd dogs, to minefields or to shooting ranges. Therefore
deductions from the score can be taken for these issues. This category being
somewhat subjective, any decision should be considered carefully.
2.6 Signing
Assessment level: 5 km Evaluation unit: daily section
• "Essential" criteria: The signing should be complete and in line with the relevant
national standards (if they exist) and the EuroVelo guidelines (always).
• "Important"criteria: No signing is missing at main junctions.
Conformity to national/ regional standards (œr5km): fuiiv mart tv not
integration of EuroVelo logo (per5 km) full version integrated Secondary (2nd, 3rd orcombined) versions integrated Logo-integration limited to information boards not integrated
All signing elements related to cyclists have to be evaluated - with the focus on the specific
EuroVelo route under assessment since there might be other topical cycling
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routes making use of the same infrastructure. The evaluation will be performed on the
scale of a five kilometres by accumulation of positive scores. Defects and disturbances of
the signing system on major crossings will be evaluated negatively. The assessment will be
done according to the prescriptions of the relevant national (as an exception at least
regional) signing standards for cyclists and will especially focus on the availability of
EuroVelo signing elements. If there are no national standards established, the evaluation
will focus on the adequacy of the signing system in general. The assessment is performed
on the route with the assessment sheet.
Source: Pilot Certification Rhine Cycle Route / EuroVelo 15
2.7 Public Transport
2.8
Assessment level: 5 km Evaluation unit: daily section
• "Essential"criteria'. Carrying bikes on public transport to access the route is
legally and physically possible at least every 1 50 km.
• "Important"criteria: Carrying bikes on public transport to access the route is
legally and physically possible at least every 75 km.
• Further points awarded for better public transport links and wider availability
of bicycle carriage.
As noted in section 2.1.3, Public transport connections play a major role for the
evaluation due to another reason: If a route is disrupted by major physical or legal
continuity problems, but the affected section can be substituted by the use of public
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transport, the route still can be certified if this topic is clearly communicated. This
exceptional rule is limited to a total amount of 10% of all daily sections of the EuroVelo
route underassessment.
The following criteria can be considered as significant to evaluate the public transport
capacities open to cyclists:
• Availability of different types of carriers
o Rail-service o
Bus-service o
Ships,ferries
• Distance to stations / stops in the sphere of influence of the EuroVelo route
(taking into account the elevation of the landscape)
o 15- 25 km (interregional connections)
o < 1 5km (regional connections)
• Type and speed of connection
o International and / or high-speed
o National / regional
o Local / regional
• Frequency of connections
o Hourly connection
o Multiple connections per day (at least 3 times a day)
o Daily connection
• Conditions for transportation of bikes
o Bookable in advance (including bike transfer)
o Booking in advance mandatory (including bike transfer)
o maximum amount of bikes per connection
o Price for transportation of bikes related to the general ticket price
While an initial impression of public transport connections should be given by the rouse
inspector on the road, this should later be backed up by internet research, especially
to check the possibility of bike carriage in certain connections.
European Certification Standard for EuroVelo routes
26
public transport connection carrying bikes nearstarting-/ ending point of daily sections or near major settlements (up to a distance of i5km from the route) multiple connections per day better public transport connection carrying bikes accompanying the route (up toa distance of i5km from the route) multiple connections per day better
daily daily
less th an lx per day worse less th an lx per day worse
European Certification Standard for EuroVelo routes
27
European Certification Standard for EuroVelo routes
28
2. Services
EuroVelo routes are not just a more or less useful combination of infrastructure
components but their success as (leisure) cycling routes will highly depend upon high
quality tourist services. Within a two-step process these service-elements dedicated to
cyclists will be assessed. Services related to cyclists on the route will be assessed per
kilometer via assessment sheet. Some of the services will be monitored separately via
additional research.
■ Essential
■ Important
Additional
■ extra Score
2.1. Accommodation
Assessment level: 5km Evaluation unit: daily section
• "Essential" criteria: Daily sections should have at least basic
accommodation (simple hotel, home stay or camping etc.).
• "Important"criteria-. The range of standards is not limited to one extreme
category (e.g. very basic or luxury only) within a daily section.
European Certification Standard for EuroVelo routes
29
European Certification Standard for EuroVelo routes
30
• Further points are awarded for areas with plentiful accommodation options.
The accessibility of accommodation dealing with the special needs of cyclists will be a
main aim of this part of the evaluation. Dealing with accommodation facilities located in
the sphere of influence of the route - including the visible / signed establishments located
up to 500 m away from the route - these facilities will be recorded during the on route
assessment. Additionally there has to be a second step of (online-) research to monitor all
remaining accommodation facilities within a corridor of 5 km on each side of the route
(or up to 30 min. of cycling away from the route in mountain regions). The research
should comprehend all these data sources that are relevant and accessible to a touring
cyclist (websites, roadbooks, accommodation directories and so on). The accommodation
facilities within this corridor can be allocated to the route since users may be disposed to
ride a bit more to find a suitable accommodation (i.e. a more / less comfortable
category, campground, youth-hostel etc.). The resulting list will be related to the actual
route and a basic score will be dedicated to the assessed section then.
To meet the varying demand of touring cyclists it is necessary to bear in mind that
touring cyclists choose their accommodation from a broad range of facilities in different
categories. Therefore the score will benefit from accommodation facilities in different
categories along the route. Nevertheless it is crucial that the distance between two
accommodations will not get too far since the average day trip cannot be exceeded
indefinitely according to the physical limitations of cyclists. Therefore the assessment is
based on the following categories (stars for accommodation based on the HOTREC
[European trade association of Hotels, Restaurants and Cafes in Europe] classification):
better
worse
Luxury (*****)-hotels or high-quality (****)- hotels catea ory /
Medium and standard: (***)-hotels, high- quality pensions, local hotels, quality hostels catea orv II
Budget: simple hostels, private room, simple bed & breakfast, youth hostel catea ory III
Campings (inci public campgrounds) extra category
European Certification Standard for EuroVelo routes
31
The standardized section under assessment will score higher the more accommodation
facilities would be available.
Cyclist friendly accommodation according to national or regional classification standards
(like "accueil velo", „bett+bike", "fietsers welkom", "swiss mobility" just to mention
some) will score additional points, as well as other types of cyclist friendly
accommodation that might not be classified but emerge as cyclist friendly during
assessment also cause higher scores.
The supply of suitable accommodation facilities will be evaluated according to the
achievable score displayed in the table above on different levels as essential, or important
criteria.
2.2. Food, Drink and rest areas
Assessment level: 5km Evaluation unit: daily section
• "Essential"criteria: There should be at least basic food and drink (e.g. pub, shop
or restaurant) or rest stations in every daily section.
• "Additional" criteria: There should be at least basic food and drink (e.g. pub,
shop or restaurant) or rest stations every 1 5 km.
Gastronomy facilities located in the sphere of influence of the route will be registered
during on route assessment. Additionally there will be performed a second step of
research to monitor additional gastronomy facilities. The research should comprehend
data sources that might be relevant and accessible to a touring cyclist
European Certification Standard for EuroVelo routes
32
on the route (websites, roadbooks, and so on). Gastronomy and food supply will be
assigned to different categories as follows:
Top - gourmet restaurants /high-quality restaurants catea ory /
Medium and standard - restaurants, simple restaurants, bars catea ory II
Budget - buffets, pubs, food shops category III
rest areas without service category IV
Cyclist friendly gastronomy according to national or regional classification standards will
score additional points, as well as other types of cyclist friendly gastronomy facilities that
might not be classified but emerge as cyclist friendly during assessment also cause higher
scores.
The supply of suitable food, drink and rest areas will be evaluated according to the
achievable score displayed in the table above on different levels as essential, important or
additional criteria. Resting-areas / shelters for bad weather conditions will at least provide
a basic service being a safe area for cyclists when there are no villages near the route.
2.3. Bike repair and bike shops
Assessment level: 5km Evaluation unit: daily section
• "Essential"criteria: There should be bike repair workshops / bike shops every 1 50
km or self service repair-stations every 50km.
• "Important"criteria: Bike repair workshops or bike shops should be present on
every daily section.
European Certification Standard for EuroVelo routes
33
• An abundance of bike repair services will be evaluated more positively.
Holiday cyclists might need to rely on a service-network in case of a bicycle malfunction.
Assuming that only a minor share of all leisure cyclists might be able to have their bikes
repaired on their own there should be facilities where bikes could be repaired by skilled
personnel. Therefore all bike-shops situated directly in the sphere of influence of the route
will be registered during on route assessment. Score-points for bike-repair-shops are
awarded per incident, related to the location (5 kilometre interval) of the standardized
section.
better
worse
Repair shops with personnel category /
Self-service repair facilities category II
Spares sales category III
2.4. Other services
Assessment level: 5km Evaluation unit: daily section
Helplines, bike and pedelec rental stations and bicycle centres are being monitored by
additional research.
The supply of most of the aforementioned service elements will be evaluated positively.
• "Additional" criteria: Pedelec charging stations are available on every daily
section.
2.5. Bookable offers
Assessment level: daily section Evaluation unit: regional section (NUTS-2)
• "Essential"criteria: availability of at least one trans-national offer is an essential
criterion
• Additional"characteristics regarding this criterion: availability of further trans-
national, national and regional offers.
Bookable offers are evaluated on their transnational aspects and their attractiveness. The
assessment of bookable offers has to be performed via on- and offline data- research.
European Certification Standard for EuroVelo routes
34
3. Marketing, promotion
The marketing of EuroVelo routes can be evaluated on different scales. On the one
hand it is necessary to monitor the activities to promote the route as a transnational route
with the topic of and the reference to EuroVelo. On the other hand there might be national
or regional marketing activities that focus on other topics but also promote the EuroVelo
activities once the (potential) customer gets attracted to the route.
While on-road the route inspector should pick up any marketing materials that they
come across during the course of their trip. This research can then be backed up by more
in depth internet research of available promotional materials.
<<>
<W
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vP
0*
20 40 60 80 100
Essential
Important
extra score (social
media)
extra score (mobile
apps)
extra score (printed
promotion tools)
extra score (PR-
campaign)
extra score (events)
O
Le^
The following list of criteria has to be the benchmark and reference for all kinds of
marketing tools taken into the evaluation:
• Concerning all kinds of publications:
o Grade of reference to the specific EuroVelo route underassessment
European Certification Standard for EuroVelo routes
35
o Grade of synchronisation with the official route proposal
o Provision of practical information concerning the route
o Provision of information about sights, points of interest and cultural
highlights
o Provision of information about services (accommodation etc.)
o Provision of information about bike-shops
o Provision of information about public transport connections
o Availability of multiple language versions
o Distribution channels
3.1. Web Communication
3.1.1. Websites
Assessment level: daily section Evaluation unit: daily section
• "Essential"criteria: It is obligatory to provide detailed information about the
national and / or regional sections on the national and / or regional level,
connected with overview info about the whole route on www.eurovelo.com.
The content of any national / regional website should be at least
information on the route (including a detailed map), signing,
accommodation and public transport connections.
• "Important" criteria: It is necessary to provide detailed information about the
national and / or regional sections on the national and / or regional level, such as
interactive maps, points of interests, accommodation online-databases, integration
of public transport timetables, downloads of GPS-tracks. The definition of this
criterion is strict because of the fact that the technology behind sophisticated
websites is improving very quickly.
Websites are evaluated upon their transnational aspects and their reference to the topic
of EuroVelo. Meanwhile websites are the most important publications for the
preparation of a cycling trip.
Therefore the information has to be easily achievable, accurate, and up to date.
European Certification Standard for EuroVelo routes
36
The more the specific website complies to the defined requirements (multiple languages,
categories of information to be provided) for the route- and partner- websites of
eurovelo.com the higher the score will be. The assessment of websites has to be
performed via online data-research.
3.1.2. Social media and online-marketing campaigns
Campaigns involving social media and online marketing will be evaluated more
positively.
All social media activities concerning the EuroVelo route underassessment have to be up-
to-date and to have a clear effect within the target group.
3.1.3. Smart phone applications
Campaigns involving smartphone applications will be evaluated more
positively.
Smart phone apps are evaluated on their transnational aspects and their reference to the
topic of EuroVelo. The information policy of EuroVelo.com should also be met.
The more the specific smart phone app provides useful and detailed information of the
EuroVelo route and the more it complies to the requirements of the users (location based
services, practical information about accommodation and so on..) the higher the
achievable score will be. The assessment of smart phone apps has to be performed via
online research.
4.2. Print Communication
4.2.1. Guide books and detailed maps
Assessment level: daily section Evaluation unit: daily section
• "Essential" criteria: Guidebooks and / or detailed printed maps should be
available on the whole route (in one or more publication). The map should be
detailed enough to provide proper support for the orientation.
Further can be gained the more the specific an available guidebook or map
provides to be. Useful and detailed information on the EuroVelo route, complying
to the requirements of the users, will be evaluated positively.
European Certification Standard for EuroVelo routes
37
Guide books (road books) or detailed maps are evaluated on their usability for
cyclists. The European-wide availability via (online-) bookshops, the availability of
multiple language versions (at least not older than two years) and a suitable
map scale and level of generalization would be core features of the
aforementioned publications.
Additionally a detailed textual description of the route, of places and locations as well as
of points of interests (bike- workshops, gastronomy) and a list of accommodation would
be achieving high scores in the assessment process.
The assessment of printed publications has to be performed via research and comparison
to a check-list providing defined criteria.
4.2.2. Printed promotion tools
The availability of further printed promotion and information tools is evaluated more
positively.
Other printed promotion tools will be assessed by additional research. The following
examples for communication tools are evaluated positively if available for the assessed
route:
• Promotional leaflets / free overview maps
o Promotional leaflets / free overview maps are evaluated on their relevance
for cyclists. These publications should create a first idea of "what to see",
"where to go" and "what to do".
• Print advertisements
o Advertisements in relevant public magazines or newspapers related to
different defined source markets can be a useful approach for the
promotion of a EuroVelo route.
4.3. Other Communication and information tools
Assessment level: 1 km Evaluation unit: daily section
4.3.1. Information boards, stands, centres
European Certification Standard for EuroVelo routes
38
• "Important" criterion: The supply of information boards or information stands or
information centres for cyclists will be evaluated as an important criterion in
every relevant junction on each daily section.
Information boards, stands, centres are evaluated on their usability for cyclists. The
existence of an information board related to the cycle route will score points per
incident. Even information boards not designed for cyclists could display useful information
(i.e. about accommodation) and could score points in the assessment. Route inspectors
should take detailed notes / photos for documentation in this case.
Additional tools: All information tools listed below are evaluated positively.
o Public relations campaigns towards all kind of press representatives are also
a valuable tool for the promotion of any EuroVelo route,
o Events for the public may play a role to promote the "first contact" of
users or representatives of the press with the EuroVelo topic. The route
operator should provide a detailed list of activities for the assessment
process if available.
o Branded merchandising products can be evaluated via (online-) research.
They will be evaluated positively within assessment but it will have no
negative effect if there will be no merchandising available,
o Study trips for journalists will be evaluated positively within assessment but it
will have no negative effect if there will be none.
Audio guides have to be evaluated regarding their practical use for the implementation of
sights. They can be integrated to smart phone apps and will be evaluated positively within
assessment.
4. Methodology
The certification has been designed as a multiple step process relying on the collection,
compilation and analysis of publically available data. The certificate will be awarded by
the ECF after the finishing of this process. ECF will undertake training
European Certification Standard for EuroVelo routes
39
the training of qualified route inspectors.
The first step would be data collection - on the one hand performed via on-route
assessment on the other hand via database research.
The steps of the certification are all to be performed together, there is no option just to
perform some of the tasks and aim for the certification anyway. The evaluation and
certification should be based on field surveys, performed by authorised and trained
experts travelling by bicycle along the route and documenting the findings. The experts
should only make use of publically available resources (websites, public databases,
printed documents etc.) in order to complete information that cannot be monitored on
the route.
The present document will be revised and regularly updated on EuroVelo.org- website. It
serves as a practical basis for the certification. The evaluation and certification should be
based on field surveys and performed by authorised and trained experts travelling by
bicycle and documenting the findings. The authorisation, the training and the updated list
of experts will be provided by the ECF. The experts should only make use of publically
available resources (websites, public databases, printed documents etc.) in order to
complete information not being monitored in the field.
The main aspects of the collected information should be stored in the EuroVelo.org
database. More detailed information (if it is collected) should be made available for the
relevant stakeholders. The evaluation of the findings and the certification should follow the
current guidelines and the latest version of the annually updated handbook, published on
EuroVelo.org.
4.1. Steps of the certification
The evaluation and certification should be based on field surveys and performed by
authorised and trained experts travelling by bicycle and documenting the findings. The
authorisation, the training and the updated list of experts will be provided by the ECF. The
experts should only make use of publically available resources (websites, public databases,
printed documents etc.) in order to complete information not being monitored in the field.
The trained inspectors will on the one hand collect information about route elements
European Certification Standard for EuroVelo routes
40
in the field. On the other hand they will perform additional research on those aspects that
cannot be monitored properly via on-route examination (i.e marketing, public transport
connections, accommodation facilities within a defined range from the route). The
additional research can be performed by the use of digital data (online), or other
resources (accommodation registers etc.)
4.1.1. Practical implementation
One of the main aims of a certification system is to give practical advice as well as to
establish concrete measures for cyclists as wells as decision takers. The process of the
evaluation has to be transparent and comprehensible for the aforementioned groups
of people. That is why it will be necessary in practice not only to describe single
incidents, but to accumulate and quantify the amount of single occurrences. Having
done this accumulation it is necessary to give reference to the scale of the whole
EuroVelo route - consisting usually of many different sections with a total length of
thousands of kilometres. A generalisation and categorisation of single incidents therefore
becomes an obvious element of an evaluation process. This in the end results in the
automated calculation of scores.
4.1.2. Route geometry / Horizontal coordinates of the route
To discuss about route quality precisely it will be fundamental to monitor the exact
course of the EuroVelo route under assessment. The exact horizontal coordinates of the
actually signposted route will therefore be collected with the help of a GPS-unit in the
field. The actual course of the route will be surveyed based on official information given by
governmental sources or from the route operators. Differences between the official route
information and the field monitoring will be pointed out in the documentation.
In case of doubts regarding the course or differences between the official information and
the field situation the assessor has to take into account the following sources of
information (in this order):
1. The route signposting, being obviously available to any user
2. A digital gps-track provided by an official authority
European Certification Standard for EuroVelo routes
41
3. Any other officially published and promoted description of the route (i.e. by tourism
authorities)
If the officially announced route differs from the track signed in the field, there will be
subtractions from the score. An output of this step will be a GPS-track displaying the
actual geometry of the signposted route. It can be compared with information from
geo-databases in public administrations etc. The route geometry itself cannot achieve any
score points at all.
The main aspects of the collected information should be stored in the EuroVelo.org
database. More detailed information (if it is collected) should be made available for the
relevant stakeholders. The certification report will be published on EuroVelo.org webportal.
The evaluation of the findings and the certification should follow the current guidelines
and the latest version of the annually updated handbook, published on EuroVelo.org.
5.2. Evaluation of the findings and calculation of the results
The calculation of the results should follow the definitions made in the detailed evaluation
grid. The grid and the weightings made in this document shall be updated regularly since
there might occur new experiences from the continuous certification of more EuroVelo
routes. The general criteria and categories dealt with should remain the same unless there
might be technical innovations that are not yet monitored at the moment (for instance in
the field of promotion).
The final score is calculated based on a weighted average. At first a score will be
calculated for all assessed criteria. Depending on its weight, the assigned score per
category will contribute to the overall score. Weighting depends on the length of the
section and the importance of the criteria. The calculated score for one daily section has
to be related to a maximum score of 100% per section. It is recommended for an easier
calculation of scores as well for the comparison of different sections to standardize the
daily trips whenever possible.
The final certification score will automatically be disregarded and dropped to zero
points if:
• One of the essential criteria is not met anywhere ; or
• A daily section does not reach at least 50% of the maximum possible score; or
European Certification Standard for EuroVelo routes
42
• The whole route does not reach at least 60% of the maximum possible score.
If one (or more) of the essential criteria is not fulfilled but the affected section can be
substituted by an alternative itinerary or by using public transport, the route is still
acceptable and can be certified but it will only be recommended for experienced users.
Those daily sections that do not fulfil one or more of the important criteria but can be
substituted by an alternative itinerary or by using public transport have to be clearly
communicated and will be recommended for regular and occasional cyclists only.
To ensure an exact assessment and to perform a valid and easy to use calculation of
scores, a data-processing-tool that corresponds directly to the on-route assessment- tool
will be used. The data-processing-tool is based on a calculation sheet done in MS-Excel
so nearly every national EuroVelo coordination centre can use the calculation tool without
the need to implement specialized Geographical Information Systems or other special
software. Using this approach, scores for day trips and their relation to the whole EV-route
are easily to be calculated.
Since all impacts on the route are related to the basis of one kilometre, positive scores
can be achieved by accumulation of proper route conditions per daily trip. In a second
step, negative scores will be subtracted for defects and other impacts from the already
collected score. The total score within one daily trip cannot exceed 100 percent (=>
score points should be limited to a maximum of 100 points per category). Monitoring
should exclusively be done with reference to data sources that are publically available.
On the one hand it can be implemented with a limited budget as well as by using
public sources like (online-) databases and simple observation on the route. On the other
hand it provides detailed information about the quality of a route and states the quality
defects that become obvious to the average user without special engineering knowledge.
European Certification Standard for EuroVelo routes
43
Overview Evaluation Grid:
Main criteria / elements Sub criteria
ROUTE INFRASTRUCTURE Continuity
Route infrastructure components
Surface and width
Gradients
Attractiveness
Signing
Public transport
SERVICES Accommodation
Food, drink and rest areas
Bike repair and bike shops
Other services
Bookable offers
PROMOTION Web communication
Print communication
Other promotion and information tools
Weight
65%
20%
15%
European Certification Standard for EuroVelo routes
44
European Certification Standard for EuroVelo routes
45
6. Certification process and communication of the results
6.1. Process and roles
The certification can only be initiated by a consortium of the relevant partners along the
route (National EuroVelo Coordination Centres or Coordinators and their regional
/ national partners). The request should clearly indicate the itinerary. The ECF should be
informed about the certification process before it commences.
The certification can only be performed by experts authorised by ECF. A list of
authorised experts will be made available on the EuroVelo.org website. After data
collection and the evaluation are finished the leader of the consortium should submit a
request (including all relevant information) to the ECF for the issuing of the official
certificate. The ECF will issue the certificate either for the whole route or limited to the
major cross-border section. It has to be clearly communicated for which section the label
would have been applied.
The validity for any certification is 5 years. Within this period the members of the above
mentioned consortium are responsible for updating information relevant on the trans-
national level. After 5 years the field work should be repeated.
6.2. Communication
The certification should clearly communicate the geographical coverage of the route or
major cross-border section.
All the stakeholders along the route can refer in their communication to the route or
major cross-border section in the following way: "The EuroVelo [Number], [Official
name] is a certified (high-) quality route within the European cycle route network" or "The
EuroVelo [Number], [Official name] between [Start] and [Stop] is a certified high- quality
route within the European cycle route network".
The certification should clearly communicate challenging sections for the target groups
and indicate if there are any limitations regarding the recommended age, fitness level or
bicycle needed to ride the route (i.e. "The section between [name start] and [name stop] is
recommended for families and all the other target groups." / "The section between [name
start] and [name stop] is recommended for average and experienced cyclists." / "The
section between [name start] and [name stop] is recommended for experienced cyclists
only.").
European Certification Standard for EuroVelo routes
46
European Certification Standard for EuroVelo routes
47
EUROPEAN CYCLISTS' FEDERATION
db EuroVeLo
the European cycle route network
ffiïÎïïTh
%
rm i
*OreG\°
PUBLISHING CREDITS
Publisher:
European Cyclists' Federation (ECF) in the frame of the DEMARRAGE Project
Authors:
• Trendscope
• Adam Bodor, ECF
• ADFC Allgemeiner Deutscher Fahrrad-Club e. V.
Supported by:
• EuroVelo Council
• DEMARRAGE Working Group Certification
More information:
European Cyclists' Federation, Brussels, [email protected], www.eurovelo.org
(c) European Cyclists' Federation July 201 3
Photo credits:
• Euregio Rhein-Waal, Project Démarrage, P. Gawandtka.
www.rheinradweg.eu
• Trendscope
European Union
European Regional Development Fund
European Certification Standard for EuroVelo routes
48 | |
