 So my name is Bruno Armand. I'm actually the co-founder of Via Romana. We are a cycling experimentation agency based in Lyon, in France. And I will start my presentation, first of all, by taking a step back. It's important to understand our history to get a better grip of what happened in the last couple of weeks. I just wanted to show you a picture of the city of Grenoble in the French Alps in 1955. That's probably a picture that you've all seen or probably checked in the last couple of years. It's really to show you the impact that the bike had back in the days in France. We're talking a model share of approximately 20 to 30% back in the 50s and the 60s, as you can see here from this graphics. It has been slowing going down because of several causes that I'm going to detail real quick. The first one is, of course, the inception of the car and the innovation that it represented back in the days. But also, human sprawl that has been allowed by this technology, causing a relative lack of cycling infrastructure for France. This is just a quick map of showing you in red the cycling infrastructure that you can see in our country. This has nothing to see with what you can see in detail in this particular presentation on the Eastern Europe side, precisely. And that's a shame when you consider that more than 60% of all daily commutes done by French people is less than five kilometers. So we're talking approximately 30 minutes maximum biking commute. And of course, two-third up to 75% of all commutes are being done by car. That was back in 2015. So it appears that France, like in the Disney fairytale, France is a bit of a sleeping beauty when it comes to cycling usage. And I'm going to show you that this has been changing in the last couple of weeks. Why are we sleeping beauty? First of all, because we have a very prominent car industry. We have two national manufacturers, Peugeot and Renault, who represent millions of jobs. So it's difficult to go against such a lobby power. The second thing is that 85% of French people biking are usually doing it on weekends and for leisure. So commute by bike is not really in our blood, but that's maybe about to change. The last thing is that's an inquiry in 2017 that was made to ask people what are they looking for to develop more biking strategies. And they were saying that the network, the infrastructure is really for 80% of them really, really important. So safety and comfort out of the total sample of 113,000 responses that was done by the French Cycling Association in 2017. Safety and comfort is really important when it comes to cycling. So why has Sleeping Beauty opened her eyes lately? Well, first of all, a government plan back in 2018 was looking at creating more infrastructure. The idea was to create, have a model share for bike that would go from 2% up to 9% in 2024. So the government voted in 2018 a 350 million euro investment program for municipalities willing to roll out infrastructure, cycling infrastructure. And this will represent approximately 50 million euros per year until 2024. That's the first 150 cities that were a candidate and were retained in the first round of this call. Why do we see more interest regarding cycling infrastructure or cycling in general in France? Well, we have municipal election this year and that's the first time we've seen, and I will let Stein talk about this later on, but that's the first time we've seen municipal candidates talking about the bike plans during an election preparation. And that's very new for us. We've never seen that in France lately. This is the example of Paris, but we have the same in other cities too. The turning point for us in the last couple of weeks was of course the COVID-19 and I would say particularly this date of April 13, 2020. This was the date when our president mentioned that the confinement will start May 11 and that we will need to find alternative ways to move around the country or to move around in our daily life. So the Ministry of the Transport and Ecology mandated Pierre Seine, who is a high ranked politician, to find strategies to deploy biking at another level in the country. So he was in charge of being in contact with different cities and see what was the different challenges they would meet. From this point on, you see numerous Twitter coverage, but also press coverage meant a sample of temporary bike lane across the world. So we had the example of I think it was Germany here, also Bogota. These are all the examples you already know about, but this was new for us and it needed some coverage. So that was the first wave, so to speak. The second wave was actually to see a mayor, that's the mayor of Montpellier, a city of more than 100,000 inhabitants in the south of France. That's the mayor of Montpellier spray painting himself in temporary bike lane at the end of April. I think it was the 30th of April, 2020. It's very important to know that this mayor a year before was actually against some cycling infrastructure that the local association was asking for. A very powerful image to see first mayor spray painting is on cycling lane. This has been pushed by the local association called Velocité in Montpellier. That's the example that you see in the city of Bordeaux of temporary lanes. Most cities were going for very easy to go, easy to use spray, because it would take too much fuss to have a more sophisticated approach in such a small amount of time. The idea was how to find alternative way to car and public transportation for people. This is another example in the city of Wren. They added a couple of plastic bollards here, but again the idea was to go quick and easy. Some of them were agreemented with some information signs. This is another example in the city of Saint-Étienne in the south of France where they had put specific barriers as well to increase safety and comfort of cyclists. I will go quick on this. This is Steinspart. Paris, of course, has been prominent in offering new cycling conditions. The city of Lyon where I lived has been promised 82, that's not 77, 82 to 85 temporary lanes spread out in several waves. So first wave of 30 kilometers across the city, then another wave in July of 30 more in September, 25 kilometers added. That's something that's very prominent for the city. We have never seen that in other conditions. You have local association or most prominent French association for bike who has been putting this campaign together saying bike is my barrier reflex in order to push bike acceptance during and after COVID crisis. The coverage has been up to a main newspaper in France. This is a very well-known newspaper in France. For bike to be in such a ray of light is really unusual in France and I think this shows everything. A front page of the national newspaper doesn't happen all the time. The lesson learned from this first experience during COVID is that people need to have bikes in order to use it as a commuting mean of transport. There was a lot of, how can I say that? There was a lot of lateness when it comes to repairing your own bike, so the government needed to act on that front. Also, it's not because you create infrastructure that people would be automatically at ease when they are starting to cycle again. So mentoring was also a big point. The last point being how do you make sure that COVID is not just a light sparkle in people reflexes and that they're going to embrace change fully. That's why the government came with another response, which is the coup de pouze vélo. The idea was to make sure that your bike would be repaired up to a maximum of 50 euros through a local help of the national government. So you would go on the internet and register your own address to make sure that you will have a 50 euro voucher to use at your local repair shop. This would also be used to finance an hour and a half up to two hours of mentoring lessons with someone who would take you to a course or who would take you to your office for free. Last but not least, cities could be financed up to 60% for a temporary parking installation. So that was really an interesting help by the government. This was announced in April 29, 2020 for first batch of 20 million euro grants. Less than a month after that, the minister that you saw before, Elizabeth Bourne, Minister of Transportation and Ecology, tripled that amount to make it 60 million euros because it was so popular. France also announced an Academy of Cycling Jobs in order to train several hundreds of new repair persons per year because we have a big lack in that particular segment. And we have also announced two months in advance, a mobility plan for world commutes that will offer to be reimbursed up to 400 euros per year if you go to work by bike. So this was supposed to happen two months from now, but it was a release beginning of June. The result for France after this COVID is actually almost 30% average back use increase across the country between May 1 and May 31 as compared to last year. We have recorded more than a thousand kilometers of planned temporary bike lane. Some of them have been undergoing some deception, but I will show you that in a minute. And we have, to my knowledge, more than 100,000 bikes already repaired, but that number is evolving very quickly and I'm pretty sure this is a conservative number. The question is, are we really living at 1970s moments as compared to what happened in Holland? You might see all these interesting numbers and believe, okay, France is on the rise, it's going to happen, we're good to go. It's not that easy and change is when it's happening at such a large scale. So this is my third part, why we should remain cautious about all this. First of all, we already see bad habits emerging again in the country. This is an example of the city of Lyon, but has been happening in many cities. You have people who don't auto drivers who are having a hard time understanding the signage or who are just ignoring the fact that they are there. So you see people not necessarily behaving correctly. Second thing, I will explain this comic real quickly, it says 15 billion for car, 10 billion for car, for plane, 10 billion for car and only 50 euro for my bike. This is to show you that the French government is massively upholding the car and the aero industry and there are still some critics about the amount of help that was offered to the cycling industry for mobility alternatives. Another remarks that was made is that there was a lot of focus on cycling, maybe too much for some people. People were asking much more walking alternative as well on top of cycling and this has led some municipalities maybe to overlook the potential for walking as well in particularly in dense area. So you see more and more municipalities looking to implement for summer terraces and places to to rest in the streets as compared to only go through area for bike and moped. This is for example in the city of Nantes, they have been enlarging many terraces in the center and offering for almost free the ability to borrow owners to extend the actual terrace and close some streets to cars. Change is never linear as Marco would say. As you can see, there was a couple of projects that were cancelled, temporary bike lane that were cancelled in France. Not only in big cities, Marseille, Saint-Étienne, Exemple-Vance but also in smaller ones where you would believe change would be easier to happen. This is for example a protest that happened in the city of Nice alongside a very busy area with a very brand new bike lane and you had the people from the area who strongly opposed this lane which makes it, you know, difficult to envision change in a permanent basis. On the other hand, local association and institution have been very dynamic and useful to uphold change. For example, you have several region also several cities who can finance up to 600 euros the purchase of a new electric assist bike and we're talking foldable bike, cargo bike, any type of electric bike. So this is something that's really interesting specifically when you have prices that are going much lower these days. I will leave that to Stein, but you have a very prominent association in the Paris region pushing temporary lanes through communicating on their websites their location, for example. And this is an also an example from a prominent association in the city of Lyon offering travel time maps for any point of the city scattered around the area. So this is a pretty big area we're talking a metropolis of total 2 million people and 60 borough and 60 cities. But this is interesting for someone who wants to be able to take bike for any type of trips. Last but not least, Cerema is a national institution has been very helpful in providing webinars tools. This is for example, temporary cycling lane tool guide. This is a temporary walking areas guide. So you can see that there's a lot of documents, a lot of data that is being offered for free to municipalities willing to embrace change. My conclusion would be, is it just a shift of paradigm? Is it a shift of paradigm or just a light sparkle? I think time will tell. I think what we see is that there is room for change, there is interest for change. The many local association has been pushing a lot change to happen for many years and they see something big happening. So let's hope that by the end of next year we'll have interesting numbers to show. I can tell for the city of Lyon traffic of bike is gone plus 50% since the end of the confinement. So that's great. And we're looking to double that number by the beginning of next year. So imagine doubling the numbers you had beginning of 2020 in 2021. And this is again a conservative hypothesis. Another thing is that small city needs to be assisted through time. We see a difference between big cities who have the mean of change and smaller cities who might be a little bit more reluctant because they don't have the density because of a lack of political will or lack of resources. We really believe there should be a focus on small cities willing to change as well. Last but not least, it's about involving citizen in making change happen in their own city, particularly pushing on walking and street quality of life and not only about mobility through cycling. Cycling is a Trojan horse for change to happen in the city. So here we are with our sleeping beauty. Let's hope that she doesn't goes back to sleep anymore. It has been mostly pushed through national law legislation and strict recognition. France is a very centralized country. If the government starts something, it's up to the local authorities to do their part. So far it has been working well. Let's see what this holds for the future. Thank you very much. My name is Stein van Ooster. I'm a Dutch-French national. I lived half of my life in the Netherlands and the other half in France. And I'm the founder of a small bike association in a city south from Paris, Fontaine-Rose, 24,000 inhabitants. And I am the spokesperson of the new, let's say the Paris Bike Federation, which is a huge region, 12 million people. And we have over 38 member associations at this point. And it's a recent federation that actually is the key to the success we're currently living. I'll give you some, I'll do it in three parts as well. And then I would like to react at the end to do a very interesting presentation of Bruno if possible. Just to give you a feel of what's happening concretely in the streets, then I'll show you some maps. And then I'll try to tell you if we have time, the human story behind it. Because this is not about infrastructure, only this is about people. This is where it started. This is right next to Paris in Montreux and Saint-Monday. These were the first Corona lanes that were created. Let's see if I... I'm not going to talk about Lyon. I just chose these because they're bad examples in my opinion because they're central bike lanes. Please never choose central bike lanes because people, they feel uncomfortable. We can talk about that later, maybe. This is what we're fighting against in Paris and in every city where there's no bike infrastructure. Look at this bicycle here right in the middle. It's actually a video that I could show you. This is what many intersections currently look like in France. It's unbelievable. Of course, in this situation, no person who never biked before will hop on a bike. But this is about to change. Look at the next picture. This is the very first kind of Dutch bicycle intersection in Corona style in France. And it's in Moise Le Sec, which is a city east from Paris. And it's also a video that I could show you. You can see how the bike is protected from the cars. And this is absolutely revolutionary. If we would do this, everybody would be able to bike there. This is another example also in the eastern suburbs of Paris. I mean, this could never have happened before because it would have taken too much time. This is also the super revolutionary. This was done last week. It's an impossible place for the bicycle to go. It's a roundabout. It's the Pompadour roundabout. It's a highway look kind of setting. But the region, actually the département, which is a kind of a province, decided in its cooperation with us to make it accessible to bikes. So here you see everything you need. You see the separation between cars and bikes. You see the, how do you call it, the buffer zone that cars have to turn around so that they really see the bike very well. You see a bus platform that is extended so that the bus doesn't have to cut the bicycle lane so that the bus platform can go to the bus so that the bikes can continue their path. You see a bicycle stop signs. Here it is formally clear that the bicycle has a priority, which is not at all usual in France. This is really progress. It looks a bit messy, but this is the difference between being able to bike or not. This is another picture I just took actually a couple of days ago on a brand new street. I'll show you this picture to see how revolutionary it is. This is what was just created by the same provinces with whom we are trying to set up Corona infrastructure. This is a failure because you just see some, what we call Bonn C Club. It's just a little strips, bicycle strips with zero protection. Of course no child will ever use this and it was just created, but it's because this had to go through a very long negotiation process and then it popped up. Nowadays in the Corona era, we immediately have everybody around the table so we avoid these kinds of mistakes because everybody is there to say, stop, please don't do that. This is emblematic. This is very symbolic. This is a national highway number 13 that connects the biggest business district of the Paris region, La Défense, to Paris. And for many years it was absolutely impossible to ever imagine a bicycle lane on it. And then just in 24 hours, we agreed with the state because it is governed directly by the state to make it cycleable. And here you go, look at this. There's a little boy bicycling on a national highway. This would have been absolutely unimaginable some time ago. This is another example in Paris. It's also revolutionary. Why? Just because of these five little poles, you know, that makes it a little bit Dutch intersection like before there was no protection. The intersections were just some no man's land where cars just throw themselves in and the bicycles, they just have to find their way out. Here the bicycle can quietly stop and is protected from the cars that are also turning right. This is another innovation that Paris put in place. It's the delivery zones that are in between the bicycle lane and the motorized flow. So you see this little bus can no longer access the other, I can show it here. It doesn't have to access this zone because it was just closed and it cannot park here. So this is a really nice innovation. And this is another innovation. This is the extended bus platforms so that the bicycle can continue its path and the bus can quietly stop and the cars can still continue their itinerary. Now I'll show you six maps to show you the story of what happened in Paris. This is the current state of affairs of the Paris Region Bicycle Network. And it's a so to speak bicycle network because it's not a network, it's confetti, it's little pieces that are there that are just thrown on the region. And the bicycle associations, it started actually in my town here. I invited some bicycle associations to get around the table to see what we could do together. I work for the Dutch government. So in diplomacy, I'm used to bringing countries around the table to create coalitions and I thought, hey, let's do the same thing with the bicycle scene. And we sit together and we realized something that we never realized by ourselves, namely that in our region we cannot go from one city to another on a bike. We were always fighting for little bicycle strips within our city, but we forgot the big picture, which is the region that we should make bicycle. So we said, hey, let's sit, let's, let's take a step back and let's see where we would put the bicycle lanes if we want to make our whole region bicycle. This is what it looks like on a UMAP, on an open street map. We got nine bicycle lanes, seven of which are in red and two are blue because they go along the rivers, Seine and Marne. So this is the plan that we drafted together to make our region bicycle. And we thought, well, this doesn't look very sexy. So let's make it look nice. And here you go. This is what we drafted with some professional help because we are a super big network. So we have lawyers, designers, we have everything we need. And here you can see really what this transportation network looks like. And now comes the most important part of my explanations on this network. The reason why this worked so well and why the politicians accepted it is because it is a copy of the real way network of the region. It's exactly the same thing. It has the same line, same number of lines. The lines have the same color. The name is the same because the metro network is called RER. We also call it the RER, our bicycle network, but we call it the RERV from Velo, that means bike. And we just, the little differences that we have the Seine and the Marne line, but basically people who look at it, they immediately know that this is a network and not just some bicycle path for leisure. And this is the map that Bruno just showed us because what I showed you here, it's a concept for now. Politicians said, hey, we want to finance it, but it's going to take some time. Well, now we need to start immediately because of the corona crisis. And so we send letters to all the departments around Paris, 12 million inhabitants, and they agreed to create some corona bicycle lanes. But for us, it was important so that the people could see where they run, where they are. And so on this map, you can see the, in gray, the plants. Well, it's already old now, but if you go to the website of the Collective Vélodie de France, this Bicycle Association, you can find this in real time. Here you see the plants and in red you see the ones that are created and in orange too. The red ones are actually already there and the orange ones are the corona cycle lanes that are created. So this really helps people to see that actually they never realized that they lived so close to their job on a bicycle distance. This is just a visual tool that people need to get around. And now I'll go to my last part, which is the human story behind it. It started on one May 2018 in my city. As I said, I said, well, let's invite people. Let's just get to know each other. Let's get around the table and have a nice lunch with a nice glass of wine. And then give everybody the opportunity just to present him or herself and her associations. What do you do? What are your challenges, etc. And then in the second part of the day, we decided to identify some ideas that we can work on together. And that generated so much energy that we immediately realized that we needed to do this on a regional level. This was just so fantastic. And so the next step was this. There's a bigger bicycle federation, one of the bicycle federations in our region. It's MDB that said, well, we are going to organize some negotiation sessions in which we're going to try to put all these bicycle associations around one table and to get to agree on a charter or on some values that we would like to present. So this is one of these meetings. It was very symbolic. It was very powerful because bicycle associations, maybe especially friends, they don't agree on many things. And our challenge was to agree. And we managed to do so. And another powerful instrument that we have as a bicycle association. It is this guide that was made by one of our bicycle associations. It's Parianselle. They said, well, let's go to the Netherlands to see how they were able to create a bicycle infrastructure on which everybody can bike safely. Even a child that's seven years old and just write a little book about it. That's what they did. Here it is. It's online. You can download it. It's free. I mean, would be nice to give some money because they made it in their own time. And it shows pictures from France and from the Netherlands. So you can immediately see why things are working in the Netherlands and why they don't work in France. For example, the intersections that I just spoke about. So this is also a big asset of our network. And then this is, I think it's my last picture. This is where the RERV started. With a couple of people who said, well, this is the map. Let's start drawing literally with markers to see where we're going. And so this is just to show you that when citizens like you and me decide to work together and to draft an idea that they really think is able to transform a region. And if they can present it in a professional way with some professional help with some employees possibly because one of our federations has employees who could really help us to do the job because we're just people who do it in our free time. And it just worked out and it's becoming very big. Yeah, this was the last picture of my presentation. How many minutes do I have left? Two. Okay, then let me just, I think what is important to remember from this is that it's really the power of the citizens. Instead of waiting for politicians to have a brilliant idea and start talking to us about it. Well, we saw, let's start ourselves and let's just do it just like the Netherlands because the current guide, the co-guide, it was actually a version that was made on the basis of what citizens made. So I really have the impression and maybe it's a nice way to end this presentation to react to what Bruno just said. I think indeed that we're reliving some kind of 70s moment where citizens stick together where we also have a kind of oil crisis, the yellow vests crisis that we've gone through some time ago. And this is basically an oil crisis because all the prices are getting higher and that's why it got sparked. It's also a road security crisis. More and more people, they're sick of the fact that they cannot just use an alternative to the car in a safe way on the street. I mean, that's also what Bruno showed very well with this national survey that was done that really unveiled that, that people are just sick of it. That people started talking about it, that we're having a global debate, not a global but a national debate about safety. And also the fact that the traffic jams, I mean, the region where I live, I mean, it's always stuck. Whether you have one lane or six lanes, they will always be stuck. So if you really add up all these things, you get to a situation where you can change things on the condition that you're many people, that you're well organized and that you know what you're talking about. And it's these three things that we put together in the Collective Philippe de France to create change and that change is now happening in the Paris region. Thank you for your attention and over to you, Meredith. We have a few questions that have come in and maybe we can just sort of throw them out to both of you and you can both react. So one was about this, this sort of idea that this is a window of opportunity and I, this also comes up an interest of mine too that, you know, is this, are these sort of tactical changes a response to only the pandemic or is there actually a more underlying urgency that that is being responded to. And then what is the future of the changes? How are politicians and organizations, advocacy organizations, citizens group, community groups, how are they supporting, you know, or facilitating the ideas of bringing this to a more permanent situation. So what, what do you guys have any insights into into this question? You want to start Stein or should I go ahead, go ahead. So to thank you to answer the first question. I can say with almost certainty that we wouldn't have seen this rhythm of change so fast without COVID. Absolutely certain. There was some plans to make things happen, but at this level. You know, usually what you've seen in the city of Leon just the lines, the yellow lines on the surface. It took them three weeks to agree on how it should be done. And they did it very quickly because it was COVID and it was an emergency. Usually it would take weeks, even more weeks or month for this to happen. So this amount of change took so much effort. Because of the COVID, I'm almost sure that it wouldn't happen that way if it wasn't for the sanitary crisis. So that's the first thing. Is it going to be permanent afterwards? I think Stein can answer this particular part for Paris, but I know in Paris they have created this Rue de Rivoli. Central access where you have two third of the street, which is now booked only for bikes and people using the streets and not using cars. And they're looking to make it permanent. City of Paris today announced that if the current mayor is going to be elected again, she will make a 30 kilometers an hour area all across Paris. So change might happen. COVID definitely pushed the cycling message. Then it's for us to see the acceptance of the public, which seems that sometimes change is not linear, and also how the politicians are going to react in embracing change. Just to add to this, I think Paris is not the most interesting. Paris is the most spectacular. Paris is the locomotive. It's the, how do you call it? It's the engine of the train. That is why Paris is interesting. But the biggest revolution is actually happening in the banlieue, in the suburbs. That's where the tensions between the cars and the bicycles will be highest because the pressure of the cars, the car lobby is bigger. Because you see these four lane highways that are now just two lanes for cars and two lanes for bicycles. And of course there are much more cars now in waiting in a traffic jam than bicycles. So there we have some struggle and some explanations to give. And that is what we do with citizens. We don't sit and wait for the politicians, but we go out every morning to count the bicycles that pass by. We do bicycle countings, really. We have 40 counting points and we publish the data. And what we've proven it's absolutely unbelievable is that after the first counting, I made a video. And in that video I said, because I want to be honest, I said I saw few bikers. But when I counted them, I realized that actually the model share was very high. It was higher than 10%, which is even more than what the region has as an objective. So it's just because the bicycle lanes, as you all know, it's an optical illusion. Of course they take so little space that you don't see them. So that's one thing. With regard to the future, in Paris it's going to stay. I'm completely convinced of that. In the suburbs it's going to be a bigger stripe. Actually, as we were speaking, there's a big conference with mayors going on because they're already writing letters because they want to stop it. So that's going to be something. And last remark, why was this corona crisis such a big games changer? It's because of the governance. It's not very sexy, but that's why it changed. Because before, when you made the bicycle lane, you had to go all the way from the citizen to the mayor, to the department, the province, to the prefect, to the minister, etc. And that takes months, years, and then you had to start drafting it, etc. Now all the people are sitting around one table with one goal that they have in common, namely we need bicycle infrastructure now. So instead of waiting 20 years, we just started with just a scrap bike lane, a proper bike lane, and we adjust it as we go. And that is why it worked out. Great, thank you. We have a more operational question, one about how the bike lanes actually emerge. So is it from parking space that's been now restricted? And what happened from how did that operationally occur? And any other emphasis on sort of this idea of park and ride or park and pedal for those who are driving from rural areas into towns and cities? Do one of you have an insight into the operations? So in the city of Lyon, where I'm living, what I can see is that most of the configuration that's been done is really painting on the road. And it's not about reconfiguring parking spots, or I'm not aware of them yet, but parking is a very sensitive political issue still in France, particularly in big cities. And I'm not sure the politician were looking to go on this particular fight on top of what was already out. So the idea was really to go quick. As Stein mentioned, really use the pop-up bike lane, temporary method, agile method, and do what was there. When it comes to park and ride, I know there are still thoughts in there, but it's difficult because some of them are not being used. And a few of them are very saturated. You come out at 7am in the morning, they are already full. So it's still an ongoing process when it comes to park and ride, but for sure it's going to be one of the next plans and the next challenge in the future for cities. What I can just add is that in the Paris region, it's mostly done on big avenues that are alongside public transportation lines because the rationale behind it is that you unburden public transportation. So you look for big avenues, national or provincial highways, to just take up two lanes out of four or more. So it's rather easy to do. Sometimes if it's a smaller road, you just make it a one-way road, but that's already politically very sensitive. And in Paris they have the power to do it because 60% of the Paris families don't have a car, but in the suburbs it's quite difficult. Yeah, so speaking of these smaller communities, we also had another question of what if maybe it was to Bruno, if you can give more detail about the kinds of support and assistance needed for these smaller French cities and suburbs? Yes, I believe what you've seen about the city of Nice can be transposed in some cities as well. Usually the way it was done, the pop-up bike lanes was very top-to-bottom, meaning there was an emergency, we had to find a solution, so politicians decided and they put the technical team on and it was done. For smaller cities, you have to, as Stein mentioned, to build a consensus. It's important that you put all the people around the table, a representative for retailers, representative for cultural associations, social associations, and make them speak. Particularly when it comes to matters such as how do kids go to school by bike? Well, you have to make sure you have the school around the table, et cetera, et cetera. So it's an ongoing process and it's to be done at a very local level with everyone around the table. If you do it too quickly, as we've seen with the city of Nice, you are facing potential backlash and you have people who are going to go after the pop-up bike lane. You know, some people were going saying that we're not building this for only two or three cyclists or they are not being used or they take too much space. If you don't put these people at the beginning of the reflection of the discussion, they are going to be the facto opponents of your projects. So I would suggest working in teams with each representative in smaller cities. The good thing is in smaller cities, things tend to happen quickly because the layers that Stein described is smaller. So you can have quicker decisions. And what you can add when you're talking about smaller cities that just even smaller cities, they are parts of a bigger puzzle. So what you need to show them is that they're part of this bigger infrastructure. I mean, I grew up in a super small village. It's still super small, 1,300 inhabitants. And I had to go to school five kilometers away. So if I had a bicycle association in my little village, I could have never done anything, I mean, basically speaking. But when you can show that you can connect these cities and have all the children go to this school in the other city on a bike, that completely changes the situation because five kilometers, it's just the distance that you can easily do by bike. And I think that that is the challenge to see. And the governance in France has not made that way, but because a mayor is only the boss of his or her own streets. So it's not very interesting for that person to think about streets outside the city. And that's where the citizen power comes in. That's where the citizens have to say, hey, okay, I live in Fontenay-Rose, but I work in L'Eile-Rose. So please make a bicycle lane in between us. And for that you need the citizens to put really literally the mayors around one table and to get them to talk together about bicycling. It's already quite something for mayors to have a meeting at the same time because they're important people, etc. And then also talk about a strange topic like bikes. You know, for that you need a lot of noise and that is what we made in a very professional and serene way, I have to say. What's interesting to see after this COVID crisis is that even before mayors used to five years ago laugh at you a little bit when you were talking about bike policy. Now they listen and they almost put it in their program for the municipal election or they put it as a centerpiece of the program. So, mentalities are changing slowly, but they are changing. And it's very encouraging when you see the states of what it was about five years from now. Great, yeah, and maybe on that note of governance and, and orgware, are there any, is there any insights about how the, how the tactical approaches have been delivered in terms of, you know, how they're making the changes on the ground? Are they using, you know, volunteers? Is it just based on, you know, staff capacity? I mean, staff resources already really tight for a lot of municipal cities. And so how are they, you know, how are they mobilizing? How are they mobilizing their, their, their own staff and community? Do you want to reply? Yeah, even that is, that is fluid. We see, for example, that the provinces who are competent for the province roads, the departmental, they can't, they can't do it all because it's too much work. So they agreed with other layers. It's a bit complicated in Paris region to help each other out, which would be imaginable just, just some time ago. But as these other, this other administrative, administrative layer also has to find some political interest because other elections are coming up. They're interested in doing so because these mayor, they want to show off, they want to show that they're capable of looking at the future and have a real vision in favor of the bike. To answer your question, Meredith, most of the configuration you've seen were taken care of by the municipalities. Although we see some actions, pop-up actions in Paris, for example, beginning of this week, Stein might confirm that with me. They have located small panels because you had the lanes, but you didn't have any signals to show the pop-up bike lane. So they have put this 330 signals across Paris on the main lines that are following the metro lines, just as Stein was saying. And now you have a color code and you follow the line all the way through, which is very comfortable when it comes to bike riding. And that's a pure citizen initiative. It was done by Paris-En-Salle. Because what I just showed you, it's the RERV. It is the big regional bicycle network. But in Paris, you have the metro. Everybody knows the metro. That comes from the word metropolitan. And this bicycle association drew a vilopolitan, the bike metro, which is the same thing. It's also a network, but on the surface with bicycle lanes. So again, they did the same trick that we did with this regional bicycle network. They made a copy of the metro network with the same colors, and they just drew the lines on the streets. And now actually, just as you said, they also put up these signs. And it's something that we are completely in this bubble. We know that it exists. We see this map all the time. But the people who you want to reach, they have no idea that it exists. So you need to use all the power you have to get the message out there. And that means that you need to go literally in front of the eyes of people to say, here, that's where you are. That's where you can go with the destination, with the color, with the arrow. And that is how you slowly, slowly get people to use this infrastructure by making it visible. It's so obvious, but still it's super important. We had a few people join. I think maybe sometimes got mixed up. But just a reminder that this is going to be this whole meeting has been recorded and it will be up on the Urban Cycling Institute YouTube. YouTube channel. So for those who have missed some of the conversation, you can join there. We have maybe one more minute. I have to go pick up my children, but in a few minutes, but I have made Stein and Bruno co-hosts. So you guys can all continue the conversation together in a more informal atmosphere. But maybe one last question that's come in is that, you know, we do know a lot of research has come out on the benefits, the economic benefits of cycling. But maybe there has been some new, you know, new exciting evidence on these tactical measures and, you know, the economic benefits for neighborhood communities. Do you know of any reports that have come out recently showing this type of data that could then benefit others who are trying to convince decision makers? I am aware of a report. 2003 reports. That's kind of a long time ago. That was showing 10 to 15% increase in terms of monthly expenses for people coming by bike as compared to people coming by car. That was in 2003. Now I know that someone from the Ecology Authority, Mathieu Chassignet in France, is leading some works in that particular case. So he's talking cycling and walking. What does that do to businesses? But I can refer to this study to people who are interested. I don't have the number in my head, to be honest. Yeah, I love this question because of course it's all about the money. But the funny thing is that strangely when you talk about money in a bicycle situation, people don't listen. Because actually there is a report. I just tried to look it up on my Twitter account because I tweeted it that calculated officially that I think that the spin off of a bicycle infrastructure was something like you save, you know, 20 million, 20 billion euros or something. I mean, it's a huge amount. It's just completely crazy. You know, and so I would say, I think I tweeted it saying something like, well, this is the report. As of this report, you know, we should just start building the bicycle infrastructure. But it doesn't even become the topic of a conversation, strangely. It's because I think that the real barriers there in our heads, they're in our heads that in France, I'm talking of course that the bicycle, it's leisure, it's sport, it's complicated. It's you do it when you're poor person, you see the cultural image that you have, you do that when you have a problem, you know, it's, there's so many things against biking that you can tell whatever you want. You can tell that you get money for free, even then people will not start biking. People will start biking. When you create the bicycle infrastructure, just as was done in Paris, and you see more and more people hopping on the bikes, and that is what is happening now. And I think that will be much more powerful than, you know, the many numbers we have. We know that the traffic jams in Paris, they cost something like 22 billion euros per year, because people are doing nothing in traffic jams. We know that road insecurity cost 50 billion euros every year, because of, you know, all the accidents, etc. And the fact of sitting all day on the chair and not moving also cost 17 billion euros every year. But these numbers, I mean, we use them, but the best advocate of a bicycle is the bicycle itself.