OSLO CYCLING FOR ALL GET A BIKE. BREAK FREE! INTERNATIONAL IDEAS COMPETITION 5. CYCLING CITY CENTRE- OSLO

Transcription

1 OSLO CYCLING FOR ALL GET A BIKE. BREAK FREE! INTERNATIONAL IDEAS COMETITION 5. CYCLING CITY CENTRE- OSLO

2 OSLO CYCLING FOR ALL

3 OSLO CYCLING FOR ALL 1 TABLE OF CONTENT OSLO CYCLING FOR ALL 1. OSLO CYCLING FOR ALL 2. OSLO ANALYSIS 3. CONCET 4. NETWORKS FOR DIFFERENT MODES OF TRANSORT

4 2 OSLO CYCLING FOR ALL 1 OSLO CYCLING FOR ALL In cycling countries such as The Netherlands and Denmark, urban cycling is not just for the young, the brave and the male. Everyone cycles! Women, men, children, young people, old people, the poor and the rich. Even the Dutch king and prime minister use the bicycle as a mode of transport. Cycling is the most logical and everyday mode of transport within cities. Not something you need to be sportive for. Neither is it considered a dangerous activity that requires you to wear a helmet. Cycling in the city is as normal as walking. Exactly this is our vision for the city of Oslo: Oslo cycling for all. The motto not only refers to those different people that actually cycle themselves. No, when cycling becomes a mainstream activity, all the inhabitants of Oslo reap the fruit. Because a cycle-friendly city is a more attractive city. For residents,for everyone! To make this a reality, a change of culture is needed. And to change the culture the physical reality of the city needs to change. This requires that cycle traffic needs to be planned for on an equal level as car traffic and public transport. Cycling is not more important than these modes, but is equally important. Therefore all modes of transport need to be planned for in an integrated way. The ambitious goals set out in the brief will never be achieved by only looking at cycling or the creation of cycling infrastructure. Certainly in the densely used city centre, it requires a coherent and radical strategy to reduce the role of the car and increase the role of the bicycle, together with the political will to implement it! existing future Balance between modes of transport After I became a widow, I ve realized how important it is to be able to get around on your own. I never drove a car, that was my husband s job, but now I have rediscovered the joy of riding a bike! I usually follow the same route from my home to the grocery store and back again. The basket on my bicycle is perfect for groceries, and sometimes my cats get to ride in it too! CAMILLA I live in the outskirts of Oslo, where the city meets the forested area called Høybråten My office is located in ilestredet. Riding my race bike is by far the fastest way to get to work, and I cannot understand why people drive their car through the busy streets and fight over parking space. Ride a bike; it s fun, fast and fantastic! HENRIK

5 OSLO CYCLING FOR ALL 3 As a freelance graphic designer, I m flexible in terms of where and when I have to work. This allows me to eat breakfast with my children and take them to day care. We pick up our neighbors daughter on our way and roll from Torshov to Grünerløkka on my modified wheelbarrow bike. The leg from our home to Grünerløkka is quite relaxing since it s mainly downhill all the way. This is of naturally reversed on my way home and results in quite a workout, to my children s amusement. MORTEN 2 OSLO ANALYSIS I work more than full time in the parliament. I can park my Volvo nearby without any problem. I actually live only 3 kilometers away, I could almost walk to work. But parking is fast and easy, the parking fee is low, and expenses are not an issue anyway. 1. WHY MAKE OSLO A CYCLE-FRIENDLY CITY AND INCREASE BICYCLE-USE IN THE CITY CENTRE? OLAV FutureBuilt asked how Oslo city can become one of the best cycling regions in the world. Before answering this question, it is useful to ask why Oslo should want to be a cycle friendly city. I m in my second year at Oslo University and live in the East of the city. I use my bicycle for everything: to go to university and also to cycle to Beer alace on Aker Brygge on Friday night. JULIE To make Oslo s city centre cycle friendly is partly a technical issue, but whether or not these technical measures can be implemented depends on political will. The answers to the question asked above should provide ++ A BETTER ECONOMY Cycling is cheap for its user but the quality cycle-friendly arguments for politicians to support drastic measures to cities offer also create a city that is attractive for people to go promote urban cycling. shopping. Experiences in New York and cities in The Netherlands Oslo would do well to make the city cycle friendly to create: show that in streets that are made car free, sales go up. Finally studies from Denmark tell us that for every kilometre cycled, A BETTER CITY society enjoys a net profit of 1.55 Norwegian krone, while every Cycle-friendly cities are cities with a better quality of life. kilometre driven costs society 0.73kr. (add references) To make a city cycle friendly it needs to be attractive and with a moderate roll for the car. A cycle friendly city is a BETTER HEALTH people oriented city where people can interact and move A Dutch study shows that if a person switches from car to around in a clean and safe environment. This is true for bicycle, he can expect to live on average 8 months longer the city as a whole, but for the intensely used city-centre because of physical exercise, while he only loses on average 7 even more. days of life due to an increased risk of accidents. 1. This leads to the conclusion that it is dangerous to your health NOT to cycle. A BETTER ENVIRONMENT AND CLEANER AIR More cycle use and less car (and bus) use leads to less air 1. J.J. de Hartog et. al., Tijdschrift Vervoerswetenschap, March pollution in the city and less exhaust of greenhouse gases

6 4 OSLO CYCLING FOR ALL it is too dangerous MORTEN it is too much hassle to cycle between motorised traffic or pedestrians CAMILLA 2. WHY DO EOLE NOT CYCLE IN OSLO? Morten, Camilla and Julie give us the main reasons why Osloers do not cycle that much. Our observations are similar: cycling in Oslo goes together with the danger of sharing the road space with large volumes of motorised traffic and the discomfort caused by cycling between cars or pedestrians. And cycle parking facilities to lock your bicycle are scarce. Of course some people do cycle in Oslo. But cycle use is relatively low with between 4 and 6% cycle use over the past two decades and no signs of an increase. The weather is also an issue, because cycle use in summer is up to five times higher than in winter. This also is exemplary for the lack of a cycling culture. While also in The Netherlands cycle use is generally lower in winter than in summer, even with rainy weather or when there is snow, cycle use remains very high. Making roads more cycle friendly also makes cycling more attractive in winter. Finally, the reality is that currently the alternatives to cycling are relatively very attractive. ublic transport is good and covers all of the city-centre. All of the centre is also easily accessible by car. However, traffic jams and very full metros, trams and busses, actually could become a reason for people to switch to the bicycle if it were more attractive and safer to cycle. M, parking in the city centre is free! It will be very hard to find another large city in Europe where you can park for free in the city centre. When pampering car users that much, It is no surprise that people do drive rather than cycle or use public transport! But also apart from the price there are simply too many spaces to park on the street. LACK OF STRUCTURE AND HIERARCHY One of the things that strikes one when going around Oslo city centre is that most roads are used for all modes of transport: cars, trams, busses, cyclists are sharing the roads. This is not always a problem, but many streets do not have space to combine all these modes safely. Therefore we propose more hierarchy in the networks in order to give priority to certain modes of transport on certain streets and to other modes on other streets. TRAFFIC LIGHTS Traffic lights do not belong in 30 km/h zones. They create extra delay, can lead to higher maximum speeds and lead to deterioration of road safety because of road users ignoring the In the next paragraph we focus on some of the main reasons why it is not attractive to use the bicycle in the city-centre of Oslo. I am afraid my bicycle gets stolen. JULIE TOO MUCH CAR TRAFFIC While the traffic volumes on in the city-centre are not very high, they are still significant (>3000 motorvehicles/day) on most roads. And, more importantly, streets with significant car traffic are spread out all over the city-centre. This makes that few streets are truly pleasant places to cycle. TOO MUCH AND TOO CHEA ON-STREET CAR-ARKING It is shocking that in Oslo on street car parking is cheaper than off street car parking. And even more shocking: after 4

7 OSLO CYCLING FOR ALL 5 lights (e.g. cyclists or pedestrians) and cars speeding to make it to the green light. When speeds are low traffic lights are not necessary. While officially the city centre is a 30 km/h zone, it is full of traffic lights. Streets such as rinsensgate and Radhusgata have no less than 6 junctions with traffic lights! 30 KM/H DESIGN In Oslo, many streets in the 30 km/h zones are not really designed as 30 km/h zones: often asphalt is applied which leads to higher speeds than block pavement and speed humps are not applied. LACK OF COHERENCE. There is very little cycling infrastructure in Oslo city center, and where there is cycling infrastructure it doesn t form a coherent whole. At intersections there is, in most cases, no road marking to guide cyclists across the intersection. 3. WHAT ARE THE RINCILES TO MAKE THE CENTRE MORE ATTRACTIVE FOR CYCLING? Considering the complaints of our exemplary cyclists, to encourage more people to cycle in Oslo city centre we have to make it safer and more comfortable to cycle and safer to park your bike. To make this happen we apply the following principles: Reducing car traffic and on street parking in the city centre: With less car traffic, cycling becomes safer and more attractive, even before any infrastructure for cycling is introduced; Lower speeds: The whole city centre becomes a 30 kmh zone and where cyclists share the road with trams or busses, the speed of busses and trams is electronically limited to the speed of cyclists (about 18 km/h). Sharing where it is possible, segregating where it is needed: By reducing the volumes and speeds of car traffic and by reducing the speeds of on road public transport, it becomes safer to share the road. Where high volumes of bus and tram traffic or car traffic are present, cyclist need to be physically segregated from motorised traffic. Demand based cycle parking facilities: Cycle parking racks need to be placed throughout the city centre where there is demand. Guarded cycle parking facilities will be placed at strategic locations such as at railway or metro stations, in busy shopping and leisure areas and near offices. Direct routes for cycling, detours for car traffic: By creating a number of direct routes through the heart of the city centre and letting car traffic detour, where possible via the ring road, cycling becomes more attractive and safer and gets a better.

8 6 OSLO CYCLING FOR ALL 225 m 185 m 4. AN UNDIVIDED CARFREE AREA The small carfree area in Oslo (600,000 inh.) Many of the problems and solutions mentioned in the previous paragraphs can be solved with one concept that is applied in many cities. It is the creation of an undivided carfree area with parking at the edges. Currently, and even in the proposed new traffic plan, there are 500 m 750 m many direct routes for car traffic through the city centre of Oslo. (See figure on the left and on page 5) Car traffic is almost everywhere and only a very small area in the city centre forms a continuous car free area undivided by roads used by car traffic. Through traffic, leads to higher traffic volumes, often also higher speeds and hence is a danger to safe Carfree city-centre of The Hague (500,000 inh.) cycling. The figures on the left show that Oslo s continuous car free area is very small compared to cities of comparable size, such as The Hague in the Netherlands (25% cycling for journeys below 7.5 km ) and Bremen (25 % cycling of all journeys inside the city ). Most of the city-centre of Oslo is permeated in East- West and North-South direction by car traffic. 500 m 300 m Carfree city-centre of Bremen (550,000 inh.)

9 OSLO CYCLING FOR ALL 7 5. CAR ARKING TO ACCESS CITY CENTRE Cities that create large carfree areas provide car parking for those arriving by car, around the carfree area. In order to linit onstreet parking, parking gararges are constructed as shown for the Hague and Bremen. Motorists can come close to their destinations. In the case of The Hague for instance (see above), it is never more than 300 metres walk to any destination from the nearest car park: that is less than a five minutes walk! The picture bellow shows a parking garage at the edge of the car free city centre of The Hague city. OSLO CAR ARKING The map on the right shows the large amount of on-street car parking in Oslo city-centre. Throughout the centre, more than 3 km of parrallel parking is provided today, that could also be assigned to the cycle or pedestrian network. In other words, 6500 square meters of precious city centre surface is dominated by parked cars. The enlargement of the carfree area can be a opportunity to make new parking garages, such as the one on the right in and remove on-street parking near these parking garages. arking garage at the edge of carfree city centre of The Hague Traffic circulation and carparking in Oslo

10 8 OSLO CYCLING FOR ALL 3 THE CONCET A CITY FOR EOLE Our basic goal is not just to make a cycle friendly city centre, but to make a city centre for people. Quality of life is what we are after. The world s most attractive and most visited city centres all have something in common: they are pleasant places to walk and have, sometimes seriously, restricted car access. These cities are not necessarily cycling cities, more is needed for that. But a people oriented city is the basis to create a cycle friendly city. AN INTEGRATED STRATEGY FOR ALL MODES OF TRANSORT The main strategy is to realign the different modes of transport: car (traffic & parking), cycling, on road public transport and pedestrian. We have analysed these components of city transportation, taken them apart and reassembled them in a revised relationship. {fiets} Our proposal is based on 4 interventions, part of the integrated approach 1 DRIVE AROUND THE CITY CENTRE, NOT THROUGH IT By forcing car traffic to drive around the city centre, a safe and attractive pedestrian and cycle friendly inner city is created. This does not alone make cycling safer and more comfortable, it also gives cycling a competitive advantage: it makes it faster to go to the city centre by bicycle than by car. 2 ARK AT THE EDGE OF THE CAR FREE AREA AND NOT ON THE STREET Now that we made the city centre car free, does that mean that people can no longer drive to our destinations in the city centre? The answer to that question is: not entirely! ARK+WALK arking will be provided around the car free area. The central picture shows how, via loops through one-way streets or return trips in the same street, the parking lots can be accessed from the inner city ring road. ARKING NEAR THE RING ROAD Of course it is also possible to have parking garages around the ring road, or further away from the car free area. That looks like the figure below: ARK+WALK BLACK) AND ARK+BIKE (BLUE). Cycle routes provide access to the city centre from parking garage or parking lots located further from the car free core. The public bicycles can be used by those that find the walking distance to the heart of the city centre too far. ARKING FEES: DIFFERENT RATES Outside the car free area and inside the ring road, there are still streets with on street car parking. This makes that there are basically three types of parking inside the city centre. In order to encourage people to cycle (or take public transport) to the city centre, it is important that parking in the city centre is paid parking. In Amsterdam an increase of the tariffs for on street parking in the city centre led to a large increase of cycle use for journeys to the city centre.

11 OSLO CYCLING FOR ALL 9 3 DEBUNDLING AND SAFE SHARING OF CYCLING AND ON ROAD UBLIC TRANSORT 4 ALYING THE FIVE BASIC REQUIREMENTS FOR CYCLE FRIENDLY INFRASTRUCTURE To encourage people to not drive to their city centre destination, but to cycle, use public transport, drive+walk or drive+bike the following differentiation of parking tariff is proposed: - on street parking in the city centre: the highest tariff and a limited maximum parking time; - inner city parking (park+walk): the black s: lower parking tariffs than on street parking; - ring road parking (can be park+walk or park+bike): the lowest parking tariffs. Not only car traffic, but also on road public transport can be a danger to cycling. By bundling bus and tram traffic on a limited number of roads it becomes possible to guide, as much as possible, cycle routes on other routes. This we call debundling of networks. Where this is not possible, the best way of combining public transport and cycling needs to be determined. {More about this in chapter 6.} Not on a conceptual level but on a more practical one. When designing the cycle network we apply a systematic way to ensure that cycling truly is a safe and pleasant mode of transport. The five requirements to achieve that are: coherence; directness; safety; comfort; attractiveness. Different cyclists give priority to different requirements. In the next chapter we show these principles applied in exemplary situations in the Oslo Centre. Well, my route is not everywhere a pleasant experience but since I cycle quite far, I always choose the shortest route, even if it is not that safe maybe. At some places I have to cycle between trams and busses that try to stick to their time schedule or on roads with busy car traffic. If you think about it, it is actually quite dangerous. And I m an experienced cyclist...! I wish there were separate bicycle tracks or cycle streets all the way, so that we didn t have to share the streets with so many cars and busses. I already had an accident once, so I am very careful where to cycle. I never really liked to cycle. It did not seem to combine very well with my work, which requires me to wear a suit. If my employer would provide a shower and a shared car to go to meetings... Yes, then I would think about it. Coming to work by car is still most convenient. So why bother? I wish people would slow down and relax more. Everyone seems to be constantly in a hurry.even though some of the bike lanes in Oslo are good, I wish there were fewer road crossings. Last summer my bike got stolen one night and I had to take a taxi home that cost me half of my student allowance

12 10 OSLO CYCLING FOR ALL 4 NETWORKS FOR DIFFERENT MODES OF TRANSORT 1. ROOSED CAR NETWORK AND CAR FREE AREA As mentioned before, the proposed concept is to enlarge the carfree area and to ban through car traffic. The area between the arliament and Oslo S and between Grensen and rinsensgata will be redeveloped as one connected and uninterrupted car free area. Obviously, access for provisioning of shops, bars and restaurants will continue to be possible. Since various streets, such as car free Grensen and rinsensgata will continue to be used by public transport (mainly trams) these areas will not be completely free of motorised traffic. Currently, the city centre has very good accessibility for car traffic and public transport, while, because of that, cycling is not a very attractive mode in the city centre. More priority for cycling and a good structure of the different networks will be applied to make cycling a more attractive mode to access the city centre and the car a less attractive or obvious mode. By removing through car traffic and street parking, space becomes available for cycling and public space. Some of the current main car traffic axes, such as Akersgata will be converted into main routes for cycling, with some car access but no through traffic by car possible. Indicatively, additional parking garages are proposed to keep the city centre accessible by car and compensate for car parking spaces removed from the street. arking garages are accessed from the ring, either by a two way street or by a loop of one way streets. Finally, Radhusgata will be cut in two those passsing through the city centre from east to west (or weast to east) con the south side, need to take the ring road via Operatunnelen. This will seriously reduce the trhough-traffic in this part of the city-centre. roposed routes to acces parking in the city centre

13 OSLO CYCLING FOR ALL UBLIC TRANSORT NETWORK The objective of this strategy is to have a large percentage of those travelling distances up to 5 or 8 kilometres to the city centre, to come by bicycle. This will reduce the demand for public transport on those distances. For longer distances, however, public transport is the main mode of access to the city centre. The strategy proposed for public transport is the following: metro and tram are the preferred modes (clean and electric). The number of busses in the city centre is reduced where possible and busses are bundled on as few roads as possible since busses and bicycles do not mix well. tram lines are bundled on as few roads as possible in order to reduce the amount of streets that have tram tracks (and create risks for cycling); Some practical proposals: rinsensgata: in order to make this a main cycle route, busses (about 60 per hour westbound), are removed from this street and moved to Tollbugata. One way tram traffic remains. Tolbugata: becomes a two way street for bus traffic and a one way street for tram traffic. In the future it could be possible to remove tram tracks from Kongensgata and Kirkegata. These streets have few trams and are part of the proposed cycle network. The main public transport connections

14 12 OSLO CYCLING FOR ALL 3. ROOSED CYCLE NETWORK The cycle network developed by Oslo city is very coarse in the city-centre. Because of the many different destinations in the citycentre, a more dense cycle network is proposed. This network is based on the actual routes cyclists use. The main principles of this cycle network are: The cycle routes are direct routes that cut though the heart of the city-centre In most cases motorised modes (car, bus, tram) get a lower priority on these routes than is currently the case Two-way cycling is possible on each of the cycle routes There are six main cycle routes transiting the city-centre as mentioned below. These are made more cycle friendly by a number of interventions: 1. AKERSGATA There will be no more through traffic by car on this route because the central part of the route will be made car free. arts of the routes with bus traffic will be made cycle friendly by applying cycle lanes and cycle friendly bus stops. Where cyclists share the road with trams, the speed of tram traffic is electronically adapted and special cycle friendly rails are applied. 2. MØLLER GATA KONGENSGATE: 3. TORGATA KIRKEGATA: 4. GRENSEN BISKO GUNNERUS GATE - SCHWEIGAARDSGATE 5. RINSENSGATE - DRONNING EUFEMIAS GATE Now there are fewer cars in the centre, looking for parking on the streets. For me it has become safer and more pleasant now. I don t have to dodge those clumsy cars anymore Over the past years I ve seen more and more of my colleagues come to the office by bike. I ve only recently started to cycle to work and I am still in a transitional phase. The government now really supports it and employees are actively discouraged to come by car. Now only those who live far from work and public transport can get a free parking space. 6. RADHUSGATA All the other parts of the proposed cycle network also benefit from less car-traffic driving into the city-centre and proper design of cycling infrastructure. MORTEN OLAV

15 OSLO CYCLING FOR ALL MØLLER GATA KONGENSGATE 3. TORGATA KIRKEGATA: I love the new cycle street on Møllergata. There are very few cars and the wide area available for cyclists makes it very easy to cycle with the wheelbarrow bike. I like the way they changed my route to the shops through the pedestrian area on Torggata. edestrians now know where to expect cyclists, so there are fewer conflicts. Also the intersections are now clearly marked which makes it safer to cross. I used to be quite scared, actually. MORTEN CAMILLA MØLLER GATA KONGENSGATE Also on this route the central part near Karl Johansgate will be car free thus inhibiting car traffic to drive from north to south through the city centre. The northern part of Møllergata will be designed as a cycle street: Car traffic can access here but is a guest while cycle traffic gets priority. On Kongensgate, where there is a tram track a two-way cycle track provides a safe cycling facility. TORGATA KIRKEGATE The pedestrian part of Torgata is currently already used as a cycle route. We propose a visually segregated cycle route here in order to get a natural segregation of cyclists and pedestrians. The concept here however, remains that this street is a pedestrians priority area. Cyclists are guests. Other parts of Torgata and Kirkegata need redesign in order to make them safer for cycling. Because Kirkegata is not often used by trams, removing the tram lines would be very beneficial for cycling here.

16 14 OSLO CYCLING FOR ALL 4. GRENSEN BISKO GUNNERUS GATE - SCHWEIGAARDSGATE: Schweigaardsgate used to be an extremely dangerous route with heavy traffic, but since they provided separate bicycle tracks it has become a fast and safe route. I also no longer mind the parts of my cycle route on the tram tracks via Grensen. Since they limited the speed of the trams and busses, removed car traffic and closed the tram rails with rubber, it is not really dangerous anymore. I sometimes even have to break because I cycle faster than the trams and busses. 5. RINSENSGATE - DRONNING EUFEMIAS GATE I have to admit that, since a short while, my cycle route to work via Dronning Eufemias Gate and rinsensgate is fantastic. They recently replaced the narrow on-road cycle lanes beside the busses on Dronning Eufemias gate by wide segregated cycle tracks on each side of the road. Much safer and more comfortable. And cycling on rinsensgate along the tramline and without cars and busses! For a cyclist it doesn t get any better on what used to be a road I certainly wouldn t cycle! HENRIK OLAV GRENSEN BISKO GUNNERUS GATE - SCHWEIGAARDSGATE: In order to make Grensen a more cycle friendly street, three measures are proposed: trams and busses are electronically limited to cycle speed (about 18 km/h); the tram rails are replaced by cycle friendly tram rails (with rubber in the open part of the rails); when increased cycle use is replacing bus journeys: a lower frequency bus service is applied (particularly in summer). Schweigaardsgate will get physically segregated cycle tracks. Roads with two lanes of motorized traffic per direction or more always need physically segregated cycle tracks to ensure sufficient road safety and comfort for cyclists. RINSENSGATE - DRONNING EUFEMIAS GATE rinsensgate will become a car free street. All traffic lights are removed and busses are moved to Tollbugata which now becomes a two-way street for bus traffic. Because through car traffic will also be removed from Tollbugata, this is no problem. This allows for rinsensgate to become a top quality cycle route as shown on page (visual). On Eufemiasgate segregated cycle tracks rather than cycle lanes make this a safe and attractive cycle route.

17 OSLO CYCLING FOR ALL RADHUSGATA The most direct route to Aker brugge is via Radhusgata, but this street used to be full of traffic lights and the narrow cycle tracks were not very safe to cycle at night. Since there is no more through traffic here and wide cycle lanes and cycle tracks are made it is a great route. And without the traffic lights it is a lot faster as well! Even after quite some beers I feel comfortable cycling here. And I love that they made a guarded cycle parking at Aker brugge. It costs 10 crowns for a night, but now I know for sure I find my bicycle back at the end of the night. JULIE Ingrid on new profile of Radhusgata RADHUSGATA Radhusgata continues to be an important access route to the city centre. However, through traffic will no longer be possible here because the road will be cut in two. The central part of the road will be oneway. Both the eastern and the western part of the road become part of a traffic loop to access parking garages. The road will be redesigned as a 30 km/h street with granite block pavement, wide cycle tracks and a cycle lanes.

18 16 OSLO CYCLING FOR ALL 5 RINCILE CROSS SECTIONS EXISTING AND ROOSED Møllergata

19 OSLO CYCLING FOR ALL 17 Torgata - Kirkegata

20 18 OSLO CYCLING FOR ALL Radhusgata

21 OSLO CYCLING FOR ALL 19 rinsengata

22 20 OSLO CYCLING FOR ALL Schweigaards gate

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