BICYCLE PLANNING AND NETWORK DESIGN MARK BRUSSEL

Transcription

1 BICYCLE PLANNING AND NETWORK DESIGN MARK BRUSSEL

2 CONTENT OF LECTURE a) Cycling inclusive planning b) Discussion: Bicyle design, how to approach it? c) Example of a bicycle network design process d) The 5 principles of bicycle network design as developed and applied in the Netherlands e) Bicycle network design and GIS f) Two methods presented for data scarce environments

3 LEARNING OBJECTIVES OF THIS LECTURE After this lecture students should be able to: Explain the concept of cycling inclusive planning Discuss concepts of cycling network design and describe the 5 principles approach followed in the Netherlands. Appreciate the role of GIS systems in contributing to network design. 3

4 WHAT IS CYCLING INCLUSIVE PLANNING? Cycling inclusive planning is ensuring that the role of cycling is part of the integrated land use and transport planning. Its goal is to realise as much as possible the potential that cycling offers. In doing so it Contributes to meet the transport needs of individuals & society Maximises contribution to social & economic well being Contributes to Road safety Liveability Environmental quality 4

5 THE MUTUALLY INFLUENCING MARKETS Travel market (trips) Activity patterns Spatial distribution Spread in time Avoid trips AVOID Spatial planning etc. Transport market (transport systems) Availability Effectiveness Efficiency Status Costs Routes Traffic market (flows) Speeds Manoeuvres Congestion Safety SHIFT : integrated multimodal systems IMPROVE: fuels, traffic management 5

6 FINDING THE OPTIMAL MIX IN THE TRANSPORT MARKET 6

7 KEY POLICY OBJECTIVES FOR CYCLING Increasing access to jobs, facilities, education Improvement of the quality of the living environment Improving social and traffic safety Improvement of public health 7

8 DESIGNING OF CYCLING NETWORKS - HOW WOULD YOU DO IT? 8

9 DISCUSSION: CYCLING NETWORK DESIGN Is cycling network design different from normal road design? In what way is it different? Are we employing typical road infrastructure planning techniques such as the 4 step transport model? Do we need data on cycling (potential) origins and destinations Does our household survey contain this data? Is our OD trip table multi-modal? 9

10 CONCEPTUAL IDEA OF CYCLING TRIPS Large residential area, low income Large office area Large market Central business district Small residential area, high income Residential area, medium income Recreational area Map the main origins and destinations in the area and the OD-flows in between. The size of the OD-relations can be indicated with the bandwidth of the arrows. The main (potential) cycle routes can be found from the OD-flow pattern. 10

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12 THE FIVE PRINCIPLES OF BICYCLE NETWORK DESIGN 1. Safety 2. Coherence 3. Directness 4. Comfort 5. Attractiveness (source: Boudewijn Bach,1990)

13 1 SAFETY SIX WAYS OF MAKING BICYCLE TRAFFIC SAFER 1. Reduce car speeds: Traffic calming, road narrowing etc. 2. Separate traffic with significant speed differences Separate cyclists and pedestrians; Avoid cyclists or cars together on roads of more than 30km/hr Separate through traffic from access traffic 13

14 EXAMPLES SAFETY: TRAFFIC CALMING 14

15 EXAMPLES SAFETY BICYCLES AND CARS COMPLETELY SEPARATED 15

16 EXAMPLES SAFETY: WHOSE ROAD IS IT ANYWAY? BIKE STREETS: THE CAR IS GUEST Force cars to keep low speeds!

17 1 SAFETY SIX WAYS OF MAKING BICYCLE TRAFFIC SAFER 3. Make roads and intersections predictable and understandable Implement a clear road hierarchy by road function Distinguish in design between through roads for cars and cycle traffic, local access or habitat roads with pedestrian activities etc. 17

18 EXAMPLES SAFETY: SPECIAL SOLUTIONS Solution for an intersection that is different from a regular crossing to avoid conflicts between cyclists. 18

19 1 SAFETY SIX WAYS OF MAKING BICYCLE TRAFFIC SAFER 4. Change traffic circulation, e.g by: Eliminate motorized traffic e.g. in commercial inner city areas Other road designs for cars like cul-de-sacs, but leave paths for cyclists and pedestrians; If a road includes two parking lanes, dedicate one to cyclists One-way traffic routes should allow cyclists to travel two ways 19

20 1 SAFETY SIX WAYS OF MAKING BICYCLE TRAFFIC SAFER 5. Change the use of existing spaces Create public green space or parks Private gardens or properties. 6. Construct tunnels, bridges, overpasses for cyclists, pedestrians and/or motorized traffic 20

21 2 COHERENT SYSTEM 1. A complete network of cycle facilities (network level; mainly important for urban and traffic planners); 2. Freedom to choose different routes (network level; mainly important for urban and traffic planners); 3. Consistent quality (recognizable layout, primarily requires attention from designers); 4. Complete (uninterrupted) routes (primarily requires attention from designers); 5. Proper signposting (primarily requires attention from designers). FIETSENNETWERK DELFT FIETSACTIEPLAN II 5 S1 1 S0 3 S0 W0 2 6 S0 2 R0 4 S0 R01 W0 1 S02 W0 3 R03 S07 S08 S09 S10 W0 4 S11 R07 R04 S12 S13 R05 W05 S14 R06 SCHAAL 0 LEGENDA KM Fietsroute regionaal netwerk (Hoofdfietsnetwerk) Knelpunt in regionaal netwerk (Hoofdfietsnetwerk) Fietsroute stadsnetwerk (Hoofdfietsnetwerk) Ontbrekende schakel in stadsnetwerk Fietsroute wijknetwerk Ontbrekende schakel in wijknetwerk Midden Delfland route Gemeentegrens XXX Comfort verbetering (Hoofdfietsnetwerk) 21

22 3 DIRECTNESS 1. Planners should give priority to: Short routes for cyclists; Two-way cycle traffic, preferably on all roads; Avoiding conflicts with pedestrians Ways to achieve this: A finely meshed cycle network; Cycling is allowed on all urban roads where no cycling infrastructure exists Make shortcuts wherever possible; Keep cycle paths, lanes and routes as straight as possible; Ensure pedestrians have separate facilities; Favourable signalling for cyclists; 22

23 4 COMFORT Cycling infrastructure should provide a smooth surface, favour manoeuvrability and limit the need for cyclists to stop. Ways to achieve this: Minimize stops by providing right of way and favourable signalling; Ensure a smooth, comfortable road surface; Provide cycle routes that are wide enough for cyclists with children, packages or on special vehicles such as tricycles; Include natural landscaping that provides shelter from wind, direct sunlight and rain; Avoid components that force cyclists to stop, dismount, deal with unnecessary curves or right angles. 23

24 EXAMPLES COMFORT: CARPET PAVEMENT, RIGHT OF WAY, ETC. 24

25 5 ATTRACTIVENESS Cycling infrastructure should be carefully designed and fitted to surroundings so that the option of cycling becomes attractive. Ways to achieve this: Cycle routes pass through attractive and varied surroundings; Cycle routes coincide as little as possible with car and public transport corridors, especially where there is no segregation between modes; Cycle routes make use of areas with natural vigilance and other components necessary for cyclists, especially women and children, to feel safe. 25

26 EXAMPLES ATTRACTIVENESS: SURROUNDING, LANDSCAPING ETC. 26

27 COMMON PROBLEMS AND SOLUTIONS TABLE (1) Problem: 1. Speed difference between bicycles and other vehicles 2. Lack of dedicated space Tiny gaps between moving vehicles and the curb / parked cars or between 2 lanes of moving traffic. Parked cars pulling in & out; opening doors 3. Intersections Long crossing distances High speeds Signalling favouring faster modes 4. Difficult weaving movements Cyclists turning right crossing lanes Cyclists going straight, traffic turning L or R Solution: - Traffic calming (30 k/hour zones, woonerf) - Enforcement, - Segregation, parallel routes - Provide dedicated space (segregated / shared) - Alternative parallel routes - Rumble strips on the road surface - Adjust/reconstruct intersections - Reduce speed on all sides - Pre-signalling for cyclists - Adjust phasing of signals - Reduce speed where modes are mixed - Weaving lanes - Dedicated crossings 27

28 COMMON PROBLEMS AND SOLUTIONS TABLE (2) Problem: 5. Road markings: absent/ partial/ confusing Inconsistency encourages less disciplined behaviour 6. Proximity of trucks and buses Especially while turning Fast vehicles create draughts Passengers (dies) embarking 7. Detours Discontinuities in existing facilities 8. Weak enforcement of traffic laws: Red light braking Speeding (especially motorbike couriers) Car encroaching on cycle tracks (at pinch points, parking, loading) Jaywalking pedestrians Solution: - Definition of policy / standards of: having traffic lanes, cycle lanes through intersections, white lines, logos, red surface etc. - Minimize road markings within Habitat areas - Special zones for trucks and buses - Minimum bus & cycle lane width - Careful design of bus stops - Contra flows for cyclists - Run cycle tracks through intersections - Better laws and regulations - Enforcement of all laws and regulations - Segregation - Parking & loading windows - More green time for pedestrians - Educational campaigns to ensure all users understand the different rules, the rationale behind them, and how they apply to the different transport modes 28 28

29 COMMON PROBLEMS AND SOLUTIONS TABLE (3) Problem: Solution: 9. Cyclists not being seen - Cyclist and driver education 10. General abundance of traffic and parking Its general presence and sometimes erratic movements No place for social activities (incl. play) Noise & pollution 11. Bad road condition Holes, trenches Glass and wet leaves Street furniture - railings - Enforcement of proper lighting, reflectors, bells - Designs boxes that designate a stopping area for cyclists, clearly visible to drivers - Avoid designs that leave cyclists stopped in cars blind spots - Implementation of an integrated and efficient public transport system - Traffic calming (30 km/hr zones, Woonerf) - More car free areas - Diminishing the number of parked cars and strict enforcement - Regular maintenance - Remove street furniture where cyclists could be crushed up against it by turning vehicles (tight) corners - Locate lighting and electric posts out of pedestrian and cycle routes and, where possible, bury utilities, thus reducing the number of posts 29

30 APPLYING GIS IN CYCLING NETWORK DESIGN W3H What? What can GIS do for us? When? At which stage of the design process? Why? Is it beneficial to apply GIS? How? Data modeling and methods 30

31 GIS IN CYCLING NETWORK DESIGN WHAT AND WHEN? WHAT CAN GIS DO FOR US? IN WHICH PHASE OF THE DESIGN PROCESS? What? When in the design process? Analyse and visualise the cycling infrastructure in its context Model links, networks and potential routes Store relevant attribute data such as data from LOS surveys Find suitable locations for cycling infrastructure Carry out accessibility analysis Model the integration with PT Others? 31

32 GIS IN CYCLING NETWORK DESIGN WHY? IS IT BENEFICIAL TO USE GIS IN THE DESIGN PROCESS Potential benefits A more quantitative, scientific, verifiable and possibly transparent approach Spatial analysis allows for inclusion of variety of data based on location Enhanced possibilities to visualise and discuss with stakeholders Potential disbenefits: Investment in time and money to develop the system Overemphasis on (mostly quantitative) factors that can be modeled, whereas other factors can not be modeled 32

33 GIS IN CYCLING NETWORK DESIGN HOW? KEY ASPECTS TO CONSIDER AND THEIR DATA NEEDS- BEHAVIOURAL Behavioural aspects: Where do current cyclists reside? Where do potential cyclists reside? What are their main trip patterns (to where, how often, what purpose) For which trips (if any) do they use the bicycle? Is the bicycle used for Integration with PT? Which restrictions or barriers do they face? How can we model such data in GIS? 33

34 GIS AND BICYCLE NETWORK DESIGN HOW? KEY ASPECTS TO CONSIDER AND THEIR DATA NEEDS - PHYSICAL Network related What are appropriate routes to be taken by cyclists? (safe, coherent, direct, comfortable, attractive (Bach s 5 principles). Environment related: Do we need physical data that is not network related but is based on the surrounding area? (spatial context data) How can we model these data in a GIS? 34

35 HOW TO MODEL THE QUALITY OF THE EXISTING CYCLING NETWORK AND INFRASTRUCTURE? Elements 1. Network characteristics Network coherence Network connectivity Accessibility Key variables 1. Bicycle path to network density 2. Connected node ratio 3. Link node ratio 4. Alpha index 5. Network coherency ratio 6. Access and egress to a bicycle network Bicycle route directness Bicycle route safety index Route comfort index Route attractiveness index Route accessibility index Route crossability count Dimensions Per network 2. Routes Per route Directness Safety Comfort & convenience Attractiveness Accessibility Crossability 3. Multi modal integration 1. Facilitated bus stop index - Per segment - Per kilometre - Per area 4. Bicycle infrastructure 1. Infrastructure measurement and - Per segment Quantity count - Per kilometre Quality - Per area 5. Bicycle infrastructure facilities 1. Facility count - Per segment - Per kilometre - Per area 6. Bicycle operations and compatibility 1. Bicycle Level-of-Service 2. Bicycle Compatibility Index - Per segment - Per kilometre 35

36 GIS AND BICYCLE NETWORK DESIGN HOW? TYPICAL METHODS APPLIED Network analysis (shortest path, accessibility analysis etc. Overlay analysis (e.g. linking the network with other data sources such as socio-economic, or demand) Travel demand analysis, OD patterns, desire lines Suitability analysis, often including multi-criteria analysis Accessibility analysis, also competition based to determine where cycling has an edge. 36

37 EXAMPLE OF THE APPLICATION OF GIS IN BICYCLE NETWORK PLANNING AND DESIGN THE CYCLING THROUGH METHOD APPLIED IN DAR ES SALAAM identify potential links for bicycle network improvements Support decision making in bicycle network planning Basic idea: Bicycle network connections as direct as possible Directness from comparing existing and euclidian network The method provides information on how and where new bicycle infrastructure should be developed The method can be used where no or only limited bicycle infrastructure is present, but where cycling is taking place along existing transport infrastructure corridors. Given that distance is of less importance to motorized transport, the method would still indicate important connections (possibly short-cuts) away from existing corridors of movement. 37

38 THE CYCLING NETWORK DEVELOPMENT METHODOLOGY Bicycle trip generation rates (cyclist intercept or HH survey) Bicycle O & D data, trip rate and speed data combined into a gravity model in two stages. 1. Determining euclidian skim matrix (represents potential) 2. Determining network skim matrix (represents existing trips) Overlay desire lines on a grid in GIS gives bicycle demand density Same is done for the current trips based on a network assignment Divide the 2 demand density spaces (spatial demand mismatch) Missing links generated as additions to a bicycle network. 38

39 EXAMPLE CYCLING NETWORK DESIGN WITH GIS DAR ES SALAAM, TANZANIA No connectivity and access to all popular destinations. Lack of convenience and attractiveness In some areas cyclists share high volume with cars 39

40 CYCLING DEMAND DENSITIES BASED ON EUCLIDEAN AND NETWORK DISTANCE 40

41 MISSING LINKS Missing links are parts of the road network where bicycle facilities need to be established to facilitate the flow of cycling Identified in those areas where bicycle infrastructure connections are absent Results provide a firs indication based on demand, but are no final route designs 41

42 SHORTCOMINGS OF METHOD In its basic form, the method only redistributes existing trips, as the gravity model assumes a constant demand This can be overcome by adding generated bike trips, this requires more survey data and an iterative modeling approach The method would be enhanced by taking the road network right of way and/or level of service issues into account 42

43 Belém, Brazil

44 OBJECTIVE To develop a GIS-SMCE methodology for the evaluation of potential bicycle routes aiming the optimization of a cycling network in a Data Scarce Environment

45 METHODOLOGY

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47 METHODOLOGY

48 METHODOLOGY

49 Location of more likely bicycle trips origins were assumed based on available data Potential Routes Generated by Network Analysis

50 Proposed Network

51 CONCLUSIONS Data Scarce Environments? Decision Support Tool? Flexibility? Adaptability? Local Knowledge?

52 FURTHER READING Urban design and traffic, a selection from Bach's toolbox, (in your posession) Cycling - inclusive policy development : a handbook / ed. by T. Godefrooij, C. Pardo, L. Sagaris. Eschborne : Utrecht : Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ), Interface for Cycling Expertise,