ThinkBike Workshop. Los Angeles September 22-23, 2011

Transcription

1 September 22-23, 2011

2 The Experts Cor van der Klaauw Groningen Province Richard ter Avest Goudappel Coffeng Consultancy

3 The Experts Tonny Bosch Goudappel Coffeng Consultancy Hillie Talens CROW

4 Cycling in the Netherlands Philosophy and Measures for Increasing Bikeability Hillie Talens Project Manager CROW and Bicycle Ambassador Fietsberaad

5 Who is she? 5

6 How does she travel? 6

7 Content Facts & Figures Benefits for Society The Dutch Touch Bicycle Infrastructure (Engineering) Enforcement & Education Conclusions 7

8 Bicycle Ownership 1,2 1 0,8 1,11 0,83 0,77 More bicycles than people 0,6 0,4 0,67 0,63 0,50 0,45 0,40 0,40 0,34 Number of cycles per inhabitant 0,2 0,18 0 8

9 Bike Share: Comparison Netherlands 27% Denmark 18% Germany 10% USA 1% 9

10 Bike Share in the Netherlands Total modal split 27% 34% of all trips < 4.5 miles 15% of trips miles Groningen en Zwolle > 50% 10

11 Trip Motive 100% 90% 80% 70% 60% 50% 40% Car Bicycle 30% 20% 10% 0% Commuter travel Business trips Services/personal care Shopping Education Visit/stay Social recreational Touring/hiking Other Total 11

12 Daily Trips Average daily nr. of trips by gender 2 1,8 1,6 Daily nr. of trips 1,4 1,2 1 0,8 0,6 Women Men 0,4 0,2 0 Age >75 Avg Source: RWS/AVV 2005 /MON

13 Average Distance 1km = 0.6 miles Average daily covered distance by gender Daily covered distance Women Men 0 Age >75 Avg Source: RWS/AVV 2005 /MON

14 Emotions joy fear anger sadness aversion car bike public transport 14

15 Safety - Europe 15

16 Bike Share - EU 30% 27% 25% 20% 19% 15% 10% 10% 9% 9% 8% 7% 5% 5% 5% 2% 0% the Netherlands Denmark Germany Austria Switzerland Belgium Sweden Italy France Great Britain 16

17 Safety in Numbers 1km = 0.6 miles 2 Bicycle km per person per day 12 1,5 Cyclists killed per 100 million bicycle km Italy UK Finland Germany Sweden Netherlands 0 17

18 History

19 Development in Time 1km = 0.6 miles Bicycle km pppy : - Suburbanization - Car use - Transport policy - Old fashioned present: - Suburbanization - Car use + Transport policy + Clean & Healthy Cycle fatalities per billion bicycle km Bicycle use Bicycle unsafety 0 19

20 Benefits of Cycling Sustainability Accessibility Health Liveability Economics 20

21 Sustainability No CO 2 emission (reduction by 2.4 million tons in the Netherlands) Efficient (1 liter of fossil fuel per 311 miles) Reduction of the global footprint of a country Alleviates global warming 21

22 Accessibility Consequences in Urban Areas More efficient use of infrastructure Easier access to business areas, etc. Shorter travel times (the bike is the fastest means of transport) Less congestion More efficient parking (8 bicycles for 1 car) 22

23 Health Cyclists vs. Non-Cyclists Increase of life expectancy by an average of 3 years Extra time in good health (10 years) Reduction of diseases (e.g. obesity, heart and coronary disease, Alzheimer s) More fit and less overweight children Independent and self-confident youth Reduction in healthcare costs Reduction of work absenteeism (10-15%) 23

24 Lifestyle Cycling offers: More joy and happiness Less traffic noise Cleaner air Better social integration 24

25 Economic Benefits Reduction in commuting costs More efficient transport Less need to build expensive parking spaces Sustainable economic growth Increased business in shops along bike routes Reduction in work absenteeism (10-15%) Every km by car costs 0.32 ($0.47) Every km by bike gains 0.12 ($0.18) 25

26 What makes the Dutch cycle? Flexibility Convenience Perceived safety Cost Health benefits The fastest way get around town Easy to combine with other modes of transport 26

27 Characteristics of Cyclists Muscle power Balance No crumple zones Hardly any suspension Open air Social activity Humans 27

28 Cycle Speed Design speed of 12.5 to 25 miles per hour Speed limits determined by circumstances 30 km/h-zones (residential areas) Home zones/woonerfs (10 miles/h) 28

29 Good Infrastructure = More Cyclists 29

30 Traffic / Road System Function Use Design 30

31 5 Safety Principles Functionality of roads Homogeneity of mass, speed and direction Recognizability of road design and predictability of road course and road user behaviour Forgivingness of the environment (physical and social) State awareness by the road user 31

32 3 Road Categories Through roads Distributor roads Access roads 32

33 Bicycle Traffic On/Along Distributor Roads Access Roads Not on Through Roads 33

34 Main Requirements for Bicycle Infrastructure 1. Coherence 2. Directness 3. Attractiveness 4. Safety 5. Comfort 34

35 1. Coherence Consistency Ease of way finding Mobility chain Choice (more than one possible route) 35

36 2. Directness No unnecessary detours Faster than car Constant speed Minimum delays 36

37 3. Attractiveness Psychological elements Perception Social safety Side-by-side 37

38 4. Safety Mix if possible Separate when necessary No hard conflicts Infrastructure Safe vehicles (bicycles and cars) Safe road users 38

39 5. Comfort Smooth surface Minimum stops Protection against weather Easy way finding Priority at intersections Gentle slopes 39

40 Bicycle Facilities Network Route Sections Intersections Parking Others 40

41 Network A mesh/grid width of app. 800ft Urban areas Main destinations are connected No detour Not always dedicated facilities 41

42 Residential Areas Shortcuts for cyclists 42

43 Routes: Bike (High)way More important in rural areas and between neighborhoods or towns To encourage longer distance bike commuting Priority at intersections Complete (no missing links) Separation between cyclists and motorists No detours Social safety 43

44 Street Sections: Bicycle Street Cycle route Car stays behind bicycle Two types: Ü Car in the middle Ü Car on the side More than 2000 bicycles per day Less than 500 pcu/day (two way street) Less than 2000 pcu/day (one way street) 44

45 Street Sections: Cycle Track Parallel to main road (distributor) " Mostly one direction " ft wide (depending on volume) " Car parking on the left Off street path " Two directions " ft wide " Depending on volume and mopeds " Centre marking right wrong 45

46 Intersections Priority Roundabout Traffic lights Raised intersection Tunnel Bridge 46

47 Roundabouts 4 types: " Bike on street " Bike lane " Separated path with priority " Separated path without priority With path, allow >16.4 feet of space for yielding car 47

48 Traffic Lights Bicycle phase - all bicycle directions green Advanced stop lane/box Go right to turn left No right turn on red for cars Sometimes free right turn on red for bikes Mirror to avoid turning accidents 48

49 Tunnels Gradient / grade <5% > 11.5 ft wide > 9 ft headroom Sufficient light Daylight Vision through tunnel right wrong 49

50 Bridges Gradient/grade <5% Protection against weather 11.5feet wide Cyclists prefer tunnels to bridges 50

51 Parking Safe facilities Logical location Serviceable Well fitted Sufficient space 51

52 Other Maintenance Road work zones No cyclist dismount signs No detour more than 50% (max 3miles) 52

53 Liability and Enforcement Philosophy of Dutch enforcement: Car drivers: should take the responsibility of driving vehicles that could kill should be aware of the capricious nature of cyclists (esp. children) Are always are liable when an accident occurs Cyclists: should stop at red lights should not cycle on side walks 53

54 Education Start young Safe routes to school 54

55 Conclusions Cyclist is not a pedestrian with wheels Bicycle facilities need to be tailor-made Handbooks should be for inspiration Cycling is not just a sport Bicycle is not a poor man s Mercedes 55

56 Cycling is fun for everybody! 56

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