Barbara Auer Mobility section, Department of Public Works and Transport, Canton of Basel-City

Transcription

1 Quelle Abbildung: TEB Intermodal transport - key factors for a successful cooperation of sustainable transport modes Barbara Auer Mobility section, Department of Public Works and Transport, Canton of Basel-City Velo-City Global 2012 Conference, Vancouver slide 1

2 Content ABSTRACT OVERVIEW AND TRAFFIC POLICY INTERMODAL TRANSPORT 1. Significance of intermodal transport 2. Key factors for cooperation 3. Bicycle traffic requirements 4. Example train / bike from Basel 5. Conclusions Velo-City Global 2012 Conference, Vancouver slide 2

3 ABSTRACT As the centre of an agglomeration of almost inhabitants Basel relies on sustainable means of transport. To conserve its status as a liveable city and a modern business location it is important that an essential part of the modal share is covered by public transport, cycling and pedestrian traffic. In Basel the sustainable transport modes show a high level of quality, especially the local traffic network (busses, trams) and the cycling routes. Basel started to improve the exchange between the individual sustainable transport modes more than a decade ago so as to persist as strong pillar within the mobility range. In addition to easy and short transfer Basel realised that it is also important how one gets to the transfer hub and how safe it is to change means of transport. The railway stations are continuously being upgraded to intermodal transfer platforms. Station squares have been redesigned to be more pedestrian friendly. Carry-on bike transport is now permitted for a charge on the entire transport network of north-west of Switzerland (TNW). Bicycle stands are being added to tram and bus stops (Bike & Ride). Serviced and supervised parking stations for bicycles, called Veloparking have opened and still more are planned. A high standard cycling infrastructure now leads from the residential areas and the town centre to these stations. The best example regarding intermodal passenger transport is the main train station. Until the year 2000 it was unattractive for bicycle and pedestrian traffic. There was a shortage of sheltered bike parking facilities. Bicycle routes to the station were missing or unsafe. Starting from then the traffic infrastructure was improved based on a master plan. Beneath the redesigned station square a Veloparking with places was opened. The success of this modern intermodal platform was impressive. The number of bicycle parking facilities around the main station had to be raised considerably in the following years. The Veloparking was extended to places. Another sheltered facility with 700 places was built. Smaller peripheral facilities were enlarged. Today there are bicycle parking places at the main station, all equipped with stands as prevention against toppling over, mostly sheltered and in close proximity to the platforms. As this still doesn t meet the actual demand the and the Swiss Federal Railways (SBB ) are preparing a strategic concept for the development of bicycle parking facilities up to double the amount of today. Velo-City Global 2012 Conference, Vancouver slide 3

4 ABSTRACT Background The perimeter of the Basel agglomeration includes four Swiss cantons (all or in parts) and neighboring regions of France and Germany. It is obvious that Basel has to manage a lot of traffic needs. In order to handle it in the best possible way for its inhabitants and its economy Basel focuses on sustainable mobility to limit the negative effects of motorised traffic. As the distances within the city are short and local public transport is a long time key player on the streets of Basel it is obvious to promote intermodal passenger transport. Methods and instruments For all sustainable means of transport there is a clearly defined network in Basel. To coordinate these networks with each other was one essential step. The other important point was to link them in a way that transfer between different modes is short and easy. And is also combined with necessary services and redesigned facilities for better access. The railway stations were thus subject to extensive master plans which also included the development of the urban surroundings. Bicycle and pedestrian traffic measures are financed through a global fund for the improvement of their infrastructure. Results 76% of the modal share in Basel goes to sustainable transport. The Veloparking at the main train station was extended twice and is once again at full capacity. Therefore a new concept for bicycle parking at the main station is in progress. It should lead to approximately a duplication of the bike parking places. Conclusions Coordination and improvement of the networks of all sustainable transport means and high quality transfer platforms leads to an increase of intermodal passenger traffic within a few years. This helps to handle urban traffic problems especially where the available space is limited e.g. in the center and at (regional) public transport stations. Velo-City Global 2012 Conference, Vancouver slide 4

5 OVERVIEW AND TRAFFIC POLICY a) Canton of Basel-City b) Transport system c) Traffic situation d) Legal basis e) Planning policies for urban mobility f) Bicycle traffic in general Velo-City Global 2012 Conference, Vancouver slide 5

6 a) Canton of Basel-City Situation Inhabitants (2011) Area Structure City of Basel Border triangle of France / Germany / Switzerland, intersected by the River Rhine Canton Basel-City = 3 municipalities, (Basel ) No specific city administration! 37 km 2 High-density area (7000p/km 2 ) Central city of the agglomeration (with half a million people) and of the wider region Tri-Rhena (ca. 2 Mio. inhabitants) Velo-City Global 2012 Conference, Vancouver slide 6

7 b) Transport system Important (inter)national intersection City of short distances, narrow streets, small squares, shared spaces High quality level of local public transport (bus, tram), regional train system Dense bicycle network, pedestrian zones in city center Traffic calming zones in residential areas Velo-City Global 2012 Conference, Vancouver slide 7

8 c) Traffic situation Motorization (2010): 322 cars/1000 inhabitants 40% of households without a car 56% of population owns a season-ticket for public transport Modal Split 2010 (social data): Inhabitants of the city of Basel pedestrians cyclists public transport motorised private transport 29 % 20% 28% 23% Velo-City Global 2012 Conference, Vancouver slide 8

9 d) Legal basis Constitution of the Canton of Basel-City Encouragement and coordination of a sustainable, economical and energy-saving mobility Priority for public transport Velo-City Global 2012 Conference, Vancouver slide 9

10 e) Planning policies for urban mobility urban und environmentally compatible mobility, reduction of the negative impacts of car traffic sustainable mobility: - Enhance pedestrian / bicycle traffic - Priority for and promotion of PT amended utilization of the available road capacity existing parking area is used by inhabitants and costumers Velo-City Global 2012 Conference, Vancouver slide 10

11 f) Bicycle traffic in general Strength of the cycling policy in Basel: Bicycle traffic on political agenda over 30 years Integrated part of overall mobility Directive plan on cycling policies - Clear definition of cycling network and bike&ride sites - Declaration of necessity of bicycle measures on main streets - Cantonal standards and requirements Programs for planning + implementation of cycling measures Efficient financing model, defined regulation concerning cost responsibility Velo-City Global 2012 Conference, Vancouver slide 11

12 f) Bicycle traffic in general Vision: Basel, the most bicycle & pedestrian friendly city in CH Attractive cycling infrastructure facilitates: - Fast and secure cycling - Close and easy parking Space for pedestrian traffic thanks to: - Pedestrian zones and residential zones - Attractive footpaths between urban quarters - Attractive footpaths to nearby recreation areas High acceptance of pedestrian and bike traffic by means of: - Information campaigns - Range of services and training programs, especially for children and teenagers Velo-City Global 2012 Conference, Vancouver slide 12

13 f) Bicycle traffic in general Velo-City Global 2012 Conference, Vancouver slide 13

14 f) Bicycle traffic in general Infrastructure network of 150 km for bicycle traffic (130 km realized, > 10 km in process) Separate bicycle lanes on main streets Improvement of dangerous crossings Improvement of the bike parking situation Bike parking at main station (1 700 places) and at St. Johann station (300 places) Velo-City Global 2012 Conference, Vancouver slide 14

15 f) Bicycle traffic in general Operational Introduction of low speed zones (30km/h) Traffic restrictions in the city centre Bus lanes with bicycle admittance One-way streets with two-way bicycle traffic Indirect left turns for bicycles at traffic lights Sign posting of Cantonal and leisure routes Velo-City Global 2012 Conference, Vancouver slide 15

16 f) Bicycle traffic in general Promotional Bicycle city map (2002, 2011) Brochure on cycling policy Promotion campaigns Educational Driving lessons for pupils (traffic rules, road safety) traffic behaviour campaigns bicycle training courses for children Strategic New strategy for increasing the modal share of cycling and pedestrian traffic (2010) Velo-City Global 2012 Conference, Vancouver slide 16

17 INTERMODAL TRANSPORT 1. Significance of intermodal transport 2. Key factors for cooperation 3. Bicycle traffic requirements 4. Example train / bike from Basel 5. Conclusions Velo-City Global 2012 Conference, Vancouver slide 17

18 1. Significance of intermodal transport Significance from an all over traffic view Working place living place leisure place Enlargement of urban catchment area of the core city by better development of PT / mot. private traffic Subdivided trips bicycle as solution for the first/last mile Increase of the modal split of sustainable transport modes due to combined mobility with cycling / PT Velo-City Global 2012 Conference, Vancouver slide 18

19 1. Significance of intermodal transport Basel: tri-national agglomeration (3 countries and 4 cantons) improving exchange between individual sustainable transport modes to handle traffic problems Increasing importance of the regional public traffic: traffic performance of the Regio-S-Bahn S1 + S3 Velo-City Global 2012 Conference, Vancouver slide 19

20 1. Significance of intermodal transport From the cycling perspective Last mile faster with bike than PT higher flexibility on parts of the chain of trips Enlargement of cycling radius Attractive and wide range of mobility alternatives Velo-City Global 2012 Conference, Vancouver slide 20

21 1. Significance of intermodal transport From the PT operators view Catchment area of stops/stations is larger with bicycle traffic Use of bicycle contributes to the use of the regional / peripheral PT capacity Cyclists reduce peak traffic of local PT, for example between city center and main station Reduction of peak traffic in city center More passengers due to larger catchment area of PT stops/stations Graphic: Velokonferenz Schweiz, August 2009 high Usage of PT low City center Periphery Velo-City Global 2012 Conference, Vancouver slide 21

22 1. Significance of intermodal transport Requirements for railway stations Getting on and off and changing (mobility hub) Parking (Bike&Ride, Park&Ride) Bringing and fetching (Kiss&Ride) Informing, booking (information hub) Shopping, eating (service hub) Staying (place to dwell) Velo-City Global 2012 Conference, Vancouver slide 22

23 2. Key factors for cooperation Who benefits from this situation? Main station square in Basel 1995 Velo-City Global 2012 Conference, Vancouver slide 23

24 2. Key factors for cooperation Attractiveness of combined mobility: Available and functional interfaces between traffic modes to be combined In compliance with passengers needs and efficient stations comfortable, well equipped changing facilities with functional and commercial services Good transfer connections, suitable stopover facilities, adequate passenger information, safe access to public transport and sufficient, user orientated services at less frequented times Velo-City Global 2012 Conference, Vancouver slide 24

25 2. Key factors for cooperation Advantages of high quality bike parking facilities at stations From the cyclist s perspective Contribute to high acceptance Reduce danger of theft and vandalism / damage Weather protection Cyclists feel that they are taken seriously Possibility of a wider range of offers for cyclists Velo-City Global 2012 Conference, Vancouver slide 25

26 2. Key factors for cooperation Advantages of high quality bike parking facilities at stations From the pedestrians and PT passengers perspective - No conflicts with cyclists in pedestrian areas, no tripping hazards and bottlenecks due to disorderly parked bikes - More attractive and safer railway station surroundings due to tidiness - Less crowding in PT und at the station entries due to reduction of peak traffic Velo-City Global 2012 Conference, Vancouver slide 26

27 2. Key factors for cooperation Advantages of high quality bike parking facilities at stations From the urban planning and local economy perspective - Attractive entry to the city - Inviting for the development of the station surroundings - Central business location with lots of costumers - Ideal usage und customer attraction for economically profitable areas - Railway stations are the calling cards of railway operators Velo-City Global 2012 Conference, Vancouver slide 27

28 2. Key factors for cooperation Key players for intermodal hubs Country Federation Canton/Transp. Assoc. Municipality Transport Associations Real estate Infrastructure Transport company Other service providers Car Sharing Kiosk Taxi etc. INTERMODAL HUBS (IMH) Indirectly affected Population Residents Lobbies, e.g. Environment Directly affected Passengers Other traffic Shoppers / visitors Lobbies Investors Reference: Forschungsauftrag SVI 2007/014, Dezember 2011, Velo-City Global 2012 Conference, Vancouver slide 28

29 2. Key factors for cooperation Get political assignment = authorisation! Engage key players = support! Possible parties for bike parking at railway stations: - State / Federation - Traffic and municipal planners, police - Railway station operators - Transport companies, transp. assoc. - Commercial providers, businesses - Bike and PT lobbies - Engineers, architects, designers - Social welfare office, unemployment office - Tourism - Other transport associations Cooperation Premises: - all side s willingness - fixed organisation - stable framework - standardised process Velo-City Global 2012 Conference, Vancouver slide 29

30 2. Key factors for cooperation Possibilities for initialising projects at railway stations: Top-Down: municipality / transport association All types of intermodal hubs Bottom-Up: groups / from the region Especially for stations with an urban or local relevance Master plans: mid- and long-term measures to interlock traffic and spatial development; strategic idea for a target oriented approach Especially for stations with a national or regional relevance Non standardised process: Power structure and alliances are important Especially for stations with an urban relevance Source: Forschungsauftrag SVI 2007/014, Dezember 2011, Velo-City Global 2012 Conference, Vancouver slide 30

31 3. Bicycle traffic requirements Quality requirements for bike parking facilities (Directive bicycle plan Basel, draft 2012) Quality requirements Proximity Safety Comfort Aesthetics Functionality Public safety General objektives Bike parking facilities are as close as possible to the destination. They can be accessed from the street in a safe, conflict free and comfortable way. Bike parking facilities offer protection from theft, damage (e.g. due to toppling over) and vandalism Bike parking facilities are simple to use. They offer enough space for special bikes and bike trailers. They protect bikes against the weather (rain, snow etc.) Bike parking facilities comply with aesthetical requirements which are independent from the immediate place of location and the small scale placement. Bike parking facilities have a simple and elegant but sturdy construction design which can easily be removed for events. The facilities can be passed by pedestrians if no bikes are parked. Public safety is warranted (e.g. by lighting) Velo-City Global 2012 Conference, Vancouver slide 31

32 3. Bicycle traffic requirements Location of bike parking facilities at railway stations: Connection to bike network Easy to find / visibility of the entrances Access on bike as far as possible Direct and fast connection to/from platforms Close to railway station / platform Don t use periphery waste areas Velo-City Global 2012 Conference, Vancouver slide 32

33 3. Bicycle traffic requirements Organisation of bike parking facilities at railway stations: Short and long term facilities Comfort and security against theft / vandalism Weather proof (a must if a fee is charged) Clearly arranged, light / lit premises Appealing functional design, identity Adequate circulation area Suitable access system Velo-City Global 2012 Conference, Vancouver slide 33

34 3. Bicycle traffic requirements Infrastructure for bike parking facilities at railway stations: Bike stands, areas for special bikes Signposting (names of exits, directions) Rules, opening hours, overall plan Emergency facilities (alarm, emergency exit etc.) Charging stations, lockers, clock Velo-City Global 2012 Conference, Vancouver slide 34

35 3. Bicycle traffic requirements Services for bike parking facilities at railway stations: Open before the first and after the last train Surveillance (video, staff) Combination of free and commercial parking Affordable prices (cost recovery is hard to obtain!) Long term subscriptions, if possible in combination with PT Additional services: - bike repair, -check - bike rental - sale of accessories - sandwich bar, Velo-City Global 2012 Conference, Vancouver slide 35

36 3. Bicycle traffic requirements Construction, operation and maintenance of bike stations: Define the governing body for construction and operation (may vary) Define form(s) of operation - surveillance, attended / unattended - Service model or social employment model - Opening hours, access system Define maintenance range and cycle Define financing models for implementation (investment) and operation phase; secure means Find operator / tenant - commercial management - operational management Velo-City Global 2012 Conference, Vancouver slide 36

37 3. Bicycle traffic requirements Advertising bike parking at railway stations: Publicize opening or reopening after enhancements Acquisition of new customers (e.g. send brochures to bike lobby organisations; combination sales with PT season tickets) Inform potential users about the service (e.g. internet site on bike parking and additional services) Lead railway station customers to the bike station (signposting) Inform cyclists (e.g. attach flyers to disorderly parked bikes) Overall view: Information strategy and marketing concept Velo-City Global 2012 Conference, Vancouver slide 37

38 3. Bicycle traffic requirements Evaluation of effectiveness of bike parking at railway stations: Use / acceptance of the offer: - Occupation and it s development in time - Use of bike racks especially of two story parking - Illegal parking in the surroundings - Accidents / theft / vandalism Controlling concept, database Regular surveys (trends) for a duly optimisation Survey on bike parking at the Basel railway station Velo-City Global 2012 Conference, Vancouver slide 38

39 4. Example train / bike from Basel Planning inter modal hubs in Basel Example railway station Basel SBB - Master plan EuroVille - Veloparking «Velô» Velo-City Global 2012 Conference, Vancouver slide 39

40 4. Example train / bike from Basel Important instruments for coordination of cyclists needs and intermodal transport in Basel / Switzerland Intermodal hubs are derived from a combination of the PT network and the bicycle routes bike parking and bicycle routes are part of an overall bike traffic planning Bike parking facilities at the railway station are part of a master plan for bike parking Bike parking facilities at the railway station should be part of a master plan for the railway station and surroundings Velo-City Global 2012 Conference, Vancouver slide 40

41 4. Example train / bike from Basel Several selected measures: Station squares were redesigned to be more pedestrian friendly Carry-on bike transport permitted on the entire transport network of north-west of Switzerland (TNW) subject to a fee Tram and bus stops are being equipped with bicycle stands (Bike & Ride), in the future they will also be sheltered Serviced and supervised parking stations for bicycles, called Veloparking have opened and still more are planned A high standard cycling infrastructure now leads from the residential areas or the town centre to these stations Velo-City Global 2012 Conference, Vancouver slide 41

42 4. Example train / bike from Basel Planning the Basel SBB railway station surroundings: 1983 act of parliament BS for planning 1987 act of parliament BS/BL for financing development 1995 Ratschlag (application for financing) Master plan EuroVille Situation before 2000: Not enough bike parking Pedestrian areas blocked by bikes Low accessibility for bike traffic Station square open for PC Kiss&Ride in conflict with station access Velo-City Global 2012 Conference, Vancouver slide 42

43 4. Example train / bike from Basel Master plan station surroundings Masterplan EuroVille reorganisation of central station square new bike parking «Velô» + peripheral bike parking new bike shelters car parking + K&R Development area new walking and cycling connection new railway new tram connection station passage peripheral bike parking new street connection New bike connections Development area Boulevard «Güterstrasse» Plan detail from BD-Info 1/2002 EuroVille Basel, planned projects added Velo-City Global 2012 Conference, Vancouver slide 43

44 4. Example train / bike from Basel Master plan station surroundings Masterplan EuroVille Bike parking concept in 1997: parking for 2000 bikes - Two central, large and covered bike parking facilities on both sides of the tracks (Veloparking «Velô» with 1100 places and «Passerelle Süd» with 400 places, unsheltered side area for motorbikes) - Many peripheral and unsheltered parking facilities around the railway station for bikes and some motorbikes (500 places) 1st extension in 2003 to 2400 bike places 2nd extension in 2007 to 3000 bike places 3rd extension planned to ~ 5000 bike places including a possible bike parking regulation (financial and/or time regulations) Velo-City Global 2012 Conference, Vancouver slide 44

45 4. Example train / bike from Basel Bicycle facility at main station in Basel: Veloparking «Velô» Velo-City Global 2012 Conference, Vancouver slide 45

46 4. Example train / bike from Basel Bicycle facility at main station in Basel: Veloparking «Velô» Name: Veloparking «Velô» Location: Railway station Basel SBB Opening: June 2002 Costs: CHF 12 Mio. ( 9.6 Mio.) Funding body: Department of Public Works and Transport Canton Basel-Stadt Operator: Service organization «Veloparking Centralbahnplatz» Opening hours: free area: Mon. Sun. 04:30 am am, pay zone: 24/7 access with ticket Access system: free area: open during opening times pay zone: automatic entry control (ticket) Fares: the first 30minutes are free CHF 1.- ( 0,80)/day, CHF 12.- ( 9,60)/month, CHF ( 96,00)/year Velo-City Global 2012 Conference, Vancouver slide 46

47 4. Example train / bike from Basel Bicycle facility at main station in Basel: Veloparking «Velô» Parking places : 2002: 1 100, extended step by step 2003: 1 300, 2007: Parking system: grid style, wall mounts, double deck Space for special bikes and trailers etc. Services: «Bike boxes» (25), lockers (ca. 290) air, charging station for e-bikes, cleaning, bike check, bike repair, tube vending machine, sale of bikes and accessories, «rent a bike», WC, showers, bistro, photo booth, video surveillance Operating costs: ca. CHF /year ( /year) Specialities: attended by staff 24/7h (external operator) reception (sale of season tickets, bike rental, help etc.), Velo-City Global 2012 Conference, Vancouver slide 47

48 4. Example train / bike from Basel Veloparking «Velô» Plan Access ramp Velo-City Global 2012 Conference, Vancouver slide 48

49 4. Example train / bike from Basel Veloparking «Velô» Parking situation in the free area (vertically offset grid style und wall mounts) Velo-City Global 2012 Conference, Vancouver slide 49

50 4. Example train / bike from Basel Veloparking «Velô» Access to the pay zone with ticket (3 barriers, one thereof with two way traffic) Velo-City Global 2012 Conference, Vancouver slide 50

51 4. Example train / bike from Basel Veloparking «Velô» Charging station for e-bikes Pay zone (grid style, vertically offset) Velo-City Global 2012 Conference, Vancouver slide 51

52 4. Example train / bike from Basel Veloparking «Velô» Pay zone with double deck parking and areas for special bikes Velo-City Global 2012 Conference, Vancouver slide 52

53 4. Example train / bike from Basel Veloparking «Velô» Air Lockers (250 in total) and tube vending machine Velo-City Global 2012 Conference, Vancouver slide 53

54 5. Conclusions Example Basel: increase of intermodal passenger traffic within a few years through coordination of networks of sustainable means of transport improvements on the bicycle and pedestrian networks high quality transfer platforms / hubs This helps to handle urban traffic problems especially where the available space is limited. For example in the centre and at (regional) public transport stations. Velo-City Global 2012 Conference, Vancouver slide 54

55 5. Conclusions Key factors for effective bike parking at railway stations: A Master plan for cycling and bike parking in the city and at the railway station is of great importance Involvement of various partners, form cooperation Customised facilities: combination of simple free (short term) parking and high quality commercial (long-term) parking Extensive requirements: access and position, design and infrastructure, service and advertising, maintenance and operation Evaluation of effectiveness helps to recognise trends and to act in due time; helps to efficiently run the offered services and delivers facts for the necessary (political) support Velo-City Global 2012 Conference, Vancouver slide 55