CYCLING INCLUSIVE PLANNING: POLICY AND PRACTICE EXAMPLES FROM THE NETHERLANDS MARTIN VAN MAARSEVEEN ANPET XXVII, 5-8 November 2013
Global trends: rapid urbanization World population will increase from 7 billion today to more than 9 billion in 2050. That translates into an average 1 million more city dwellers every week for the next 38 years. The world we live in These trends are impossible to stop, so the question is not whether or not urbanization should take place, but how best to urbanize. Source: Planet under pressure, 2012 2
Impacts of urbanization Urban sprawl Environmental degradation Severe accessibility problems Poor living conditions 4
Global trends: rapid motorization Rapid increase in car ownership and use (timing and rate of change differs). Extensive expansion of (urban) road networks, thereby supporting suburbanization. The world we live in Marginalization of alternative modes of transport. Urban divide in transport opportunities. Source: Planet under pressure, 2012 5
Historical trend of worldwide vehicle registrations 1960-2010 (thousands) Type of vehicle 1960 1970 1980 1990 2000 2005 2009 2010 Car registrations (1) 98,305 193,479 320,390 444,900 548,558 617,914 684,570 707,764 Truck and bus registrations 28,583 52,899 90,592 138,082 203,272 245,798 295,115 307,497 World total 126,888 246,378 410,982 582,982 751,830 863,712 979,685 1,015,261 Note (1) Cars registrations do not include U.S. light trucks (SUVs, minivan and pickups) that are used for personal travel. These vehicles are accounted among trucks. Source: Transportation Energy Data Book, 2011, 2012 Comparison of motorization rates by region 1999 and 2009 (vehicles per 1000 people) Country/Region 1999 2009 Africa 20.9 24.9 Asia, Far East 39.1 157.7 Asia, Middle East 66.2 101.2 Canada 560.0 620.9 Central and South America 133.6 169.7 Europe, East 370.0 363.9 Europe, West 528.8 583.3 Pacific 513.9 560.9 United States 790.07 828.04 Source: Automobile and Truck Trends, 2011 6
Impacts of motorization Congestion Emissions (climate change, pollution, noise) Traffic casualties Fragmentation (barriers, road space) Degradation of livability in cities 7
Land use and transport planning challenge Cities place tremendous strains on natural resources and the environment. Land use and transport planning are crucial for giving direction to urban developments. Dense cities designed for efficiency offer one of the most promising paths to sustainability. New ways of thinking about how to make cities more self-sufficient and sustainable, along with advances in a wide range of technologies and heightened environmental awareness is leading to a reformulation of urban planning and development 8
Low priority High Priority Low Volume High Volume Low priority High Priority High Volume Low Volume Paradigm shift in urban transport planning Car/vehicle-oriented approach (current) People-oriented approach (proposed) NMT NMT.from car/vehicle-oriented towards people-oriented! 9
CYCLING Cycling is part of the transport system in highly motorized countries Cycling contributes to livelihood, to urban quality and the economic vitality of cities To promote cycling, the quality road design requirements have to be addressed The economic benefits of cycling are high Cycling is an important feeder for public transport
Benefits
VIDEO: CYCLING IN THE NETHERLANDS 12
CYCLING IN THE NETHERLANDS 16 mln people own over 16 mln bicycles, ride 16 mln bicycle trips/day
SOME FACTS 27 % of trips are made by bicycle, 19 % by walking A Dutch person cycles 1000 km/y, walks 250 km/y. Only nation with more bicycles than people (1.2 per person) Modal split in the Netherlands 2004-2008 Car driver Bike Car pass. Walk Train Other Bus/tram metro Motorcycle/ scooter Source: Mobility Survey Netherlands 14
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 15
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 SHIFT : integrated multimodal systems Routes Traffic market (flows) Speeds Manoeuvres Congestion Safety IMPROVE: fuels, traffic management 16
FINDING THE OPTIMAL MIX IN THE TRANSPORT MARKET 17
BASIC CONSIDERATIONS Factual use Potentials which trips could be made by bicycle? Trends in bicycle use up or down? Competiveness travel time availability Quality of bicycle trips Safety, comfort, directness,.
WHO, WHY and WHERE are people cycling? Who are the current cyclists? Why are they cycling? Which trips? Who belong to potential market segments? Socio-economic characteristics Behavioural characteristics Cultural aspects Barriers From where to where do bike trips go?
POTENTIAL MARKETS Example behavioural approach: study in Dar es Salaam (Alphonse Nkurunziza) to identify groups of people in different stages of change, to analyse attitudes for each group, to identify motivators and barriers, and to be able to develop tailor made policy approaches.
WHICH TRIPS? All trip purposes (work, school, shop, visit friends, recreational) e.g. the Netherlands, Denmark, Germany Sports related/recreational e.g. USA, Australia Transport purpose/earning an income e.g. China, India, Africa Bike trips (origin-destination) Bike trips (access/egress Public Transport)
The role of modes on the transport market depend on travel distances car train bus, tram, metro bicycle walk 22
The car is gradually becoming slower than the bicycle Travel time ratio bike/car Verplaatsingstijd verhouding fiets / auto > 1,0 fiets Bike langzamer slower < 1,0 fiets Bike sneller faster 2000-2004 2006-2010 1,13 1,08 Kleine Small gemeenten cities 20.000-50.0000 0,95 Middelgrote Medium-sized gemeenten cities 50.000-100.000 Grote Large gemeenten cities > 100.000 0,98 0,93 0,84 Source: Dutch Cyclists Federaton, 2012
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 24
Campaign for changing behaviour: cycling You won t believe it you re safer on the bicycle than on the sofa! Lack of daily exercise is harmful to your health, while physical activity keeps your body healthy. Cycling extends your life daily exercise for a minimum of 30 minutes extends your lifespan by up to five years.
CYCLING POLICY DEVELOPMENT AND IMPLEMENTATION Responsibility primarily at municipalities, each municipality can have a different approach Funding: Municipal budget, subsidies (Central government, EU) E.g. Amsterdam spends 20 million Euro per year on cycling related projects 26
POLICY DEVELOPMENT MEANS INTERACTION Politicians, Decision makers Experts, Civil servants Society Businesses Civil society Opinion makers Media 27
KEY POLICY INTERVENTIONS Provision of fully networked infrastructure in integration with public transport Traffic management: give priority to cyclists and pedestrians Legal: protection of cyclists and pedestrians in case of accidents Demotivate car use, car-low city centres and streets, transferia Land use planning 28
SUCCESS FACTORS OF DUTCH NON-MOTORISED TRANSPORT 1. Cultural and political 2. Spatial development 3. A high level of bicycle infrastructure, also parking 4. Good integration with public transport 5. A strong and innovative industry 6. Effective traffic safety policies and legislation 7. High level of knowledge in spatial and transport planning, social and policy science and the ability to apply this in actual practice 29
SUCCESS FACTOR 1: CULTURAL AND POLITICAL Egalitarian society: young and old, rich and poor, educated and uneducated, everybody cycles. The bicycle is an icon of Dutch culture, straight back, against the wind, calvinistic, effort driven. Politics are therefore deemed to be supportive of cycling A planning culture, every bit of space is subject of discussion 30
SUCCESS FACTOR 2: SPATIAL DEVELOPMENT Small and compact cities with relatively short trip lengths Clustering of functions in city centres Transit Oriented Development 31
SUCCESS FACTOR 3: INFRASTRUCTURE 29,000 km of free lying cycle lane (2 m per inhabitant) Dedicate infrastructure solutions (bridges, roundabouts, tunnels, cycling streets etc. 32
SUCCESS FACTOR 3B: PARKING INFRASTRUCTURE Free outside parking in most train station areas, guarded parking inside Concentrated parking in city centers Parking is subsidized! 33
SUCCESS FACTOR 4 : PT INTEGRATION Planning through the concept of mobility chains. OV fiets public bike rental scheme; typically for egress trips from train stations, available at over 500 train stations in the country, mostly work related trips Flat fare of Euro 2.85 per 24 hrs. Also now featuring electrical bikes 34
SUCCESS FACTOR 5: STRONG BIKE INDUSTRY Traditionally the NL have a strong bike industry Most people buy Dutch made bicycles. Innovations in design creating versatile bikes for different occasions. 35
SUCCESS FACTOR 6: TRAFFIC SAFETY Infrastructure design very much geared to traffic safety for cyclists. Legislation to support the cyclist, priority, legal protection, insurance. Source: Cycling in the Netherlands, 2009 36
SUCCESS FACTOR 7: INTEGRATED KNOWLEDGE High level of knowledge in spatial and transport planning, social and policy science and the ability to apply this in actual practice Rather well educated civil cervants in the transport sector. Well functioning societal organisations that have an input in policy development and decision making in spatial planning and transport. 37
THE FIVE PRINCIPLES OF BICYCLE NETWORK DESIGN 1. Safety 2. Coherence 3. Directness 4. Comfort 5. Attractiveness (source: Boudewijn Bach,1990)
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 39
EXAMPLES SAFETY: TRAFFIC CALMING 40
EXAMPLES SAFETY BICYCLES AND CARS COMPLETELY SEPARATED 41
EXAMPLES SAFETY: WHOSE ROAD IS IT ANYWAY? BIKE STREETS: THE CAR IS GUEST Force cars to keep low speeds!
GUIDELINES FOR SEGREGATION VERSUS INTEGRATION
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. 44
EXAMPLES SAFETY: SPECIAL SOLUTIONS Solution for an intersection that is different from a regular crossing to avoid conflicts between cyclists. 45
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 46
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 47
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). F I E T S E N N E T W E R K D E L F T F IE T S A C T IE P L A N II S 01 S S W0 15 03 2 S R0 S0 2 S 1 W0 06 R 02 04 1 W0 3 R 03 S07 S09 S08 S10 W0 S1 4 1 R0 7 R 04 S12 S13 R 05 W0 5 R0 S14 6 S CHA A L 0 0.2 5 0.5 0 0.7 5 1.0 0 1.2 5 1.5 0 KM L E G E NDA F ie t s ro u te re g io n a a l n e tw e rk K n e lp u n t in r e g io n a a l n e t w e rk F ie ts ro u t e s t a d s n e tw e rk ( H o o fd f ie t sn e tw e rk) ( H o o fd f ie t sn e tw e rk) ( H o o fd f ie t sn e tw e rk) O n tb re k e n d e s c h a k e l in s ta d s n e tw e rk ( H o o fd f ie t sn e tw e rk) F ie ts ro u t e w ijk n e tw e rk O n tb r e k e n d e s c h a k e l in w ijk n e tw e rk M id d e n D e lfla n d ro u te G e m e e n t e g re n s XXX C o m f o rt v e rb e te r in g 48
3 DIRECTNESS 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; 49
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. 50
EXAMPLES COMFORT: CARPET PAVEMENT, RIGHT OF WAY, ETC. 51
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. 52
EXAMPLES ATTRACTIVENESS: SURROUNDING, LANDSCAPING ETC. 53
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 54
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 55 55
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 56
RECOMMENDATIONS (1): Include stakeholders Identify actors Partners and opponents Allow for modifications and alterations Plans will be better geared to needs and obstacles Ownership will be broadened Less vulnerable in changing circumstances Make an actor s analysis
RECOMMENDATIONS (2): Use opportunities to create momentum What could be in it for cycling? What can cycling offer? Learning by doing: Organise pilots Define smart success indicators Evaluate and improve
Example of an opportunity Cities always struggle with a lack of sufficient financial means that can be used to shift land use and transport developments into a more sustainable direction. Because of the large contribution of the transport sector to CO2 emissions, and thereby climate change, large money flows are generated on the carbon market to achieve international policy objectives. The Climate value of Cycling concept enables to calculate the amount of avoided CO2 emissions in an area related to the (future) use of the bicycle system in that area. This concept could thereby be used to generate money flows to set up, expand and improve bicycle facilities within a cyclinginclusive urban transport planning approach.
CONCLUSIONS Global urbanization and motorization trends urge for a reformulation of urban planning and development. An increasing number of cities adopt the strategic objective of sustainable mobility, in which land use planning and transport planning are integrated, and where all transport alternatives are considered crucial to maintain a liveable city. Cycling-inclusive urban transport planning recognizes the fact that cycling is a very attractive transport mode for short distances as well as a feeder for public transport systems.
CONCLUSIONS (2) Cycling-inclusive urban transport planning is much more than the supply of bicycle facilities. It requires an integrated approach with other modes of transport and includes, among others, travel demand orientation, behavioural issues, high quality engineering, education, public campaigns, stakeholder involvement and financial entrepeneurship.
FURTHER READING 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, 2009. 62
THANK YOU FOR YOUR ATTENTION maarseveen@itc.nl and colleagues in CAN www.cyclingresearch.nl 63