Think Bike LA - Dutch Presentation

ThinkBike Workshop

Los Angeles September 22-23, 2011

•  Cor van der Klaauw •  Groningen Province

•  Richard ter Avest •  Goudappel Coffeng Consultancy

The Experts

•  Tonny Bosch •  Goudappel Coffeng Consultancy

•  Hillie Talens •  CROW

The Experts

Cycling in the Netherlands Philosophy and Measures for Increasing Bikeability

Hillie Talens Project Manager CROW and Bicycle Ambassador Fietsberaad

ThinkBike Workshop Los Angeles

Who is she?

5


How does she travel?

6


7

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


8

Bicycle Ownership

1,11

0,830,77

0,670,63

0,500,45

0,40 0,400,34

0,18

0

0,2

0,4

0,6

0,8

1

1,2

Number of cycles per inhabitant

More bicycles than people


9

Bike Share: Comparison

Netherlands 27%

Denmark 18%

Germany 10%

USA 1%


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Bike Share in the Netherlands   Total modal split 27%

  34% of all trips < 4.5 miles

  15% of trips 4.5-10 miles

  Groningen en Zwolle > 50%


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Trip Motive

• 0%

• 10%

• 20%

• 30%

• 40%

• 50%

• 60%

• 70%

• 80%

• 90%

• 100%

• Com

mut

er tr

avel

• Bus

ines

s tri

ps

• Ser

vice

s/pe

rson

al

• car

e

• Sho

ppin

g

• Edu

catio

n

• Vis

it/st

ay

• Soc

ial

• recr

eatio

nal

• Tou

ring/

hiki

ng

• Oth

er

• Tot

al

• Car

• Bicycle


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Daily Trips

Average daily nr. of trips by gender

0

0,2

0,4

0,6

0,8

1

1,2

1,4

1,6

1,8

2

Age 0-12 12-16

16-18

18-20

20-25

25-30

30-40

40-50

50-60

60-65

65-75

>75 Avg

Daily

nr.

of tr

ips

WomenMen

Source: RWS/AVV 2005 /MON 2005


13

Average Distance

Average daily covered distance by gender

0

1

2

3

4

5

6

7

8

Age 0-12 12-16

16-18

18-20

20-25

25-30

30-40

40-50

50-60

60-65

65-75

>75 Avg

Daily

cov

ered

dis

tanc

e

WomenMen

Source: RWS/AVV 2005 /MON 2005

1km = 0.6 miles


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Emotions

car bike public transport joy fear anger sadness aversion


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Safety - Europe


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Bike Share - EU

27%

19%

10%9% 9%

8%7%

5% 5%

2%

0%

5%

10%

15%

20%

25%

30%

the Nethe

rlands

Denmark

German

y

Austria

Switzerla

nd

Belgium

Sweden Italy

France

Great Brita

in


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Safety in Numbers

Italy UK Finland Germany Sweden Netherlands 0

0.5

1

1,5

2

0

2

4

6

8

10

12 Bicycle km per person per day

Cyclists killed per 100 million bicycle km

1km = 0.6 miles


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History

1925


19

• 0

• 200

• 400

600

800

1000

1200

1400

1600

1800

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

Bic

ycle

km

ppp

y

0

10

20

30

40

50

Cyc

le fa

talit

ies

per b

illio

n bi

cycl

e km

Bicycle use Bicycle unsafety

1950 –1975:

- Suburbanization -  Car use -  Transport policy -  Old fashioned

1975 - present:

- Suburbanization -  Car use + Transport policy + Clean & Healthy

Development in Time 1km = 0.6 miles


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Benefits of Cycling  Sustainability  Accessibility  Health  Liveability  Economics


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Sustainability  No CO2 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


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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)


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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%)


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


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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)


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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


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


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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)


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Good Infrastructure = More Cyclists


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Traffic / Road System

Function Use

Design


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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


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3 Road Categories  Through roads  Distributor roads  Access roads


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


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


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1. Coherence  Consistency  Ease of way finding  Mobility chain  Choice (more than one

possible route)


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


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


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


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


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Bicycle Facilities  Network  Route  Sections  Intersections  Parking  Others


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


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Residential Areas Shortcuts for cyclists


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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


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)


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Street Sections: Cycle Track Parallel to main road (distributor) " Mostly one direction " 6.50 – 8.20ft wide (depending on volume) " Car parking on the left Off street path " Two directions " 8.20 – 13.10ft wide " Depending on volume and mopeds " Centre marking

right

wrong


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Intersections  Priority  Roundabout  Traffic lights  Raised intersection  Tunnel  Bridge


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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


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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


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

right

wrong


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


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Parking  Safe facilities  Logical location  Serviceable  Well fitted  Sufficient space


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Other  Maintenance  Road work zones  No “cyclist dismount” signs  No detour more than 50%

(max 3miles)


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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


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Education Start young Safe routes to school


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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


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Cycling is fun for everybody!


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[email protected]

Think Bike LA - Dutch Presentation

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