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Think Bike Newcastle

Planning people-oriented citiesHow to integrate biking in our cities and urban developments?

4 november 2013

Newcastle

Bas Govers

bgovers@goudappel.nl

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Structure: how to…

1)More then cycle infrastructure!

2)Urban trends: more cycling to come!

3)The example of Utrecht: giving the city back to the peopleto the people

4)Cycle highways

▪ The power of highways

▪ Solutions in a urban environment

▪ Solutions in a suburban environment

5)Conclusions

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More then cycle infrastructure

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Policy: spatial planning

1950 1960 1970 1980 1990 2000 2010

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The ‘vinex’ developments (1990 – 2010)

based on cycling!

� Concentrating new urban developments

around the cities; enforcing the level of

service in the city

Large enough for elementary daily services � Large enough for elementary daily services

on a short distance (5.000 houses)

� Full separation from the main carstructures

� Around railway-stations; bike and PT-

facilities

� On cycling-distance from the city

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School areas Hart

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Policy: shopping, schools, medical

care in the neigbourhood

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Policy: sustainable road safety

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Urban trends: more cyling to come!

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The revival of the city: attractiveness

as a economic tool

� Winners: historical inercities, mixed areas, high ‘experience-value’

� Utrecht, Groningen, Maastricht, Den � Utrecht, Groningen, Maastricht, Den Haag, Rotterdam, Amsterdam (Centrum, De Pijp, Oud-West)

� Losers: suburban areas, monofunctional offices and shoppingcentres▪ Almere, Purmerend, Zoetermeer,

Spijkenisse

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Trends: new urban inhabitants- Young families

- Highly educated

- Urban lifestyle

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Trends: new urban inhabitants in

‘Zuid’ and ‘West’, not in ‘noord’.

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Trends: healthy living

Effects on health of cycling regularly (Univ.Utrecht):

+ 250 dgn more by fysical exercise

- 2 dgn less by risk of accidents

- 10 dgn less by poor air-quality

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Some facts

In Amsterdam:

1990: bikeshare 33%, cars 39%

2010: bikeshare 47% cars 31%

1990: 6% bike to station1990: 6% bike to station

2010: 40% bike to station

In Utrecht:

22.000 parkingplaces for bikes

In the stationsarea in 2020

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� Revival of the city, new inhabitants

� Healthy living

� Sustainability: rising costs of mobility

� ‘Experience’ and ‘attactiveness as an economic tool

Trends: more cycling!

� ‘Experience’ and ‘attactiveness as an economic tool

Conclusion:

▪ Intensifiing cities

▪ Need for attractive environments

▪ Cycling is playing a key role

How can we manage this?

Let’s have a closer look at Utrecht

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The example of Utrecht: giving the city back to the people!

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This is Utrecht

Uit: Magazine Utrecht Stad van Kennis & Cultuur

“City of knowledge and culture”“City of knowledge and culture”“City of knowledge and culture”“City of knowledge and culture”

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Protests to enlarging the Ringroad

(national project)

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Air-quality enforces hard measures but no

solutions

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No more newtowns;

but intensifiing the city leads to more traffic

Locaties uit het Stadsdebat Dynamisch Stedelijk Masterplan

(www.stadsdebatutrecht.nl)

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New deal: making Utrecht no 1 cycling city

Collegeprogramma Mobiliteit

� “Dit college gaat van Utrecht de OV- en fietsstad van Nederland maken”

� “…om de stad ook in de toekomst duurzaam bereikbaar te houden”

� “…aantrekkelijke alternatieven voor de automobiliteit van, naar en binnen � “…aantrekkelijke alternatieven voor de automobiliteit van, naar en binnen

Utrecht”

� “Een schaalsprong in het openbaar vervoer is daarbij een even

onvermijdelijk als wenselijk perspectief”

� “…samen met het Rijk, het bestuur regio Utrecht (BRU) en de NS”

� “Voor een gezonde, leefbare en duurzame ruimte neemt het college

maatregelen die alternatieven bieden voor de huidige groei van de

automobiliteit”

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Utrecht Attractive and Attainable

(2030 ten opzichte van 2010)

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Redistributing the public space!Road capacity (TU Delft, people per lane of 3,5 m)

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3 mobility environments

A

BB

C

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3 mobility environments

A

BB

C

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Car-acces: giving people choices

A

B

C

A

BC

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The principles of the A-environment

� Attractivity as a leading principle

� Reducing car traffic, destination only

� Redistributing public space� Redistributing public space

���� from cardominated parking ring to

attractive cycling ring

� Redesigning the barriers for cyclists

� In the innercity: cycling for destination

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Streets for people

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Cycle-highways in to the city

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Sterroutes Den Haag

F12 en F44 – C-zone

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Accessibility/Economy The

Hague

E-bikes go 50% to 75% faster, widening the catchment area by 75%.

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Change of modal choice

80

90

100fiets

auto Beoogde

verschuiving

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10

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30

40

50

60

70

tot 2.5 km 2.5-3.7 km 3.7-5 km 5-7.5 km 7.5-10 km 10 km >

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B –environment: Urban solutions

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Next to main road or through

the neighborhoods?

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Attractive cycling roads as a tool

Route 1 Leidseweg

Route 2 Weg der VN

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Attractive cycling roads as a tool

� Route 1 = 1,8 km

� Route 2 = 1,6 km

� 82% choses route 1

� 15% choses route 2

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Reden keuze route

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Percentage

Route 1

Route 2

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Ko

rte

r in

afs

tan

d

Sn

elle

r in

tijd

Le

ukste

/pre

ttig

ste

/mo

ois

te

Reden

47Verdeling ingeschatte reistijd

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10Aantal

0

1

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5 6 7 8 10 15 20

Ingeschatte reistijd in minuten

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Cycle-streets (width 4 meter)

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Roundabout: nonstop

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Urban-environment: quality of places

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Principles of the urban environment

(B)

� Cycling highways: attractive, fast and safe

� No massive carroads (max 15.000 per day)

� Only inside-ringroad traffic allowed� Only inside-ringroad traffic allowed

� Attractive boulevards, spatial continuity

� Balance of modes: easy crossing in the

whole area

� Quality of places

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Suburban environments (C)

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Principles of the C-environment

� Keeping bicycles away from the

carenvironment

� Cycling highways: fast and easy

� Car-, PT and biking structures on separate

tracks

� In centres: quality of public spaces

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Cycle highways: using railwaytracks

Width profile: minimum 4 x 1 meter = 4 m(speed 10 – 40 km/h)

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Design: Priority Cycleway along the railway

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Hanze railway

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Attractive view -> water

old railway – San Remo Italy

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Own Identity

( F35 in 2011 in Twente NL)

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Intersections

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Nonstop in 2 levels

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And in the residential areas, Houten cycling city

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Taking cycling to the next level

� Giving the city back to the people

� Attractiveness as a leading principle

� Redistribution of public space: A, B, C� Redistribution of public space: A, B, C

� Clear principles for car traffic

▪ A: no trough-traffic; car as guest

▪ B: no high intensities; balance

▪ C: seperate structures