Bicycle-friendly urban planning

Transcription

1 Bicycle-friendly urban planning DI Tomi Laine Strafica Ltd

2 Contents I. History, statistics II. The concept of Cycling City III. Practical examples

3 Three phases of cycling in Urban Planning Lähde: Johanna Taskinen 1. Period before independent transport planning ( 1950) Cycling increased mobility remarkably and its share of transport was large Cyclists were active participants in transport system planning (upkeeping of roads, traffic signs etc.) Copenhagen Rush Hour on Dronning Louise's Bridge 's

4 Modal share of cycling in European cities

5 Three phases of cycling in Urban Planning 2. Period of independent transport planning (1950s-1960s) Transport planning became a separated engineering profession Private car was the default, targeted transport mode Cycling was invisible, vanishing mode was left aside of the development of planning methods and infrastructure

6 Three phases of cycling in Urban Planning 3. Diverse transport planning (1970 ) Questioning of the private car: effects to safety, environment, energy consumption and urban sprawl The context of cycling tends to be safety, sports and free-time status as a real transport mode still weak

7 Times are changing Gent 1980 s Gent 2010 Kuva. Kalle Vaismaa Reclaiming the streets back to the people

8 International comparison Source: EuroBarometer: Future of Transport Oct 2010

9 Development of cycling in Helsinki

10 travel distance (km) Transport habits in Helsinki Metropolitan area (Helsinki, Espoo, Vantaa, Kauniainen) Lähde: HSL the share of all trips made by bicycle (%)

11 II. The Concept of Cycling City

12 Why do Europeans cycle? for environmental reasons? for economical reasons? for health? Cycling is easy, fast and comfortable. Cycling is a natural choice.

13 Bicycle is not a pedestrian. It is a vehicle. Rather consider it as a slow car.

14 FOLLOW-UP Different aspects of a Cycling city POLITICS LAND-USE PLANNING Functions Accessibility Zones Rules Principles INFRA- STRUCTURE Continuity Pedestrian zones Differentiation Calming Crossings Maintenance SERVICES Parking Signage Rental Upkeeping Sharing Will Priorities Commitment COMMU- NICATION Appearance Information Marketing Support Knowledge Resources Personnel CAN-DO Organisation Cooperation Pilots

15 Consumption of urban space Veli Silvo

16 wallet split In the 70s shopkeepers in Copenhagen resisted cycling and walking improvements, because they feared that car drivers would flee to the outskirts shopping centres Currently biggest share of shopping turnover is created by cyclists

17 Planning stages 1. Land-use planning & transport system planning 2. Cycle network planning 3. Street design

18 Land-use planning is the key

19 Network planning = organisation of infrastructure in regards to mobility needs and existing conditions The base for well functioning bicycle city! The aim is to create consistent transport environment using functional classes, that are easily recognised and understood by the users Holistic approach: look at the use and needs of all transport modes at the same time Consistency in design solutions decreases wrong behaviour The aim of network planning is not to build cycleways, but to improve cycling-friendly environment and cycling safety and to adapt different transport modes to each other in the city space

20 Quality criteria for bicycle network Connectivity, directness Coverage Continuity, orientation Attractivity, comfortable Safety

21 SCAFT principle of the 60 s 1) Inner green zone; 2) residential zone with no traffic; 3) dead-end streets into parking zone; 4) commercial center; 5) ring road

22 Slow Centre Holistic planning view Through traffic guided to the central ring (black) Inside the ring a walking focused area (grey)with pedestrian streets (white) Outside the ring a slow centre (brown) with lower speed limits Connections to parking Direct bicycle routes to the centre

23 Re-designing streets for slow centre Central Mikkeli Mikkeli

24 Cycleway design principles The suitable cycleway type depends on the functional role of the cycleway the speed of car traffic the amount of car traffic

25 Basic design: mixed traffic Helsingin KSV Functions well, when the amount and speed of cars is low Enhances negotiation between cyclists and car drivers Päivärinnankatu in Helsinki

26 One-way cycle-lane/path Traditional 2-way cycleway works in suburbs, but in the centre it causes problems in intersections 1-way cycle lanes separated with paint and/or grade separated cycle path taking bicycle as a vehicle separation from the pedestrians mixing with car traffic Bicycle pockets at traffic lights to enable left turning Lowering of the raised bicyclepaths at intersections (keeping pedestrians out of the bicycle way) Marek Salermo, Helsingin KSV YLE, Jenny Martikainen

27 Two-way cycleways Baana in Helsinki. Roy Koto/HKR Used on the main cycleways when needed Important to show 2-way solution for pedestrians

28 City of Helsinki network plan

29 Why traffic calming?

30 Bicycle fast lanes

31 Parking Enough Close Safe Appearance

32 Residential Parking: what is enough RT-cards (finnish design standards ) 1 cycle parking/30 k-m Espoo/Finnoo area 1 pp/18 k-m2 (2 pcs/person)! Denmark (recent planning) 2,5 cycle spaces/100 m2 Consider also the quality: visitor bike racks bicycle boxes for long-term parking of expensive bikes space for upkeeping or washing the bike the use of underground car parks for the parking of bicycles

33 Locations of parking (Matinkylä metro station) existing (301 pp) new (600 pp)

34 III. Practical examples

35 Example Nordhavn (Copenhagen) citizens jobs 3-4 milj. kem2 (3-4 times Jätkäsaari) 200 hectares Transport policy aims: at least 1/3 of trips by bike at least 1/3 of trips by public transport maximum 1/3 by private car Niko Palo, Helsingin KSV

36 The Green loop Modern main street with only walking, cycling and public transport No direct connections for cars through the area It is possible to own a car, but it is not necessary Super Bicycle path direct right-of-way fast lane+comfort lane 4 m/direction green wave at traffic lights Niko Palo, Helsingin KSV

37 Cykelslangen, Copenhagen

38 Cykelslangen, Copenhagen

39 Porvoon Skaftkärr 3 km from Porvoo centre 6000 people The objective of the project is to develop an energy efficient, safe, personal and cosy area which provides different types of living alternatives. close collaboration with authorities, energy companies, developers of energy use, builders, several companies and the future inhabitants.

40 Skaftkärr transport network

41 Skaftkärr bicycle network

42 details, details (1/4) This way? or this way?

43 details, details (2/4)

44 details, details (3/4)

45 details, details (4/4)

46 Prerequisites for the planning of Political will Bicycle City Early integration of cycling into city planning and decision-making Co-operation, committed and active work of all actors in comprehensive planning all transport modes and their combinations, land-use and spatial aspects are taken into account urban planners, developers, service producers, employers, citizens Especially land-use and transport planning must aim to promote cycling

47 Why increase cycling? Living city Attractive city Safe city Sustainable city Healthy city = a city for the people Jan Gehl, Gehl Architects