FACTSHEET on innovative, safe cycling infrastructure

Transcription

1 FACTSHEET on innovative, safe cycling infrastructure

2 This paper was prepared by: SOLUTIONS project This project was funded by the Seventh Framework Programme (FP7) of the European Commission The graphic design was prepared by Barbara Lah Berlin, 2017 Brief Innovative and safe cycling infrastructure is crucial in towns and cities that want to boost the number of people cycling. The most successful solutions are those with varying degrees of integration and segregation of bicycles and motor traffic. Properly designed measures together with suitable traffic policies can lead to a huge increase in cycling, which positively influences citizens quality of life. SOLUTIONS partners Clean Air Asia FEHRL Mobili-T EMBARQ AVERE ICCT ICLEI IFSTTAR AUSTRIATECH UN-Habitat Wuppertal Institute POLIS Technion CEDEX TRL bast Transport Research Centre CATS Zaragoza Logistic center Rupprecht Consult

3 Examples Different types of cycling infrastructure include markings on carriageways, pictograms, coloured lanes, reserved or multifunctional lanes, and fully separated (segregated) cycling lanes. Segregated cycling infrastructure is for areas with heavy traffic where vehicles travel over 50 km/h. Here the paths, ideally a different colour, are separated physically either by a green border, a kerb, or through elevation, and are clearly indicated by road signs. One-way paths should be about 2 metres wide and twoway paths 2.5 metres wide. Solitary cycle tracks away from roads are suitable for inexperienced or less skilled cyclists. However, they are not as fexible; present safety problems at junctions; take up more space; and cost more money than integrated measures. If roads are too narrow to allow cycle lanes, integrated infrastructure, where cyclists share the road with cars can also be safe and comfortable. Here pictograms and advisory lanes can warn motorists of the presence of cyclists however, cars can still drive in the marked space. Cycle lanes, indicated by road markings, are for cyclists only and cars cannot drive or park on them. Ideally, they should have coloured surfaces and a minimum width of 1.5 metres. Together with other integration measures, they are more exible and faster compared to cycle paths, cost less and need less space. parking places. Cycling is also beneficial for the environment and public health, and enables older people to stay independent for longer. Technical and financial considerations Modern approaches to cycling infrastructure should focus on organising traffic effectively so that all areas are accessible on bike, rather than building many cycle paths. Cycle infrastructure elements must also be part of integrated traffic planning, and the physical planning of the town. They should also fulfil some basic requirements, such as providing well-connected, direct, safe, comfortable and attractive routes. A big challenge for cities when providing good cycling infrastructure is crossings. Here it is critical to create infrastructure that allows drivers and cyclists to predict each other s movements and for them to be able to make eye contact. Cities must also carefully judge the extent of integration or segregation from motor traffic and consider that more segregation does not necessarily mean more safety. Separated cycle paths on routes with many intersections, for example, are a riskier solution. Where legally possible, cities can also create cycle lanes in one-way streets that go against against the ow of traffic. Another important aspect of cycle infrastructure is secure parking facilities, which should be available in places such as public transport stops and stations, shopping centres, offices and schools. These can consist of simple stands, parking boxes, parking houses or parking towers. Results Creating safe cycling infrastructure can boost the number of people cycling in towns and cities, and increase its share compared to other transport. Leading cities in this regard are Bremen and Münster (Germany), and Groningen (Netherlands) where 25%, 35% and 39% of all trips, respectively, are by bicycle. Such results have a positive effect on traffic in towns, improving safety and congestion and freeing up

4 Policy/Legislation Cities should consider cycling as an integral part of an e cient and sustainable urban traffic system. Similar to traffic calming and other activities for sustainable cities, a basic condition for successfully introducing cycling infrastructure is therefore national and local policy aimed at the needs of vulnerable road users instead of individual car traffic. Such policies should revise legislation and technical principles so that they support how cities arrange streets and public spaces. The legislation must also define various elements to modern approaches that support cycling, such as the possibility of allowing cyclists to ride down quieter streets against the ow of traffic, and multifunctional lanes. Transferability Many cities in Europe and around the world have introduced good cycling infrastructure, and they can be easily transferred to other cities. However, to be a success, cities must have determined leaders, and the necessary legislation and technical standards in place. Local authorities should also tailor the measures to their local conditions, rather than simply replicating them. Institutions The institutions involved in this process differ by country. Generally, ministries of transport are the guarantors of technical rules concerning the arrangement of traffic space. Municipalities, often stimulated by local communities and cycling associations, decide on concrete projects, and usually nance them (sometimes with support of various EU funds). Planning offices are responsible for designing measures. In some cases, the trafifc police are involved in the approval of projects.

5 Case study: Hradec Králové s innovative bike tower (Czech Republic) Context Hradec Králové is county town in eastern Bohemia with 9,000 inhabitants. Public transport includes buses, trolleybuses and trains. Its climate and relatively at landscape make it an ideal place for cycling, and the town is considered one of the most cycling-friendly places in the country. Although cycling is popular in Hradec Králové, the numbers of cyclists have decreased over the last decade. In response, the municipality decided to support cycling, and in 2013 approved a cycling development concept that respects the principles of integrated traffic planning. In action Safe parking was one of the problems that the town needed to tackle. Between 2003 and 2005, the county and the Ministry of Transport funded a number of bike stands, which the town installed near offices, schools and recreation areas. To improve local bicycle parking facilities further, Hradec Králové installed a bike tower in Unlike most cycling infrastructure, the bike tower is nanced privately; the municipality provided suitable land close to the railway station and public transport terminal. The glass tower which cost around 300,000 ($335,000) - is 11 metres high and has a diameter of 8 metres. The fully automated facility offers secure parking places for 116 bicycles for a small fee, around 0.20 ($0.22) including insurance. The unit housing the technology is designed in a distinctive way that also optimises space. Results The bike tower is very popular. During first 30 months of operation, it stored 35,000 vehicles, and its popularity continued to grow. People appreciate comfort and safety and the tower protects their bicycles from both thieves and the weather. As the concept proved successful, the municipality is nancing the construction of two more bike towers.

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