mobile2020 11.09.2013 Bicycle promotion as part of transport and city planning
Introduction IBC In the last decade a new paradigm on cities and urban transport is developing. New trends on accessibility in and towards cities, new functions of cities and internet related shopping behavior all influence this new visions on city and transport development. In many cities worldwide mobility and access to mobility is not directly linked to vehicle ownership. Public transport which was formerly narrowed to trams, trains and busses is now opened to bike, car and scooter share systems. This new features and trends in urban transport only can be developed when a sound systems of road hierarchy for traffic safety is developed. Developing a concept of road hierarchy in cities not only improves traffic safety for cyclists but also for other road users. Furthermore it can help to increase general living conditions in urban areas in cities. 2 Bicycle promotion and city planning
1 What is the actual paradigm? Facts & Figures, source Eurorap/ UAMK Since the establishment of an independent Czech State, 21,721 (equivalent to the population of a medium town) lost their lives in road accidents; In 2001, the number of deaths in road accidents (per million inhabitants) corresponded approximately to the average of EU 27; The same assessment for 2010 shows that the number of road deaths had grown by more than 20% above the average of EU 27; Head-on collisions and side impacts at intersection accounted for onethird of all road deaths in the Czech Republic; Single vehicles running off the road and colliding with dangerous roadside objects took the life of 1,232 people - equivalent to 27% of all fatalities over the last 5 years; Every 4th victim of a fatal accident on Czech roads is a cyclist or pedestrian. 3 Bicycle promotion and city planning
1 Which paradigm? Chance that pedestrian dies after collision (%) Speed kills 4 Bicycle promotion and city planning Collision speed (km/h)
1 What paradigm? Modal share, source: Urban Audit Modal share Walking Cycling Public transport Private motor vehicle year Prague 23% 1% 43% 33% 2009 Budapest 22% 2% 35% 45% 2004 Berlin 30% 13% 26% 31% 2008 Amsterdam 4% 38% 30% 28% 2010 Madrid 36% 0 34% 30% 2006 5 Bicycle promotion and city planning
What city? A city as place to be or transit place 6 Bicycle promotion and city planning
Traffic or Living areas Living Areas Traffic Areas 7 Bicycle promotion and city planning
2 Planning concepts 40% green, 60% red Circle and cross in Aztec city Mexaltitan, mexico 45% green, 55 % red Source: derks stedebouw bv 8 Bicycle promotion and city planning
Planning concepts 2 9 Bicycle promotion and city planning
Domain of the car 10 Bicycle promotion and city planning
Paradigma choice Domain of cyclist and pedestrian 11 Bicycle promotion and city planning
Vision or paradigm influences planning and modal share peripheral car accessibility central car access Source: derks stedebouw bv 12 Bicycle promotion and city planning
Is there a problem? Strategies to Encourage Bicycle Use and to Contribute to a Climate Friendly Mobility, (source dr. W. Vogt.) Three essential aspects Development of dense urban neighborhoods and avoidance of long distances Measures of mobility management to influence mobility patterns Consistent cycling policy including infrastructural and noninfrastructural measures as well as complementary push and pull measures (car traffic) 13 Bicycle promotion and city planning
Reasons of Growth Are Manifold Reasons for growth of bicycle use: Development of land use and settlement structure: promotion of travel destinations close to home Availability and quality of cycling infrastructure Local attitude towards cycling, e.g. acceptance of cycling by the general public (Bicycle climate, bicyle culture) Recent innovations in bike technology (pedelecs) 14 Bicycle promotion and city planning
Infrastructure Cycling inclusive planning Form Traffic Safety Function Use 15 Bicycle promotion and city planning
3. Actual trends Sustainibility and sharing Is about mobility stupid! 16 Bicycle promotion and city planning
3. Actual trends Commuter traffic 17 Bicycle promotion and city planning
3. Actual trends Short trips replacing 50% of all car trips in EU < 5 km 18 Bicycle promotion and city planning
3. Actual trends Shop by bike Number of households NL 7.150.000 Average distance to supermarket 0,9 Km 1 trip per week 12.870 Km Car emmission 2.637 tons of CO2 On yearly basis 137.107 tons CO2 Source trendbox 2012 19 Bicycle promotion and city planning
3. Actual trends Freight logistics and municipal services see: cyclelogistics.eu Zalando effect 24 % of clients do not own car Most transport is done by 2 persons Not for free but cheapest alternative 60% of internet users order by internet 20 Bicycle promotion and city planning Green branding
4 conclusions How to make cycling safer Define your city planning vision In practise increase traffic safety! 1. Reduce the number of crossings of high flows of cars and cyclists: High risk locations 2. Reduce the speed of motorized transport 3. Plan and design well for motorized traffic and for bicycles (roads, cycle tracks, etc.) and increase bicycle use 21 Bicycle promotion and city planning
Invest in your city as a place to be not to pass through Traffic safety is a benefit for all! 22 Bicycle promotion and city planning
Ton Daggers ibc@transportvision.nl IBC-Movilization, Mobile2020