Aalborg Universitet Bike Infrastructures Report Silva, Victor ... - VBN

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ly improve the traffic safety level amongst cyclists (Agerholm et al., 2006). The results show that the number of accidents involving cyclists and the number of cyclists injured tend to fall on the road stretches, where bicycle tracks are implemented, but unfortunately the number of injured cyclists increases significantly at the intersections after the construction of bicycle tracks (Jensen, 2006). In comparison the municipalities indicate that the safety potential related to speed reduction initiative holds a lower potential, when it comes to improving cyclist safety than the construction of various types of bicycle tracks and bicycle tracks. This despite the fact that there is comprehensive documentation that speed reductions significantly reduces accident and injury risks, see e.g. Elvik (2004). This misconception of safety potentials is highly unfortunate from a safety point of view, as municipalities may opt for the construction of safety-inefficient bicycle tracks with the desire to promote safety rather than safety-efficient traffic calming schemes. Furthermore, the result highlights the importance of clearly communicating the results of traffic research projects to the municipalities. such as the provision of various types of bicycle tracks and lanes on the one hand side and more general traffic calming projects on the other hand side. Given the investment in bike promoting projects and initiatives in Denmark, scientifically sound evaluations of the effects; being safety effects as well as cycling effects, are hard to come by. Therefore the municipalities were asked, if they do counts of cyclists before and after the implementation of cycling projects. Half of the participating municipalities actually stated that they had done before-after counts, which was actually more than expected. The survey does not reflect, if they have done before-after counts in relations to one project only or if they do before-after counts in all cases. However, when asked if the before-after counts could be made available for a scientific beforeafter evaluation of cycling effects, only 8 municipalities responded positive. In order to provide further knowledge of the effects of bicycle promoting projects this reflects that it would be fruitful to provide further incentives for doing relevant beforeafter registrations at the municipal level as well as setting up a common set of guidelines for performing evaluations of bike-promoting projects and initiatives. References Agerholm, N., Caspersen, S., Lahrmann, H. og Madsen, J. C. O., 2006, Cykelstiers Trafiksikkerhed: En før-efterundersøgelse af 46 nye cykelstiers sikkerhedsmæssige effekt, Article in ”Dansk Vejtidsskrift”, Vol 83, no. 12, p.p. 52-57 Elvik, R., Christensen, P. and Amundsen, A., 2004, Speed and Road Accidents: An evaluation of the Power Model, TOI Report 740/2004, Institute of Transport Economics Greibe, P., Nilsson, P. K. og Herrstedt, L., 2000, Håndbog i Hastighedsplanlægning for Byområder, Vejdirektoratet, Rapport 194 Jensen, S. U., 2006, Effekter af Cykelstier og Cykelbaner: Før-og-efter evaluering af trafiksikkerhed og trafikmængder ved anlæg af ensrettede cykelstier og cykelbaner i Københavns Kommune, Trafitec Madsen, J. C. O. og Lahrmann, H., 2002, Webbaserede Spørgeskemaer i Transportundersøgelser, Paper ”Trafikdage på Aalborg Universitet 2002”, Trafikforskningsgruppen, Aalborg Universitet Madsen, J. C. O. og Søbjærg, S., 2008, Trafikfarlige skoleveje – udpegning og vurdering, Vejforum 2008 Transportministeriet, 2009, Aftale mellem regeringen (Venstre og De Konservative), Socialdemokraterne, Dansk Folkeparti, Socialistisk Folkeparti, Det Radikale Venstre og Liberal Alliance om: En grøn transportpolitik, Transportministeriet. The need for further evaluations of effects The results from the questionnaire generally reflect that the municipalities favour the provision of bicycle tracks. It can be documented that the number of cyclists increases when new bicycle tracks (and bicycle lanes) are constructed, whereas there is no documentation that the provision of bicycle tracks in urban areas will improve the safety level. Recent research seems to reflect that the number of injured cyclists is in fact likely to increase (Jensen, 2006; Agerholm et al., 2006). By consequence the municipalities should only opt for the construction of bicycle tracks, if the aim is to increase the level of cycling. If the aim is to improve cyclist safety, the municipalities are likely to do better, if traffic calming/ speed reducing schemes is implemented. In terms of the latter, there is a need for evaluations that investigate how traffic calming and speed reducing schemes affect the level of cycling. Documented knowledge on the effects upon cycling will generally improve the grounds for prioritizing between dedicated bike infrastructure projects
Tables/illustrations Indicated levels of investment in bicycle projects and initiatives amongst the participating municipalities (2007-2011). Activity Not To a limited To some To a large To a very implemented extent extent extent large extent Campaigns 15 % 15 % 41 % 20 % 9 % Provision of bicycle 8 % 9 % 17 % 43 % 23 % tracks Provision of bicycle lanes 34 % 20 % 40 % 6 % - Provision of bicycle routes along local roads 57 % 31 % 6 % 6 % - Provision of bike commuter routes 59 % 12 % 17 % 6 % 6 % Speed reduction of bicycle routes (with/without bicycle 34 % 23 % 32 % 11 % - facilities) General speed management schemes 27 % 31 % 9 % 24 % 9 % applied Better traffic flow for cyclists at intersections 20 % 28 % 29 % 20 % 3 % Improvement of cyclist safety at intersections 6 % 17 % 37 % 29 % 11 % Improved transfer between bike and public 47 % 21 % 24 % 6 % 3 % transport (bus/train) Improved parking facilities for bicycles 29 % 29 % 21 % 18 % 3 % Improved changing and bathing facilities at 80 % 10 % 10 % - - Safety improvements of school routes 9 % 11 % 40 % 23 % 17 % Extent to which, the municipalities indicate to have implemented various cycling related activities in the period 2007 – 2012. No potential Limited potential Potential Large potential The municipalities’ assessment of bike use promoting potentials of given projects and initiatives. Huge potential
Page 1 and 2: Aalborg Universitet Bike Infrastruc
Page 3 and 4: TITLE BIKE INFRASTRUCTURES EDITORS
Page 5 and 6: Introduction VICTOR ANDRADE
Page 7 and 8: SECTION ONE: DANISH NATIONAL SURVEY
Page 9: Furthermore, 85% of the municipalit
Page 13 and 14: SECTION TWO: BIKE INFRASTRUCTURES V
Page 15 and 16: 1.0 INTRODUCTION Decisions on trans
Page 17 and 18: clists evaluate these design charac
Page 19 and 20: 3.0 CASES ODENSE SHARED SPACE VESTE
Page 21 and 22: BICYCLE NETWORK The majority of the
Page 23 and 24: BEFORE AND AFTER BEFORE Formerly, V
Page 25 and 26: PAVING MATERIAL DESIGN VELOCITIES T
Page 27 and 28: STREET FURNITURE Technical elements
Page 29 and 30: PUBLIC ART OR OTHER UNIQUE FEATURES
Page 31 and 32: THE WEB SURVEY The web survey analy
Page 33 and 34: DESCRIPTIVE STATISTICS AGE AGE 40%
Page 35 and 36: AWARENESS OF PEDESTRIANS AND MOTORI
Page 37 and 38: TRANS. TO AND FROM WORK RECREA- TIO
Page 39 and 40: VERY BAD BAD NEUTRAL GOOD VERY GOOD
Page 41 and 42: SOCIO-DEMOGRAPHICS AND OPINION ABOU
Page 43 and 44: VERY BAD BAD NEUTRAL GOOD VERY GOOD
Page 45 and 46: BICYCLE NETWORK Aarhus municipality
Page 47 and 48: DESIGN CHARACTERISTICS AND STREETSC
Page 49 and 50: PAVEMENT The sidewalk and bike path
Page 51 and 52: SIGNAGE Signage includes the counti
Page 53 and 54: ACCESSIBILITY To access the new bik
Page 55 and 56: THE WEB SURVEY The web survey analy
Page 57 and 58: DESCRIPTIVE STATISTICS SOCIO-DEMOGR
Page 59 and 60: AWARENESS OF PEDESTRIANS AND MOTORI
Page 61 and 62:
TRANS. TO AND FROM WORK RECREA- TIO
Page 63 and 64:
BAD NEUTRAL GOOD VERY GOOD TOTAL 01
Page 65 and 66:
SOCIO-DEMOGRAPHICS AND OPINION ABOU
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BAD NEUTRAL GOOD VERY GOOD TOTAL PU
Page 69 and 70:
To improve the overall air quality
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3.3.2 BRYGGEBRO In 2006, it was ina
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TECHNICAL DRAWINGS 189448 Figure 3.
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HIERARCHY OF USERS VELOCITIES The u
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SIGNAGE There is signage on both si
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CROSSINGS, INTERSECTIONS The main i
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On the Havneholmen side of the brid
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THE WEB SURVEY The web survey analy
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DESCRIPTIVE STATISTICS AGE 35% AGE
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AWARENESS OF PEDESTRIANS FOR PEOPLE
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TRANS. TO AND FROM WORK RECREA- TIO
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VERY BAD BAD NEUTRAL GOOD VERY GOOD
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SOCIO-DEMOGRAPHICS AND OPINION ABOU
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VERY BAD BAD NEUTRAL GOOD VERY GOOD
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70% WALK ING WITHOUT BIK E SATISFAC
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5.0 CONCLUSION The decision to use
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http://www.odense.dk/web4/cyklister
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3.2 HANS BROGES GADE Figure 3.2.1:
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4.0 GENERAL COMPARISON Figure 4.1:
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Table 3.2.10: Distribution of the r
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Table 3.3.48: Distribution of the r
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SURVEY ACCESSED ON THE WEBSITE DO Y
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Better signposting Bike maps Mainte
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CONTENTS 1.0 INTRODUCTION 2.0 DEVEL
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2 DEVELOPMENTS IN CYCLING IN THE NE
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3 The demonstration projects in Til
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3.2.2 The Hague The design Just as
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and to conclude whether the goals a
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• Coloured pavement to visually d
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• With regard to intersections wi
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In the late 1970s, the medium-sized
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The Reineveldbrug is part of the ma
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Noordwest Tanthof Wippolder 1982 19
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Tables 4.13 and 4.14 show the modal
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The outcomes of the route analyses
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The general conclusion is that the
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The Koepoortbrug functions mainly f
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5 Shared space in Haren Shared spac
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6 BICYCLE STREET IN HAARLEM A bicyc
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7 Interurban highway for cyclists 7
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Additionally, habitual behaviour ma
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SECTION FOUR: RECOMMENDATIONS
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BIKE INFRASTRUCTURES Edited by VICT
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