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

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The recommendations are divided in 3 sections which represent the research packages developed in the project Interventions to the Bicycle Infrastructure. <strong>Bike</strong> <strong>Infrastructures</strong> The results indicate that fast connectivity, attractive landscape and safety – in this order of relevance – are strategic dimensions of a design solution that must be taken in consideration by architects, planners and engineers. Statistic analysis re¬veals how the relationship between age group and travel purpose can further enhance future biking infrastructures, for example younger cyclists are more likely to be travel¬ing to study or school, whereas the older cyclists are trav¬eling to work. Therefore future infrastructures could cater for this division creating faster, safer and less congested bike lanes. When deciding to implement or improve a bike infrastructure, the particular qualities and potentials of different bike typologies should be analyzed in order to decide what kind of bike infrastructure would be appropriate to be implemented. Different typologies or a conjugation of typologies can be ef¬ficiently used for commuting. Again, what seems to be important is how fast the infrastructure connects the cyclists, how attractive is the landscape and how safe it is to ride a bike in the infrastructure. National Survey For the period 2010-2014 it is expected that more than 2 billion Danish kroner will be invested in bike-promoting initiatives in Denmark. Some projects are inventive by testing out new initiatives and the magnitude of projects alone represents a golden opportunity to obtain valuable knowledge upon the cycling effects of various bikepromoting initiatives. This could significantly improve the basis for the future prioritizing of bike-promoting projects. Performing such evaluations requires that before/after registrations on relevant parameters is performed. The national questionnaire indicates that the municipalities only to a limited extent perform before/after registrations that allow scientifically based before-after studies of effect to be performed. Consequently, it seems relevant to build an incentive structure that ensures that the municipalities make such registrations – especially when initiatives with little or none existing documentation of effects are implemented. The national Cycling Fund holds promise of such an incentive structure, as those receiving financial support from the funds must make evaluations of the effects of the supported projects. However, in this case it is highly unfortunate that no systematic evaluation program/ scheme has been implemented. Setting up standards for the evaluations would allow for comparison of effects between projects and furthermore it would enable the application of meta-analysis to uniform projects. The latter would significantly improve the quality of the evaluations and the estimates of the effects, making it possible to test whether or not the effects are significant. Furthermore, it also makes it possible to test, if the effects of given projects are homogenous, thus producing knowledge reflecting if the effects varies with local characteristics, project details, geography etc. Consequently, it can be recommended: 1. That an incentive structure for performing evaluations of effects is implemented, e.g. by demanding that projects which receive financial support from the government are implemented, alike test projects requiring dispensation from current legislation such as allowing right turn for cyclists in the red-phase at signalized intersections. 2. That a systematic evaluation scheme is implemented ensuring that meta-analysis can be applied in order to estimate the likely effects of given treatments, the significance of effect and the homogeneity of effects. Consequently, it can be recommended: 1. That an incentive structure for performing evaluations of effects is implemented, e.g. by demanding that projects which receive financial support from the government are implemented, alike test projects requiring dispensation from current legislation such as allowing right turn for cyclists in the red-phase at signalized intersections. 2. That a systematic evaluation scheme is implemented ensuring that meta-analysis can be applied in order to estimate the likely effects of given treatments, the significance of effect and the homogeneity of effects. Dutch References From the Dutch experience and research a number of recommendations can be given to other countries. 1. The promotion of bicycle use is only credible and successful if cycling is a practical, relatively fast and convenient mode of transport. We recommend the five main requirements for planning and designing bicycle infrastructure that are generally adopted by the Dutch professionals: coherence, directness, attractiveness, safety, and comfort. 2. Promotion of the bicycle should include improving the perception of the conditions by (potential) cyclists. Improving the perception of conditions results in increased bicycle use beyond the increases associated with improving the actual conditions. 3. Minimizing travel times between origins and destinations is important in designing bicycle infrastructure. First, the detours compared to crow-fly distances should be small, implying a high density of the cycle network. Second, the average speed that cyclists can achieve should be high and delays at traffic lights and other bottlenecks should be minimized, for instance by bicycle-friendly phasing of traffic lights and giving right of way to cyclists at intersections. 4. Urban bicycle routes should preferably be traced through traffic restrained areas because cyclists prefer undisturbed and convenient cycling conditions. 5. The Dutch studies give information about when segregation of cycling facilities is preferable and when not. There is an ongoing international debate on the usefulness and need of segregated facilities. It is well known that a certain type of (often masculine) assertive cyclist activists, mainly in Anglo Saxon countries, challenge the need of segregation, often with road safety arguments. The lessons from the Dutch studies on this point are: • Generally, segregation is preferred if there are large differences between the speeds of the different road users and traffic volumes are fairly high. In particular, off-road bicycle paths are highly desirable for busy main roads, both for safety reasons and undisturbed travelling. The bicycle paths should be comfortable and have sufficient capacity for uncongested cycling. In urban conditions, two sided one directional cycle tracks are generally preferred to one sided two directional tracks. Only when one sided two directional tracks substantially reduce the need to cross busy roads, should this be considered the best solution. • In the urban context bicycle and motorized modes can be mixed on condition that traffic volume is not too high and speeds are harmonized (i.e. car speeds are limited to the speed of the bicycles). Bicycle streets and shared space solutions are good examples of mixed facilities that meet the quality requirements for cycling. 6. A good design of intersections is essential. Intersections are the most important cause for delays and most accidents where cyclists are involved happen at intersections. Specific design elements such as table crossings are recommended to accommodate safely the right of way for cyclists. The ramps of these crossings should be about 5 m from the edge of the cycle track so as to promote a proper interaction between car drivers and cyclists.
BIKE INFRASTRUCTURES Edited by VICTOR ANDRADE, HENRIK HARDER, OLE B. JENSEN, JENS MADSEN
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Aalborg Universitet Bike Infrastruc
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TITLE BIKE INFRASTRUCTURES EDITORS
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Introduction VICTOR ANDRADE
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SECTION ONE: DANISH NATIONAL SURVEY
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Furthermore, 85% of the municipalit
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Tables/illustrations Indicated leve
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SECTION TWO: BIKE INFRASTRUCTURES V
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1.0 INTRODUCTION Decisions on trans
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clists evaluate these design charac
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3.0 CASES ODENSE SHARED SPACE VESTE
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BICYCLE NETWORK The majority of the
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BEFORE AND AFTER BEFORE Formerly, V
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PAVING MATERIAL DESIGN VELOCITIES T
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STREET FURNITURE Technical elements
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PUBLIC ART OR OTHER UNIQUE FEATURES
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THE WEB SURVEY The web survey analy
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DESCRIPTIVE STATISTICS AGE AGE 40%
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AWARENESS OF PEDESTRIANS AND MOTORI
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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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BICYCLE NETWORK Aarhus municipality
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DESIGN CHARACTERISTICS AND STREETSC
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PAVEMENT The sidewalk and bike path
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SIGNAGE Signage includes the counti
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ACCESSIBILITY To access the new bik
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DESCRIPTIVE STATISTICS SOCIO-DEMOGR
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AWARENESS OF PEDESTRIANS AND MOTORI
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BAD NEUTRAL GOOD VERY GOOD TOTAL 01
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BAD NEUTRAL GOOD VERY GOOD TOTAL PU
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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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DESCRIPTIVE STATISTICS AGE 35% AGE
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AWARENESS OF PEDESTRIANS FOR PEOPLE
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70% WALK ING WITHOUT BIK E SATISFAC
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5.0 CONCLUSION The decision to use
Page 101 and 102: http://www.odense.dk/web4/cyklister
Page 103 and 104: 3.2 HANS BROGES GADE Figure 3.2.1:
Page 105 and 106: 4.0 GENERAL COMPARISON Figure 4.1:
Page 107 and 108: Table 3.2.10: Distribution of the r
Page 109 and 110: Table 3.3.48: Distribution of the r
Page 111 and 112: SURVEY ACCESSED ON THE WEBSITE DO Y
Page 113 and 114: Better signposting Bike maps Mainte
Page 115 and 116: CONTENTS 1.0 INTRODUCTION 2.0 DEVEL
Page 117 and 118: 2 DEVELOPMENTS IN CYCLING IN THE NE
Page 119 and 120: 3 The demonstration projects in Til
Page 121 and 122: 3.2.2 The Hague The design Just as
Page 123 and 124: and to conclude whether the goals a
Page 125 and 126: • Coloured pavement to visually d
Page 127 and 128: • With regard to intersections wi
Page 129 and 130: In the late 1970s, the medium-sized
Page 131 and 132: The Reineveldbrug is part of the ma
Page 133 and 134: Noordwest Tanthof Wippolder 1982 19
Page 135 and 136: Tables 4.13 and 4.14 show the modal
Page 137 and 138: The outcomes of the route analyses
Page 139 and 140: The general conclusion is that the
Page 141 and 142: The Koepoortbrug functions mainly f
Page 143 and 144: 5 Shared space in Haren Shared spac
Page 145 and 146: 6 BICYCLE STREET IN HAARLEM A bicyc
Page 147 and 148: 7 Interurban highway for cyclists 7
Page 149 and 150: Additionally, habitual behaviour ma
Page 151: SECTION FOUR: RECOMMENDATIONS
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