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

70%
WALK ING WITHOUT BIK E
SATISFACTION WITH THE SITE
60%
SATISFACTION WITH THE SITE
60%
50%
40%
30%
20%
10%
Bryggebroen
Hans Broges Gade
Vestergade
50%
40%
30%
20%
10%
Bryggebroen
Hans Broges Gade
Vestergade
0%
NO ANSWER 6-7 DAYS OF
WEEK
5 DAYS OF
WEEK
3-4 DAYS OF
WEEK
1-2 DAYS OF 1-3 DAYS OF
WEEK MONTHS
Figure 4.3: Distribution of the respondents in accordance to how often they ride a bike in the infrastructure.
MORE
RARELY
0%
NO ANSWER
VERY
DISSATISFIED
DISSATISFIED NEUTRAL SATISFIED VERY
SATISFIED
Figure 4.4: Distribution of the respondents in accordance to their satisfaction with the infrastructure design solution.
CYCLING MORE OFTEN AND QUALITY
INFLUENCING TO BIKE MORE OFTEN
Comparing the results from the three web surveys, the
implementation of Bryggebro influenced the most quantity
of respondents (30%) to start to ride a bike more often. In
this context, it is important to take in consideration that the
opening of Bryggebro created a new link between the two
sides of Copenhagen harbor.
When respondents who started to bike more often after
the intervention were asked for their motivations, there
was a different pattern of answers in the three infrastructures.
45% of Bryggebros’ respondents said that fast connectivity
was the main reason that made them to start to ride a
bike more often. Moreover, 91% of Bryggebros respondents
said to be satisfied with the design solution of the
infrastructure in regards fast connectivity. However, only
38% of respondents from Vestergade Vest and Mageløs
were satisfied with it.
Enhancing fast connectivity, Bryggebro has a dedicated
high speed lane connecting the two sides of the harbor.
On the other hand, Vestergade Vest and Mageløs function
as a shared-used space where cyclists need to negotiate
the space with other transport modes during most
of the day.
Despite the challenges faced by cyclists at Vestergade
Vest and Mageløs, the majority of respondents that started
to ride a bike more often after the intervention have
mentioned fast connectivity as a main factor. And 33%
of respondents were satisfied with the design solution in
regards to fast connectivity.
In the case of Hans Broges Gade, respondents that started
to bike more often after the intervention had mentioned
safety as the main reason.
SATISFACTION WITH THE
INFRASTRUCTURE
While the rate of respondents from Bryggebro and Hans
Broges Gade who were dissatisfied with the infrastructures
was respectively 1% and 8%, the rate of Vestergade
Vest and Mageløs respondents dissatisfied was much
higher (14%).
The different infrastructure typologies might have an influence
in the result. Bryggebro and Hans Broges Gade
design solutions segregated the different transport modes
and present dedicated lanes for cyclists.
The intervention in Vestergade Vest and Mageløs is
based on the concept of shared-use space where there
are no dedicated bike lanes and the cyclists need to ne-
gotiate the space with pedestrians. The data collected
from the count, local observation and newspapers articles
indicate that Vestergade Vest and Mageløs function as
a more challenging space, especially between 3pm and
5pm were the there is a large amount of both cyclists and
pedestrians sharing the same space.
A shared-use space challenges the cyclists to learn how
to negotiate their space with pedestrians and induces the
cyclists to ride their bikes at a lower speed.
In general, the satisfaction of the respondents about the
design solution of the infrastructures in regards to safety,
conflict between travel modes, aesthetics and parking are
similar to their satisfaction with the overall design.
SATISFACTION WITH DESIGN SOLUTION
AS REGARDS SAFETY
The majority of the respondents from Bryggebro and
Hans Broges Gade were satisfied with the infrastructures
design in regards to safety. However, 11% and 7% of the
respondents respectively from Bryggebro and Hans Broges
Gade were very unsatisfied with the infrastructures.
At Vestergade Vest and Mageløs, half of the respondents
were not satisfied with the infrastructure design in regards
to safety. The negative response could be partially influenced
by the profile of the infrastructure as a shared-use
space. Vestergade Vest and Mageløs were not designed
with dedicated bike lanes. It is a space where cyclists and
pedestrians need to negotiate the space.
LACK OF AWARENESS FOR THE SUR-
ROUNDING CYCLISTS
According to 87% of respondents from Vestergade Vest
and Mageløs, the lack of awareness of pedestrians for
cyclists is problematic.
There is also a problem presented among Bryggebro`s
respondents. 56 % of the respondents pointed out the
lack of awareness of pedestrians for cyclists as a problem.
Considering the design of the infrastructure and the
field observation, the main problem might be the bridges
gates that function as shared-use spaces.
There is an abrupt rupture between the dedicated bike
lanes at the bridge and the gates functioning as shareduse
spaces. The cyclists ride their bikes faster at the dedicated
lanes. But when they enter the shared-use space,
they are forced to slow down the speed.
170 171