bas govers

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Love cycling Go Dutch Planning urban development- think people, think bike in the NetherlandsHow to integrate biking in our cities and urban developments?

5 november 2013

Newcastle

Bas Govers bgovers@goudappel.nl

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Structure: how to…

1) More then cycle infrastructure! 2) Urban trends: more cycling to come! 3)The example of Utrecht: giving the city

back to the people 4) Cycle highways

▪ The power of highways▪ Solutions in a urban environment▪ Solutions in a suburban environment

5) Conclusions

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More then cycle infrastructure

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Policy: spatial planning

1950 1960 1970 1980 1990 2000 2010

VINEX: wijken

3e Nota RO: groeikernen

2e Nota RO: groeisteden

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The ‘vinex’ developments (1990 – 2010) based on cycling!

Concentrating new urban developments around the cities; enforcing the level of service in the city

Large enough for elementary daily services on a short distance (5.000 houses)

Full separation from the main carstructures Around railway-stations; bike and PT-

facilities On cycling-distance from the city

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And in the residential areas, Houten cycling city

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School areas Hart

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Policy: shopping, schools, medical care in the neigbourhood

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Policy: sustainable road safety

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Urban trends: more cyling to come!

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The revival of the city: attractiveness as a economic tool

Winners: historical inercities, mixed areas, high ‘experience-value’

Utrecht, Groningen, Maastricht, Den Haag, Rotterdam, Amsterdam (Centrum, De Pijp, Oud-West)

Losers: suburban areas, monofunctional offices and shoppingcentres▪ Almere, Purmerend, Zoetermeer,

Spijkenisse

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Trends: new urban inhabitants- Young families- Highly educated- Urban lifestyle

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Trends: new urban inhabitants in ‘Zuid’ and ‘West’, not in ‘noord’.

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Trends: healthy living

Effects on health of cycling regularly (Univ.Utrecht):

+ 250 dgn more by fysical exercise

- 2 dgn less by risk of accidents

- 10 dgn less by poor air-quality

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Some facts

In Amsterdam: 1990: bikeshare 33%, cars 39%2010: bikeshare 47% cars 31%1990: 6% bike to station2010: 40% bike to station

In Utrecht:

22.000 parkingplaces for bikes

In the stationsarea in 2020

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Revival of the city, new inhabitants Healthy living Sustainability: rising costs of mobility ‘Experience’ and ‘attactiveness as an economic tool

Conclusion: ▪ Intensifiing cities▪ Need for attractive environments ▪ Cycling is playing a key role

How can we manage this? Let’s have a closer look at Utrecht

Trends: more cycling!

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The example of Utrecht: giving the city back to the people!

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This is Utrecht

Uit: Magazine Utrecht Stad van Kennis & Cultuur

“City of knowledge and culture”

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Protests to enlarging the Ringroad (national project)

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Air-quality enforces hard measures but no solutions

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No more newtowns; but intensifiing the city leads to more traffic

Locaties uit het Stadsdebat Dynamisch Stedelijk Masterplan(www.stadsdebatutrecht.nl)

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New deal: making Utrecht no 1 cycling city

Collegeprogramma Mobiliteit “Dit college gaat van Utrecht de OV- en fietsstad van Nederland maken”

“…om de stad ook in de toekomst duurzaam bereikbaar te houden”

“…aantrekkelijke alternatieven voor de automobiliteit van, naar en binnen Utrecht”

“Een schaalsprong in het openbaar vervoer is daarbij een even onvermijdelijk als wenselijk perspectief”

“…samen met het Rijk, het bestuur regio Utrecht (BRU) en de NS”

“Voor een gezonde, leefbare en duurzame ruimte neemt het college maatregelen die alternatieven bieden voor de huidige groei van de automobiliteit”

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Utrecht Attractive and Attainable (2030 ten opzichte van 2010)

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Redistributing the public space!Road capacity (TU Delft, people per lane of 3,5 m)

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3 mobility environments

ABC

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3 mobility environments

ABC

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Car-acces: giving people choices

ABC

AB

C

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The principles of the A-environment

Attractivity as a leading principle Reducing car traffic, destination only Redistributing public space

from cardominated parking ring to attractive cycling ring

Redesigning the barriers for cyclists In the innercity: cycling for destination

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“there are bikes everywhere”

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Streets for people

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Cycle-highways in to the city

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Sterroutes Den HaagF12 en F44 – C-zone

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Accessibility/Economy The Hague

E-bikes go 50% to 75% faster, widening the catchment area by 75%.

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Change of modal choice

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tot 2.5 km 2.5-3.7 km 3.7-5 km 5-7.5 km 7.5-10 km 10 km >

fiets

auto Beoogde verschuiving

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B –environment: Urban solutions

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Next to main road or through the neighborhoods?

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Attractive cycling roads as a tool

Route 1 Leidseweg

Route 2 Weg der VN

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Attractive cycling roads as a tool

Route 1 = 1,8 km Route 2 = 1,6 km

82% choses route 1 15% choses route 2

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Reden keuze route

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Ko

rte

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Route 1

Route 2

47Verdeling ingeschatte reistijd

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Ingeschatte reistijd in minuten

Aan

tal

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Cycle-streets (width 4 meter)

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Roundabout: nonstop

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Urban-environment: quality of places

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Principles of the urban environment (B)

Cycling highways: attractive, fast and safe No massive carroads (max 15.000 per day) Only inside-ringroad traffic allowed Attractive boulevards, spatial continuity Balance of modes: easy crossing in the

whole area Quality of places

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Suburban environments (C)

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Principles of the C-environment

Keeping bicycles away from the carenvironment

Cycling highways: fast and easy Car-, PT and biking structures on separate

tracks In centres: quality of public spaces

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Cycle highways: using railwaytracksWidth profile: minimum 4 x 1 meter = 4 m(speed 10 – 40 km/h)

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Design: Priority Cycleway along the railway

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Meeliften: Hanzespoorlijn Zwolle

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Attractive view -> water old railway – San Remo Italy

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Own Identity( F35 in 2011 in Twente NL)

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Intersectionssource : www.fietssnelwegen.nl

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Nonstop in 2 levels

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Taking cycling to the next level

Giving the city back to the people Attractiveness as a leading principle Redistribution of public space: A, B, C Clear principles for car traffic

▪ A: no trough-traffic; car as guest▪ B: no high intensities; balance▪ C: seperate structures