how dutch cities made the turnaround in nmt & urban ...cdn.cseindia.org/userfiles/jeroen...
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How Dutch cities made the turnaround in NMT & urban transport planning
www.dutchcycling.nl
Jeroen Buis, MSc.Eng. ([email protected]), Delhi, 23 March 2012
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The Netherlands: small and densely populated
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300 km
200 km
16.5 million inhabitants483 inh./km²
18 million bicycles26% bicycle use
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In 1940s and 1950s: Bicycle most important mode of transport
3
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The 1960’s (1945 – 1970: economic boom)
- Rapid growth of car ownership and car-use1965: 600 km. highways.
- Plan: 5300 km. in 2000 (reality now: 2200 km!)Local Policies: make room for the car> More roads, road expansion, demolishing houses, fill
canals (ducts) for new roads (India today!)> More parking spaces in the cities and city-centres- Close railway and tram lines- No policies for cycling
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1960s: Wide one-way roads in city-centres
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1960’s and 1970’s: mass motorisation
(25)(104)
(250)(318)
(365)
(460)
6
2011: One car for every two people
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The 1970’s- Car-use and car-ownership keeps increasing- Increasing congestion on highways and in cities, - Parking problems in cities- Economic loss because of inaccessibility of cities- High accident rate (top 1972: 3200 killed)- The quality of life in cities deteriorates.
Citizens and politicians start to become aware of these problems
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Rise of Civil Society Organisations
> Pedestrians association (1950’s)
> Stop the Child Murder (1970’s) > 1972: 400 children (<14 yrs.) killed (2011: 20 (<12))
> Dutch Cycling Organisation (Fietsersbond - 1975)> Started as an activists’ movement> National merging of local groups> Opposing and challenging existing traffic and
transport system
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Public Policies in 1980’s (and after) National Policies: - Double the distance travelled by public transport between 1986 and 2012. Expand the network of railways. Curb the growth of car-useLocal Policies : - Restrict car use, car accessibility and car parking in the cities; promote cycling and public transport.
Policies are officially no longer following the demand of car-traffic! (e.g India: extrapolating growth)
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Since 1970’s cycle use in cities increased!P
erce
ntag
e of
veh
icul
ar tr
ips Within Amsterdam currently:
More cycle use than car-use
Amsterdam has 420 cars for every 1000 inhabitants.
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And while cycle use went up: accident rates fell
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1972: 3200 people killed in traffic
2007: 791 people killed in traffic (8,9 per 100,000 MV – India: 121)
Amsterdam (750,000 inh.) 2009: 12 people killed in traffic.
Less and less people killed in traffic since 1972(While total traffic volume (kms) keeps increasing)
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2. How did ‘we’ do it?9 success factors for the turnaround
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Success factors for the turnaround (1-3)
1. Plans and policies: Integrated and continuous pro-bicycle policies (year after year)
> Vision, objectives, specific targets (e.g. “max 20 % car-use in 2015”), studies (India: issue)
2. Stakeholders played their roles> Citizens/users, politicians, experts/planners
3. Good land-use planning> Mixed-use, compact city, no suburban shopping
malls, integrating land-use and transport planning23-3-2012 >pagina 14 > Typ de voettekst altijd via het tabblad invoegen | Kop- en voettekst
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1964The compact city: Groningen
1980 2000
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Success factors for the turn around (4)
4. Limited car-access into city-centres> Restrictive parking policies> No through-traffic> Car-free streets and squares> Limited and expensive car-parking> Good public transport and NMT-facilities
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1. Private motorised traffic through city-centre
2. Through-traffic around the city-centre
Santiago
Utrecht (NL)
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Car-free city-centre
Groningen, 1977> No through-traffic
through city-centre> Later: More car-free
streets added
Area sin autos
Infra autoInfra principal autos Área sin autos
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Cycle parking replaces car parking
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Car-free square in Delft
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Groningen: City-centre
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Busses allowed: cars not
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1960’sNow Same location in city-centre
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Groningen is a success
> 38% of all journeys by bicycle> 57% of all internal journeys is done by bicycle
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Create areas with few cars
Arterial roads in Groningen
Through traffic through city-centre
Car-free city-centre
Car-free city-centreLess (wide) arterial roads
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Groningen, 1970 –5 MV-lanesGroningen, now only 2 PMV-lanes(+ bus lane)
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Also: Completely removing roads from 60’s and 70’s
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1984
2012
City of Utrecht: The canal comes back
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Success factors for the turn around (5)
5. ROADS: Limited road widths and lane widths, reduced capacity of roads, safe and NMT-friendly road-designs
> Attracting less car-traffic> Easier crossing> Safer for cyclists and pedestrians> Lower speeds> Acquiring space for cycle infrastructure
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A brand new road in Pune
> Attracting more motorised traffic> High speeds> Difficult to cross Discourage walking
and cycling
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Amsterdam
From 4 lanes for cars to 2!> Space where lanes were still there> Now traffic moves better!
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Road widths in Amsterdam (2005)
Highway (ring road): 2 x 4 lanesUrban Arterial: 2 x 2 lanesAll other roads: 2 x 1 lanes
> No 6-lane roads inside the city
> Very few 4-lane roads
> No flyovers inside ring road
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From 2 MV-lanes to 1 MV-lane
Was MV-lane
31 Utrecht
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Safe road design (1 lane + median)
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Success factors for the turn around (6)
6. ROADS: Dismantled multi-lane one-way systems and remove slip roads
> Less detours (for cyclists)> Lower MV-speeds> Safer for cyclists (dangerous weaving and free-
turns for cars)> Every intersection is different
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Dangerous multi-lane (2-3) one-way systems with free turns
In India still made now!
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Success factors for the turn around (7)
7. Reduction of traffic speeds> Narrower roads> Lower speed limits in cities> 30 km/h areas
(50% of streets)
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30 km/h zones
More than 50% of the city!Delft
36
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30 km/h with ramps
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Success factors for the turn around (8)8. Networks of high-quality cycling (and walking!)
infrastructure (problematic in India)> Continuous and coherent networks> Direct routes> Safe> Comfortable> Attractive
> Routes, not just cycle tracks> Cycle parking facilities
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Bicycle network The Hague
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Cycle tracks in Groningen
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One-way cycle track
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One-way cycle track
Nijmegen
Low curb
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One-way cycle tracks(“Copenhagen” design)
43 Where there is no parking
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Two-way cycle track and BRT
Nijmegen
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University area Nijmegen
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Bridge for cyclists and trains only
Nijmegen
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Cycle lanes (50 km/h collector road)
1.80 m3.10 m
Nijmegen
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Cycle street: shared use with priority for cyclists
Houten
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Traffic lights for cyclists
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Utrecht
Intersection
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A well designed intersection
Nijmegen
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Roundabout: priority for cyclists
Nijmegen
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Bicycle parking
53
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54
Groningen station now
4500 bicycles
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Another station
55
Amersfoort
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Double layer
Utrecht
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Success factors for the turn around (9-10)9. Education, promotion, legislation and
enforcement10.Providing budget for NMT-planning
> City of Zwolle: 20 years: 10% of infrastructure budget for cycling!
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In short1. Decide where you want to go and plan for that2. Citizens – experts – decision makers are all needed3. Make car-free city-centres and restrictive car-parking
policies4. Design narrow(er) roads and dismantle one-way
systems to discourage car-use and make NMT safer5. Plan and design quality for the bicycle6. Take care of promotion, legislation, enforcement and
budget.
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Everyone cycles in The Netherlands
23-3-2012 >pagina 59 > Typ de voettekst altijd via het tabblad invoegen | Kop- en voettekst
Prime Minister Mark Rutte leaving the Royal Palace (The Hague, March 2012)
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Finally
ndia does now what we did in the 1960’s
We changed course
So can India!
23-3-2012 >pagina 60 > Typ de voettekst altijd via het tabblad invoegen | Kop- en voettekst