manual re le city - repository.tudelft.nl

RE LE CITYNOOR SCHELTEMA

STRENgTHENiNg THE bikEAbiLiTy fROM HOME TO THE DuTCH RAiLwAy STATiON.

Manual

RE LE CITYNOOR SCHELTEMA

Manual

“Ga toch fietsen!”(Mark Rutte, 2012)

MANuALJUNE 2012

URBAN REGENERATION GRADUATION LAB MSC 3DEPARTMENT OF URBANISMDELFT UNIVERSITY OF TECHNOLOGY

DEPARTMENT OF ASSET DEVELOPMENTNS STATIONS, UTRECHT

# 1305441NOOR @ RECYCLECITY.NLWWW.RECYCLECITY.NL

MENTORTEAM:DR. IR. REMON ROOIJ (SPATIAL PLANNING & STRATEGIES, URBANISM)DR. IR. STEFAN VAN DER SPEK (URBAN DESIGN, URBANISM)DR. IR. DRS. SEBASTIAAN DE WILDE (NS STATIONS)

© 2012 NOOR SCHELTEMA

kEywORDS: RAILWAY STATION ENVIRONMENT; DUTCH NEIGHBOURHOODS; BIKEABILITY; PUBLIC SPACE QUALITY; SPATIAL DESIGN INTERVENTIONS

RE LE CITY

COLOpHON

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RE LE CITY

NOOR SCHELTEMA

STRENGHTENING THE BIKEABILITY FROM HOME TO THE DUTCH RAILWAY STATION.

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pREfACE

This Manual is part of the graduation project ReCYCLE City. The aim of this project is to develop spatial design interventions to strengthen the bikeability from home to the Dutch railway station. The background of this project is explained in thesis plan ReCYCLE City (Scheltema, 2012a).

In the context of the graduation project a validation tool has been developed to objectively measure the quality of the bicycle routes. A literature study formed the base for this validation tool. The outcome of this study contains four criteria for successful public space for cyclists, published in a paper ‘Designing Successful Public Space for Cyclists’ (Scheltema, 2012b).

The content of this Manual is divided in two parts. The first part gives a short introduction on the criteria that form the base for the validation tool. The second part contains the ReCYCLE City Manual.

Noor ScheltemaDelft/Utrecht, June 2012

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Reading Guide

In front of you lies the part D of the ReCYCLE City Master’s thesis. This booklet is part of graduation project ‘ReCYCLE City’ of the masters of Urbanism at the faculty of Architecture of Delft University of Technology.

This Master’s Thesis consists of six parts.

Part A contains the introduction of the thesis. The problem field, the objective, research questions and methodology are discussed.

Part B forms the theoretical background of the thesis based on a literature study.

Part C discussed a case study research of 11 bicycle routes. Every case is analysed and compared by the developed validation tool. Literature study forms the basis of this case study research.

Part D contains the guide for the validation tool that is developed as a result of the literature study and the case study research.

Part E shows the design made for the bicycle routes and the station area in Amsterdam Amstel. This part shows how the results of the theoretical framework and the case study research can be used to develop a strategic design for the project area.

Part F draws the conclusions of the work and presents the recommendations for further research.

pART A - THESiS pLANTHE LOST CYCLIST

pART b - THEORySTUDYING THE BICYCLE NETWORK

pART C - ATLAS VALIDATING THE BICYCLE NETWORK

pART D - MANuAL GUIDE FOR VALIDATING THE BICYCLE NETWORK

pART E - DESigN IMPROVING THE BICYCLE NETWORK IN AMSTERDAM AMSTEL

pART f - CONCLuSiONS IMPROVING THE BICYCLE NETWORK

RECyCLE CiTy bOOkLET SERiES

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pART D - MANuAL GUIDE FOR VALIDATING THE BICYCLE NETWORK

desiGninG successful public space foR cyclists 12

1. safety 161.1 Road division 181.2 Visibility & lighting 201.3 Pavement 22

2. diRectness 242.1 Linearity 262.2 Continuity 282.3 Right of way to bicyclists 302.4 Orientation 322.5 Fluency 342.6 Flatness 362.7 Legibility 382.8 Transfer distance 402.9 Bicycle parking capacity 42

3. coMfoRt 443.1 Human scale 463.2 Special bicycle amenities 483.3 Bicycle parking types 503.4 Bicycle parking racks 523.5 Bicycle parking levels 54

4. attRactiVeness 564.1 Maintenance 584.2 Liveliness 604.3 Experience 62

biblioGRapHy 64

TAbLE Of CONTENTS

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DESigNiNg SuCCESSfuL pubLiC SpACE fOR CyCLiSTS

This chapter introduces the theoretical framework of the validation tool which forms the base for the Manual. The theoretical framework of the validation tool is built on literature of leading authors in the field of public space for cyclists. The aim of the paper was to develop conditions for successful public space for cyclists to strengthen the bicycle route between home and the railway station.

Figure 1.1 shows the outcome of this literature study: the development of a pyramid showing the key criteria for public space for cyclists The pyramid is based on the fundamental theories of satisfiers and dissatisfiers. The dissatisfiers - safety and directness - have to be met first in order to fulfill the basic needs. After the fundamental needs are fulfilled the satisfying conditions are able to make a positive contribution. It does not work the other way around. If all conditions are met except from the dissatisfiers, people will not appreciate a place.

The four conditions form the base for the validation tool. Finally, for each of the conditions is checked how they are applicable to strengthen the bicycle route from home to the railway station. The outcome of the literature review is shown in figure 1.1 and published in the paper ‘Designing Successful Public Space for Cyclists’ (Scheltema, 2012b).

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1. safety a. Road division b. Visibility & lighting c. Pavement

2. directness a. Linearity b. Continuity c. Right of way to bicyclists d. Orientation e. Fluency f. Flatness g. Legibility h. Transfer distance i. Bicycle parking capacity

----------------------------------------------------

3. comfort a. Human scale b. Special bicycle amenities c. Bicycle parking types d. Bicycle racks e. Bicycle parking levels 4. attractiveness a. Maintenance b. Liveliness c. Experience

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Flickr (2012)

THE MANuALA vALiDATiON TOOL fOR SuCCESSfuL pubLiC SpACE fOR CyCLiSTS

This part contains the ReCYCLE City Manual of the validation tool. A practical handbook to apply the conditions for successful public space for cyclists to test the quality of the bicycle network from home to the Dutch railway station.

The validation tool is explained by the following guideline. First the condition is shortly addressed. Second, the condition is proved by means of literature. Third, the execution of how the conditions can be measured is set apart. Examples from practice show how every condition is used.

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1. SAfETy

Safety is the most fundamental condition of all. If a place does not meet this aspect, people will never appreciate this place. Furthermore, Safety refers to the cyclists sense of security in public space. Since cyclists are one of the weakest links in public space, they need protection against fast motorised traffic. Cyclist should be given their own bicycle lane if possible and the pavement should be smooth. But the presence of other people, eyes on the street, is also crucial for the safety of the cyclist. And especially during night the lighting along the cycling path is important for the safe well-being of the cyclist (Borgman et al., 2003; Gehl, 2006; Bach, 2006; Rietveld & Daniel; 2010; Forsyth & Krizet, 2011).

1. safety a. Road division b. Visibility & lighting c. pavement

DirectnessVelocity (#km/h) of connectivity (#min/km)Linearity (#average km/ hemelsbreed km)Continuity (#amount of crossings/distance km)Orientation (#amount of turns/distance km)Distance/Enclosure (#between 1-4km the best, above 7,5 km worse)

SafetyBicycle lane (own bicycle lane km/total route km)Lighting (non-lighted path km/total path km)Eyes on the street (traffic safety

ComfortMaintenance ((y/n)clean + well-kept + extra investments like art/green)AmenitiesBicycle parking facilities (part 3)Use along the dayBicycle priorityclarity of maps/signage

ConvenienceHuman scaleAlternatives (Fine grained building blocks (morphology))Human scale (Street scape (hight of the buildings vs. street profile)Legibility

(Flickr, 2012)

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What?The bicycle network should offer the cyclist enough space in the street, to prevent the possibility of being hit by traffic or obstacles along the road

Why?According to Bach (2006) and Gehl (2010), it is important for the well-being of cyclists to have seperate bicycle tracks, seperated from obstacles along the road. Otherwise cyclists run the risk of being pushed off the road by fast dominant motorised traffic or hindered by barriers on or along the road.

How?Decide what the main bicycle routes are. Check for each main bicycle route what road division is provided. A seperate bicycle track counts for 5 points.

See if the bicycle track is at least half a metre separated from a busy thoroughfare and obstacles like parked cars, walls and poles. Grant 5 points if no obstacles are on and along the way.

possible Road division:scores:

5 Seperate bicycle track4 Semi-seperate bicycle track3 Shared road with slow traffic (<30km/h)2 Shared road with fast traffic (<50km/h)1 Shared road with very fast traffic (>50km/h)

possible is bicycle route seperated from scores: obstacles?

5 Yes, the whole bicycle route4 Well, the majority of the bicycle route3 Well, half of the bicycle route2 Well, the minority of the bicycle route1 No

1A. ROAD DiviSiON

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Seperate bicycle track (5 points), not seperated from obstacles (1 point)

Shared road with slow traffic (3 points), seperated from obstacles (5 points)

Seperate bicycle track (5 points) and seperated from obstacles (5 points)

Shared road with fast traffic (2 points) and not seperated from obstacles (1 point)

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What?The bicycle route should be clearly visible, no matter what time of the day or season of the year, to feel safe.

Why?People feel socially safe when they know people are living, working and recreating around them. Residences next to a street, add value to a place while people use to watch over their own street (Jacobs, 1961).Without good sight on the road, the traffic situation cannot be estimated well. Since cyclists are one of the weak users in the street, a clear view on junctions is desirable during day and night (EC, 1999; ECF, 2003; Bach, 2006; Gehl, 2010; Forsyth and Krizet, 2011).

How?First, check if there are transparent windows close to the bicycle route. If that is the case, grant 5 points.

In the second place, see where lighting is provided. If lighting is provided along the whole bicycle route, grant 5 points.

Third, decide if there is a clear view on all crossings along and exits close to the bicycle route. The definition of a ‘clear overview on a crossing’ is when you can see the streets and the traffic assembling in a junction. For adjacent exits counts the same. A clear overview on all intersections counts for 5 points.

1b. viSibiLiTy & LigHTiNg

possible clear view on crossing:scores:

5 Yes, on all crossings4 Well, on the majority of the crossings3 Well, on half of the crossings2 Well, on the minority of the crossings1 No

possible eyes on the street:scores:


possible lighting:scores:


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No clear view on crossing (1 point), eyes on street (5 points), good lighting (5 points)

No clear view on crossing (1 point), no eyes on street (1 point), good lighting (5 points) No clear view on crossing (1 point), eyes on street (5 points), good lighting (5 points)

Bicycle track along highway, no eyes on street (1 points), lighting provided (5 points)

?

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What?The bicycle network must have a smooth and even pavement to feel safe.

Why?Cyclists are very keen on smooth and skid-resistant pavement without steep, long-stretched or slightly stretching slopes (Bach, 2006; Gehl, 2010).

How?Check for the main bicycle route what material the pavement is made of. Asphalt counts for 5 points.

Decide if there is any hindrance in the pavement, such as tram rails, cracks, poles or holes. No hindrance counts for 5 points.

possible scores: pavement:

5 Asphalt4 Stone or concrete tiles3 Even cobbles2 Round cobbles1 No pavement

possible scores: Hindrance in the pavement:

5 No4 Well, just once3 Well, two times2 Well, three times1 Yes, more than three times

1C. pAvEMENT

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Poles and lattice are two hindrances in the pavement, asphalt (pavement 5 points)

Sudden interruption of bumpy round cobbles (one hindrance)

Serie of tram rails cause bumpy road (one hindrance), asphalt (pavement 5 points)

Troublesome unfluent transition to too narrow seperate bicycle track (one hindrance)

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2. DiRECTNESS

Directness refers to the physical and visual coherence of the built environment. The degree of directness is influenced by the consistency and continuity of public space. Efficiency plays also an important role. A seamless spatial structure without discontinuities is therefore greatly appreciated (Forzyth & Krizek, 2011). Legibility plays an important role in the degree of directness of a place. The ease with which spatial structure of a place can be understood and navigated as a whole. Sense of orientation and relative location improve a spatial structure. Physical elements can add value while it serves as reference point (Ewing et al., 2006).

2. directness a. linearity b. continuity c. Right of way to cyclists d. orientation e. fluency f. flatness g. legibility h. transfer distance i. bicycle parking capacity

(Flickr, 2012)

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What?The bicycle route from home to the railway station should be as direct as possible.

Why?Linearity plays an important role in the coherence of a place. A convenient spatial structure should directly link route origins with key destinations. A consistent network also includes the connection with public transport access points (EC, 2011). If people enjoy a route, they are willing to go a 50 percent greater distance than the crow line flies. (Bach, 2006).

How?Measure of the effective length (x) of the bicycle route with Fietsrouteplanner.nl and measure the crow line (cl) of the bicycle route with the measurement tool in Google Earth to calculate the linearity ratio (LR).

Fill the effective length (x) and the crow line (cl) in the RCC form and the score will be calculated automatically.

x

cl

possible scores: linearity (x/cl):

5 LR ≤ 1.24 1.2 < LR ≤ 1.33 1.3 < LR ≤ 1.42 1.4 < LR ≤ 1.51 LR > 1.5

2A. LiNEARiTy

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Example of a curvy diversion to towards the station (lineair -)

Straight direct seperate bicycle track (lineair +) Straight wide bicycle route to the railway station (lineair +)

Example of a curvy diversion on the way to the station (lineair -)

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What?The bicycle network from home to the railway station should be seamless and continuous in order to create a direct connection.

Why?Bicycle routes have to go continuous through the city without being interrupted by junctions. Bicycle routes should also continue through urban areas, like parks and vehicle restricted areas, which are normally inaccessible to motor vehicles (Bach, 2006; Forsyth and Krizet, 2011).

How?Count every crossing (c) along the main bicycle route and enter the amount of crossings in the ReCYCLE City form.

The definition of a crossing is when a bicycle route gets intersected by a equivalent or faster traffic road.

c

x

possible scores: crossings (c) per km:

5 c ≤ 1.24 1.2 < c ≤ 23 2 < c ≤ 32 3 < c ≤ 41 c > 4

2b. CONTiNuiTy

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2C. RigHT Of wAy TO CyCLiSTS

What?Cyclists must have priority on the way from home to the railway station.

Why?The cyclist has to cross a lot of barriers before arriving at the railway station. As the cyclist belongs to the weakest users of public space, right of way should always be provided to cyclists (Gehl, 2010; Forsyth & Krizet, 2011).

How?Check per crossing if the cyclist has priority. If all crossing provide priority, 5 points are granted. It is a matter of bicycle priority, when there is a crossing without traffic lights for cyclists and the cyclists are free to continue their way.

possible scores: Right of way to cyclists:

5 Priority1 Equal crossing0 No priority

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Crossing with no right of way to cyclists, and other vehicles (1 point)

Crossing with no right of way to cyclists (1 point)

Priority to cyclists (5 points), but this man thinks differently

Equivalent crossing (3 point)

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2D. ORiENTATiON

What?Cyclists should have a sense of orientation and relative location after leaving home. The spatial structure should improve the ease of finding the way from home to the railway station.

Why?A spatial structure with too many turns makes people feel disoriented. And it affects the sense of place (Gehl, 1987). This is important as it results in a feeling of physical and psychological well-being. It influences the feeling that a space is a pleasant place to be in.When someone has never visited the place before it is even more important to provide a clear road as this person needs to find its way back. Landmarks can be used as visual orientation points and point of contrast in the urban environment. It can give a place an identity and a visual structure (Tunnard & Pushkarev, 1963).

How?Count every turn (DP) along each of the key bicycle routes. The definition of a turn is when you pass a crossing and you cycle into another direction than straight forward.

possible scores: orientation ratio (oR):

5 OR ≤ 14 1 < OR ≤ 23 2 < OR ≤ 32 3 < OR ≤ 41 OR > 4

dp

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Decision point with three options to choose

Decision point with three options to choose Decision point with two options to choose

Decision point with two options to choose

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2E. fLuENCy

What?Routes and key destinations should be fluently connected with each other.

Why?Fluency refers to the ease in which people recognise a route and in that sense it can also contribute to the directness of the bicycle network. To stress the continuity of a route, the turns in the path should develop smooth. (Lynch, 1961; Bach, 2006; Forsyth and Krizet, 2011).

How?Decide if the bicycle route develops fluently. In case the whole route is fluent, 5 points are granted.

possible fluent:scores:


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Abrupt turn in the bicycle track (fluency - )

Troublesome bends in the bicycle route (fluency - ) Smooth curve along the roundabout (fluency +)

Sudden turn to reach the station (fluency - )

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2f. fLATNESS

What?The bicycle route from home to the railway station should be flat in order to make comfortable use possible.

Why?People prefer to cycle on flat pavements since it costs less effort and is more comfortable in use. Flat bicycle routes are more accessible and have proven to be more intensively used than hilly bicycle routes. (Stinson and Bhat, 2003; Rietveld and Daniel, 2004; Rodríguez and Joo, 2004; Bach, 2006; Parkin et al., 2008; Hunt and Abraham, 2007; Forsyth and Krizet, 2011)

How?Check per main bicycle route if there are any type of slopes. This could be deceptive flat or steep bridges, tunnels or ramps. If the whole bicycle route is flat, 5 points are granted.

possible scores: slopes in the bicycle route:

5 No4 Well, just one short slope3 Well, just one long slope1 Yes, two or more slopes

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Steep long slope along the dike (1 point)

Long slope (1 points)

Snide flat hill towards the station (3 points)

Short slope (3 points)

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2g. LEgibiLiTy

What?The bicycle route from home to the railway station should develop logically in order to naturally find your way.

Why?Legibility refers to the ease in which people recognise and map their surrounding and in that sense it can also contribute to the directness of the bicycle network. To stress the continuity of a route, type and colour of surfacing can be used. (Lynch, 1961; Bach, 2006; Forsyth and Krizet, 2011).

How?Decide if it is clear where to go at each Decision Point in the bicycle route. Enter the amount of clear DPs in the RCC form and the score will automatically be calculated. For clear DPs 5 points are granted.

Check if the entrances of the bicycle parkings are clearly visible. Do the same for the entrances of the station. If all entrances are clear 5 points are granted.

possible clear where to go at every dp:scores:

5 Yes1 No

possible clear bicycle parking entrance(s):scores:

5 Yes, all entrances are clearly visible3 Well, some entrances are clear, others not1 No, the entrances are not clearly visible

possible clear station entrance(s):scores:

5 Yes, all entrances are clearly visible3 Well, some entrances are clear, others not1 No, the entrances are not clearly visible

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Unclear that the bicycle route to the railway station continues to the right (-)

Opening of the entrance hidden by a wall of bicycles (-)

Narrow passage is used as main entrance to the railway station (-)

Outdoor parking spread over the station area (-) and indoor parking unlegible (-)

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2H. TRANSfER DiSTANCE

What?The bicycle route should be directly connected to the bicycle parking and the railway station.

Why?Transfer relates to the actual connection of the bicycle mode with the train. In order to create a direct connection to the railway station, the bicycle connection from the bicycle route to the bicycle parking and the walking connection to the bicycle parking to the entrance of the station (and the platforms) should be as short as possible (Huizinge, 2009).

How?Check if the bicycle route is directly connected to the entrance of the bicycle parking. If you have to cross a sidewalk or (shared space) square first, 3 points are granted. If the bicycle route is directly connected, 5 points are granted.

Measure the walking distance (in metres) from the exit of the bicycle parking to the closest entrance of the railway station. Enter the number in the RCC form and the score will be calculated automatically.

possible directly connected to bicycle parking:scores:

5 Yes3 Well, except from a sidewalk or square1 No

possible Walking distance (Wd):scores:

5 WD ≤ 50m4 50m < WD ≤ 100m3 100m < WD ≤ 200m2 200m < WD ≤ 300m1 WD > 300m

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Bicycle parking directly connected to route via square (3 points), WD 30m (5 points)

Bicycle route interrupted in front of the bicycle parking (1 point), WD 20m (5 points)

Bicycle parking accessible via sidewalk (3 points), WD 15m (5 points)

Inside bicycle parking directly connected to route (5 points) and station (5 points)

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2i. biCyCLE pARkiNg CApACiTy

What?The bicycle parking at the destination should provide enough parking places to serve all cyclists.

Why?Limited bicycle parking capacity causes a jungle of parked bicycles in public space, a common known image. More importantly, it plays an important role in the transfer of the bicycle route. Sufficient bicycle parking improves the directness of a bicycle route.

How?Check what the current bicycle parking need is. And examine what the current capacity of the bicycle parking at the station is. Enter the two numbers in the RCC form and the score will automatically be calculated.

possible bicycle parking capacity ratio (bpR):scores:

5 BPR > 1,04 0,9 < BPR ≤ 1,03 0,8 < BPR ≤ 0,92 0,7 < BPR ≤ 0,81 BPR ≤ 0,7

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Current bicycle capacity of Delft covers 50% of current bicycle parking need (1 pt)

Station Dordrecht covers 160% of the current bicycle need (5 points)

Station Den Haag currently meets 60% of the bicycle parking need (1 point)

Station Houten covers 190% of the current bicycle parking need (5 points)

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3. COMfORT

Comfort is for many cyclists very important. Public space suits cyclists the best by giving the cyclists right of way as much as possible. It influences the feeling of comfort and the well-being of the cyclist. Bicycle amenities and bicycle parking should also be provided suitable to the situation and preferably at the same floor (Borgman et al., 2003; Bach, 2006; ECF, 2006; Forsyth & Krizet, 2011).

3. comfort a. Human scale b. bicycle amenities c. bicycle parking types d. bicycle racks e. bicycle parking levels

By the author

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3A. HuMAN SCALE

What?The built environment surrounding the bicycle routes must have a human scale.

Why?Human scale of the built environment refers to the physical proportions in public space that match the size of the people. This should correspond with the speed of cyclists. Building blocks and other objects along the main bicycle route should therefore be short and fine grained (Huizinge, 2009).

How?Decide if the built environment around the bicycle route has a human scale. If building blocks or objects, such as high way viaducts, along the main bicycle route have a width of 100 metres or more you cannot speak of human scale anymore. Five points are granted if the built environment around the bicycle route has a human scale.

possible Human scale:scores:


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Buildings with an unhuman scale (-) close to the bicycle route

Characteristic old buildings with humand scale (+)

Low building block in human scale (+)

High rise without human scale (-)

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3b. biCyCLE AMENiTiES

What?Suitable bicycle amenities should be provided along the bicycle route from home to the railway station.

Why?Cyclists feel comfortable when bicycle amenities are provides along the bicycle route, such as bicycle parking at home and the railway station. But also wind shelter along the main bicycle route improves the comfort of a place (Bach, 2006; Forsyth & Krizet, 2011).

How?Decide if there are extra bicycle amenities added to the bicycle route and the bicycle parking. For example: a bicycle street, wind or rain shelter,a conveyor belt to the bicycle parking, a timer at the traffic lights. A maximum of 5 points can be granted.

possible bicycle amenities along the route:scores:

5 Yes3 Maybe1 No

possible bicycle amenities in the bicycle parking:scores:

5 Yes3 Maybe1 No

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Bicycle street through the city centre of Houten (5 points)

Bicycle conveyor belt downstairs to the free indoor bicycle parking (5 points)

Bicycle axes through the neighbourhood of Houten (5 points)

Timer in the traffic lights of the bicycle route (5 points)

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3C. biCyCLE pARkiNg TypES

What?Suitable bicycle parking should be provided at the railway station.

Why?Bicycle parking facilities can add a lot of value to the comfort and directness of a place. Cyclists consider guarded indoor bicycle parking as very important. Offering free bicycle parking proves to be extremely effective when it comes to concrentrating parked bicycles in dense areas (Noland and Kunreuther, 1995; Pucher, 1998; Hunt and Abraham, 2007; Huizinge, 2009; Heinen, 2011).

How?Examine what bicycle parking types are provided at the railway station and where they are located. Enter your answer in the RCC form. For free guarded bicycle parking 5 points are granted.

possible scores: bicycle parking types:

5 Free guarded4 Payed guarded & free unguarded3 Only free unguarded2 Only payed guarded1 No bicycle parking provided

possible scores: bicycle parking locations:

5 At one place3 At two places1 At more places

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Free indoor guarded parking (5 points) at one place (5 points)

Unguarded outdoor and guarded indoor (4 points) at two places (3 points)

Unguarded outdoor and guarded indoor parking (4 points) at two places (3 points)

Unguarded outdoor and guarded indoor (4 points) at one place (5 points)

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3D. biCyCLE RACkS

What?The bicycle parking at the destination should provide easy bicycle racks.

Why?The need for safe bicycle parking plays an important role in the experience of comfort. Bicycle racks in the bicycle parking should be efficient in storing as many bicycles per m2 as possible and more importantly they should be comfortable in use (Taylor and Mahmassani, 1996).

How?Check what bicycle racks are provided and enter your findings in the RCC form. The score will automatically be calculated.

possible bicycle parking capacity ratio (bpR):scores:

5 Single level racks with locking opportunity4 Double level racks with easy rolling aid3 Single level racks without locking opportunity3 Double level racks without easy rolling system2 Double level racks without rolling system1 No bicycle racks provided

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Some single level with locking and double level parking with easy rolling (4,5 pnts)

Double level parking with easy rolling system (4 points)

All single level with locking opportunity (5 points)

Combination of single level and double level with easy rolling (4,5 points)

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3E. biCyCLE pARkiNg LEvELS

What?The bicycle parking facilities at the destination should be easy accessible.

Why?People prefer to walk on flat pavements since it costs less efforts and is more comfortable in use. Flat bicycle parkings are therefore desirable. (Stinson and Bhat, 2003; Rietveld and Daniel, 2004; Rodríguez and Joo, 2004; Bach, 2006; Parkin et al., 2008; Hunt and Abraham, 2007; Forsyth and Krizet, 2011)

How?Check at what level the bicycle parkings are situated and enter your findings in the RCC form. The score will automatically be calculated.

possible Majority of bicycle parking located at:scores:

5 Ground floor4 Half a floor up or down3 One floor up or down2 More than one floor up or down1 No bicycle parking provided

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Bicycle parking is located at 1/2 floor down (4 points)

Bicycle parking 1/2 floor up and down (4 points)

Bicycle parking 1 floor down (3 points)

Bicycle parking at ground floor (5 points)

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4. ATTRACTivENESS

This last condition of the four plays a significant role in the overall attractiveness of public space. First of all, the maintenance of the bicycle route and the surrounding public space plays an important role. The liveliness of the bicycle route is also significant. In general, a place with people attracts more people. A mix of functions, from residences to shops and restaurants, can make the difference between a boring or interesting lively place. A detailed urban design can make a place even better than it already is. It influences the experience. Making a place more attractive, greatly influences the image of the city; the overall experience of public space as a whole. Therefore, this condition is a task on itself. This last condition can only be fulfilled if all the other conditions are met (Gehl, 2006; Borgman et al., 2003; Forsyth & Krizet, 2011; Bach, 2006).

4. attractiveness a. Maintenance b. liveliness c. experience

By the author

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4A. MAiNTENANCE

What?The bicycle route between home and the railway station should look well maintained.

Why?A well-maintained public space gives people a comfortable feeling. It also effects the people’s responsibility in the sense that people will look after a place when it has a high maintenance (Bach, 2006; Borgman et al, 2003; Gehl, 2006).

How?Judge if the bicycle route and the surrounding public space is well-maintained. First, check if the place is kept clean on the short term, e.g. no litter lying around. Then see if the place is well-kept, e.g. graffiti on walls, straight pavement . If both issues are fulfilled a maximum of 5 points can be granted.

possible scores: Well maintained public space:

5 Yes, clean and well-kept3 Well, only clean2 Well, only well-kept1 No

possible scores: Well maintained bicycle route:

5 Yes, clean and well-kept3 Well, only clean2 Well, only well-kept1 No

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Holes in the pavement, not well-kept, only clean (3 points)

Unclean and not maintained bicycle path with cracks and holes (1 point)

Well-kept and clean bicycle path and surrounding public space (5 points each)

Clean but not maintained public space (3 points)

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4b. LivELiNESS

What?The bicycle route from home to the railway station must have more than one people attractor and has to be used along the day to create a comfortable place.

Why?Specific functions ensures the presence of people in the streets during fixed times of the day. A mix of function also stimulates the overall activity in the streets along the entire day. This will create a lively public space in which people are happy to be in. People attractors are offices, residences, shops, places of education, recreation and entertainment (Jacobs, 1961; Bach, 2006; Gehl, 2010).

How?Check if there are mixed funtions along the bicycle route. Then examine if the bicycle route goes through or along an empty area, such as an industry area, a park or along a highway.

possible bicycle route through/along empy area:scores:

5 No4 Well, the minority of the bicycle route3 Well, half of the bicycle route2 Well, the majority of the bicycle route1 Yes, the whole bicycle route

possible Mixed functions along the route:scores:

5 Yes, along the whole bicycle route4 Well, along the majority of the bicycle route3 Well, along half of the bicycle route2 Well, along the minority of the bicycle route1 No

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Via tunnel entering lonely industry area (empty area, 1 point)

Very lively street along restaurants and shops (5 points)

Bicycle path along offices area (empty area, 1 point)

Lively bicycle street through the centre (5 points)

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4C. ExpERiENCE

What?People must have a good overall experience of the bicycle route in order to find the place attractive.

Why?When extra attention is payed to design details and sight lines, people experience a place as more attractive. This also counts for the bicycle route and its surrounded public space (Bach, 2006; Gehl, 2010).

How?See if you experience nice views from the bicycle route. Such as sight lines over parks, canals, rivers, squares et cetera.Then, decide if extra investments are made in the public space surrounding the bicycle route. Design elements, like a statue, fountain or benches

possible extra investments made in public space:scores:

5 Yes3 Well, not along the whole route1 No

possible nice views from the bicycle route:scores:

5 Yes3 Well, not along the whole route1 No

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Bicycle path with nice sightlines through the neighbourhood (5 points)

Nice long sighline along the monumental buildings (5 points)

Nice view over the Amstel (5 points)

Nice views are missing, no extra investments made (1 point)

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Bach, B. (2006) Urban Design and Traffic; A selection from Bach’s Toolbox. Utrecht: CROW.

Borgman, F. (2003) The Cycle Balance: benchmarking local cycling conditions, Utrecht: Dutch Cyclists’ Union.

EC European Commission (1999) Cycling: the way ahead for towns and cities, Brussels: European Commission DG XI - Environment, Nuclear Safety and Civil Protection.

ECF European Network for Cycling Expertise (2003) Cycling and Transport, Brussels: ECF.

Ewing, R. & Handy, S. (2009) Measuring the Unmeasurable: Urban Design Qualities Related to Walkability, Journal of Urban Design, 14(1): 65-84.

Flickr (2012), Photo Sharing, Available at: www.flickr.com [accessed 2 January 2012].

Forsyth, A. & Krizek, K. (2011) Urban Design: Is there a Distinctive View from the Bicycle? Journal of Urban Design, 16(4): 531–549.

Gehl, J. (2010) Cities for People, Copenhagen: Danish Architectural Press.

Hagen, M. Van (2010) Waiting Experience at Train Stations, Doctoral thesis: University of Twente.

Heinen, E. (2011) Bicycle Commuting. PhD Thesis: Delft

bibLiOgRApHy

University of Technology.

Hunt, J.D. and Abraham, J.E. (2007), Influences on bicycle use, Transportation, 34: 453-470.

Noland, R.B. and Kunreuther, H. (1995), Short-run and long-run policies for increasing bicycle transportation for daily commuter trips, Transport Policy, 2 (1): 67-79.

Maslow, A.H. (1943) A Theory of Human Motivation, Psychological Review 50 (4): 370-96.

Pucher, J. (1998), Urban transport in Germany: providing feasible alternatives to the car, Transport Reviews, 18 (4): 285-310.

Rietveld, P. & Daniel, V. (2004) Determinants of bicycle use: do municipal policies matter? Transportation Research Part A: Policy and Practice, 38(7): 531–550.

Scheltema, E.B. (2012a) ReCYCLE City: Strengthening the bikeability from home to the Dutch railway station. Thesis plan: Delft University of Technology & NS Stations.

Scheltema, E.B. (2012b) Designing successful public space for cyclists. Graduate Lab Urbanism Conference, 9: 53-64.

Taylor, D. and Mahmassani, H. (1996), Analysis of stated preferences for inter- modal bicycle-transit interfaces, Transportation Research Record, 1556: 86-95.

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Flickr (2012)

In Dutch culture, cycling and walking are the most common ways of active transportation within the city. Nowadays, more than forty percent of all train passengers arrive at the railway station by bicycle. And it is estimated that the combination of bicycle and train will become even more important in the future. But the spatial quality of the bicycle network from the Dutch residential neighbourhoods to the railway station is often poor: uncomfortable and incoherent. Urban design might and should bring solutions. Unfortunately, the cyclist’s perspective is worldwide under-represented in even the most comprehensive work of urban design.

This Master’s thesis is a search for spatial design interventions to improve the bikeability from home to the Dutch railway station.

manual re le city - repository.tudelft.nl

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