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Think Bike Newcastle
Planning people-oriented citiesHow to integrate biking in our cities and urban developments?
4 november 2013
Newcastle
Bas Govers
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3
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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 peopleto 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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1
More then cycle infrastructure
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Policy: spatial planning
1950 1960 1970 1980 1990 2000 2010
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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 � 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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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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2
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 � 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 station1990: 6% bike to station
2010: 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
Trends: more cycling!
� ‘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
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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”“City of knowledge and culture”“City of knowledge and culture”“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 � “…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
A
BB
C
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3 mobility environments
A
BB
C
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Car-acces: giving people choices
A
B
C
A
BC
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The principles of the A-environment
� Attractivity as a leading principle
� Reducing car traffic, destination only
� Redistributing public space� 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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Streets for people
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Cycle-highways in to the city
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Sterroutes Den Haag
F12 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
80
90
100fiets
auto Beoogde
verschuiving
0
10
20
30
40
50
60
70
tot 2.5 km 2.5-3.7 km 3.7-5 km 5-7.5 km 7.5-10 km 10 km >
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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
20
30
40
50
60
70
Percentage
Route 1
Route 2
0
10
Ko
rte
r in
afs
tan
d
Sn
elle
r in
tijd
Le
ukste
/pre
ttig
ste
/mo
ois
te
Reden
47Verdeling ingeschatte reistijd
4
5
6
7
8
9
10Aantal
0
1
2
3
4
5 6 7 8 10 15 20
Ingeschatte reistijd in minuten
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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� 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 railwaytracks
Width 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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Hanze railway
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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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Intersections
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Nonstop in 2 levels
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And in the residential areas, Houten cycling city
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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� 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