Arnoud Mouwen

Ruud van der Ploeg

1

© 2012 Strategy Development Partners

Arnoud Mouwen, Ruud van der Ploeg, Amsterdam Metropolitan Region, EMTA General Meeting Berlin, September 18th. 2012

Improving Utilization of Infrastructure in Amsterdam Region.

Analysis for cycling and Public Transport

Less money from central government for operations and infrastructure.

Public Transport supply cannot keep up with the pace of growing demand, planning and control cycle lags behind.

Forecasts for the region hints at a rapid mobility growth towards the year 2040.

The region –and specifically the city of Amsterdam- can’t handle more car traffic than there is nowadays.

Reasons for Regional Executive minister mr. Wiebes to start - together with the City of Amsterdam and Schiphol Airport- a new initiative aimed at improving utilization of Public Transport Infrastructure.

In this presentation we will address the following topics:

–could the bicycle contribute to the goal of better utilizing PT?–and what are the opportunities within the PT-system itself?

Context, in Amsterdam Region:

Cycle education for youngsters

An analysis of mobility patterns

In Amsterdam for distances of 1 - 10 km the bicycle has a larger share than in other municipalities in the StadsregioShare of cycling to destinations within the Stadsregio, distance one way trip, 25-59 year old

Amsterdam

Other municipalities

Share of cycling is high amongst teenagers (15-17 years); elderly cycle less and take the private car more often

100% = 10k

Car

Walking

Bicycle

PT *

Trips in range of 2,5-5 km one way with destination inside Stadsregio (working day)

19k 73k 94k

Example

* Because of short distance (almost) only bus, tram & metro

Similar pattern in range

5-10 km one way

Youth over 11 years travel larger distances to school and use public transport more frequently

100% =

0-11

12-17

18+

252k5,0

mln

2,2

6,4

24,1

Avge kms single trip Share PT

Trips for education >1km aimed at destinations within Stadsregio Amsterdam (working day)

4%

4%

21%

58%

A large part of the public transport trips of 12-17 year olds seems quite suited to cycle… However…

15+ km

0 – 2,5 km

Trips of 12-17 year olds with motive education in the Stadsregio on a working day(%; number)

Distance single trip

2,5 – 5 km

5 – 10 km

10 – 15 km

PT Cycling & walking

Car

14%

17%

4%

45%

86%

6%

3%

3%

4%

2%

93%

80%

80%

51%

12%

100% = 68k

17k

14k

24k

6k

7k

60% of all trips are under 15 km long; 41% is less than 10

km

18-24 year olds take public transport on short distances more often than car or bike

100% = 10k

Car

Walking

Bicycle

PT *

Trips of 2,5-5 km single trip with destination in Stadsregio on working days

19k 73k 94k

EXAMPLE

* Because of the shortest distance practically only for bus, tram and metro

Similar image on range 5-10 km single trip

Bicycle is important at origin (home), on arrival from train to destination, walking is predominantPré and after transport of trainpassengers, working days by main mode of transport (% traintrips)

22%

44%

23%

Walking

Cycling

Car

BTM

Voortransport (van herkomst)

Natransport (bij bestemming)

61%

29%

8%

2%On the activity side less modalities are available, walking is the main modality and (therefore) distances

are shorter

11%

Bicycle use in transport to train has grown tremendously over the last decade; leads to a considerable storage challenge at stations.

Cycling as transport mode to the train

+600

%

12

Storage facilities

A challenge to meet: how to store two-wheelers in public space?

15

Development in the use of the OV Fiets

17

Infrastructure for bicycles

“Muiderfietsbrug” (parallel lanes at waterway crossing motorway A1)

18

Regional network for cycling links (2012)

18

Share of PT and cycling in Stadsregio Amsterdam 2006-2010

19

20

Summary cycling and public transport

• The bike gains popularity as an indepedent mean of transport (< 10 kms), but also to link people to high quality transport (a “hidden potential”).

• Influencing travel patterns into outside peak start of education has little effect on ‘smoothing’ the PT-peak; it even dupes a majority of pupils at highschools.

• School pupils need a different approach to be tempted to shift from students, students rarely travel in peaks in public transport and travel longer distances.

• Growing demand of rental systems mainly in transport on arrival after train trips (a niche?)

• Fast growth of bicycle leads to a lack in capacity for storage at train stations

• A need for funding of storage facilities at PT-hubs (bus + train stations).

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“Cycling is healthy, so eat more bike!”

The Present Regional PT-network

PT crucial mode for concentrated work locations for distances > 10 kilometers

* Sloterdijk, Zuid, Bijlmer, Amstel, CS, Schiphol

250

620

Mode share

Morning peak hour, SRA(people x 1,000)

Car

PT

Bike

35%

10%

55%

70%

20%

10%

55%

40%

5%

340

‘Yourney defined as a series home-home trips

24%

Mode and trip choice is done at home

Trip 3

Trip

5

Trip 4Trip 2

Trip

1

5 trips; 2 yourneys

Car yourneys are scattered; PT yourneys higly concentrated, especially towards Amsterdam

Car yourneys PT yourneys

Urban areas with > 1,400 journey destinations per sq. km, working day

These areas add up to 80% of all PT yourneys in the region.

Week days: dominant trip motives ‘must’ (work and education), Weekend: nice’

Weekdag Weekenddag

Active PT-yourneys with destination inside of Amsterdam region. x 1,000)

6:00 10:00 14:00 18:00

Work

Education

Other motives (‘nice’)

6:00 10:00 14:00 18:00

Week days Weekend

6:00 10:00 14:00 18:00

Morning peak hours decisive. Train use most peaked.

Off peak

Peak

Yourneys by train

Peak: yourneys active between 7 and 9 uur AM

Off peak: yourneys not active between 7 and 9 AM

6:00 10:00 14:00 18:00

Yourneys by BTM

Rush hour (“peak”)

Off peak

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Trust:Safe and secure journeyGet what you expect

Mental Mental effort:effort:No hassle, no stressNo hassle, no stress

Travel time door to door:Travel time door to door:The faster, the betterThe faster, the better

Physical effort:Personal convenience

EmotionsTime is money

Reliability Reliability

EaseEase

SpeedSpeed

Comfort

Experience

Safety

‘‘must’: must’: travel travel fastfast

‘‘lust’: lust’: travel relaxedtravel relaxed

Pyramid of Customer NeedsPyramid of Customer Needs

In peak hours PT mainly used for work and education; longer yourneys Train dominant

>10km one way, mainly inter-local

Work/business

Education

93

22

4

119 (=36% PT share )

36 (=12% PT sharel)

20

11

3

2

PT yourneys in peak hours x 1,000

air PAX (indication)

Nice

1-10km one way, mainly local yourneys

Train dominant, 81.000 yourneys in morning peak work/edu

pm

Off peak hours: mix of motives. 70% yourneys is for ‘lust’.

83 (=14% PT share)

5

10Nice

Foreign visitors

38

30

73 (=25% PT share)

PT off peak yourneys x 1,000

31

24

108

Work/Business

Eductaion

>10km one way trips1-10km one way trips

Precisely in peak hours, when speed is essential, train is performing less well; dispunctuality and longer travel times.

Morning peak dominant over off peak Especialy in peak 44% more trains delayed than in off peak period

Off peak

Morning peak

Morning peak

Off peak +44%

Trains >5 min delayed, march 2012Verdeling treinreizigers spits/dal

Municipal PT: especially in peak hours, long distances with slow tram originating from Central train station

Average speed PT

(km/h)

19k 69kMetro

Fast tram

Tram/ bus outside ring

Tram/ bus inside ring

Tram inner city

Destination passengers originating from CS

City center

Outside of center

100%=

Approach aimed at faster, more reliable and more frequent train and BTM in peak hours on regional distances (>10 km).

Betrouwbaarder

More often

Focus on peak/business hours (economic function).

Faster

Yourney distance and travel time diminshes by using nearest PT node.

Selected number of nodes/portals get function as ‘interchange machine’.

More use of faster metro system, that will act as the backbone of PT in the city.

Simplifyinig the network (segregation of freight and PAX, less line interference).

Focus on shorter distances in the peak period for trains (<80 kms)

More reliable

Scope = peak

Higher frequencies leads to less waiting time (perceived as twice the travel time).

Metro incl. Noord/Zuidlijn + 800m walking

Train stations + 800m walking

Zuid

Amstel

Sloterdijk

CS

Bijlmer

Schiphol5%

36%

35%

7%

25%

37%

42%

57%

47%

21%28%

77%

73%

72%

5%

No extra infrastructure needed. Infrastructure network of train and metro in 2020 serves 69% of relevant destinations directly.Office jobs and higher education institutes per area, 2010(% of total)

49%

130k

98k

50k

120k

69k

64%

69%

Number of jobs and

education spots

Shift in emphasis between nodes/portals

North/South metro line (in operation in 2017) South train station more important, Central Station less important.

Also shift from slow tram to fast metro.

Six nodes pin pointed as top nodes.

Existing national train plan fits in this ideas, but…………..

Shorter lines and more frequent in peak hours.

More differentiation between regional and national train product formulas (through trains need not be that frequent).

Focus train and BTM on the top 6 nodes/portals in peak hours.

Priority in peak on PAX, after peak garanteed freight paths

Characteristics supply PT in peak hours

High frequent

Less frequent

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Plan attracted much attention and support from both passenger organizations, employers, national transport Minister, local and regional administrations and other interest groups (i.e. travellers).

Is at present transformed to policy yards stick for future infrastructure investments.

Success is greatly due to the energy of the political responsible regional board member.

There is a great need for a reality check in the effectiveness in the use of infrastructure, mainly considering public budget cuts.

Partners in different levels of government and suppliers of transport are challenged to consider possibilities of better use of available infrastructure from a different angle.

Concluding remarks