association for commuter transportation sustainable mobility summit 2012 1 the (bicycle) bells &...

Association for Commuter Transportation Sustainable Mobility Summit 2012 1

The (Bicycle) Bells & Whistles to improve your Cycle PlanningAssociation for Commuter Transportation Sustainable Mobility Summit 2012

Steven Bishop, Associate, Steer Davies Gleave

Tuesday, November 6th 2012

Steer Davies Gleave28-32 Upper Ground

London, SE1 9PD+44 (0)20 7910 5000

www.steerdaviesgleave.com

Association for Commuter Transportation Sustainable Mobility Summit 2012

Contents

2

Ι Short bio

Ι Cycle Audits – what are they?

Ι The Bicycle Planning toolbox

Ι Lessons learnt


Ι Transportation planner in the UK for nine years and in Canada for one year

Ι Focus on transportation demand management, active transportation, urban transit, and multi-modal planning and evaluation

Ι Moving permanently to Toronto

Ι A firm believer in cycling

Quick Bio

3


Toronto, ON


Ι A logical and systematic assessment of any network for cycling

Ι Assesses a networks capability and attractiveness for cycling

Ι Rates each road to a cyclist competency level, for example, the skill level required to safely use the road

Ι The results are used to identify key barriers and gaps to cycling, and potential solutions

Ι Feeds into a thorough report and strategy, prioritising key interventions

What are cycle audits?

5


Ι The bicycle is a private individual vehicle - cyclists don’t stick to roads, or paths, or tracks, and they go the wrong way

Why GPS?


Ι However, unlike travelling in a car, many more external influences can affect the quality of the ride.

■ Surface quality■ Environmental factors■ Gradient■ Proximity, flow, speed and interaction of other traffic

7

Sir Chris Hoy (Six Olympic Gold Medals)

New Olympic Sport – Flying Cycle Dive


SUBJECTIVITY


OBJECTIVITYRESORT TO RATIONALISM AND

OBJECTIVITY INSTEAD OF PETTY EMOTIONS AND SUBJECTIVE FEELINGS

Dwight Schrute


Our Bicycle Planning Toolbox

10

Ι Stage 1 – Initial GPS Network Audit


Ι The camera (video GPS) recently included in all audits and is proving to be highly popular

Ι GPS camera technology provides for further analysis and evidence base

Ι The camera records the entire process and:■ GPS co-ordinates – show location alongside

the video using online mapping■ Measurement of vibrations – measuring

surface quality■ Speed – allows you to recognise the amount

of time it might take to get from one place to the other

■ Altitude – gradient is very important aspect for cyclists and designing cycling infrastructure

11

Cycle Audits with a GPS Camera


So, what else can we do with the data?

13

CONSULTATION


CONSULTATION


SURFACE QUALITY MAPPING


BEHAVIOUR MONITORING

16

Cyclist Behaviour


BEHAVIOUR MONITORING

17

Lack of space



18

Ι Stage 1 – Initial GPS Network AuditΙ Stage 2 – Competency Rating


Road Competency Rating

Ι A very new method of auditing a network

Ι Rates every road to Bikeability level ■ Level 1: Off Road - limited skills needed)■ Level 2: Quiet roads - intermediate on-road

skills needed■ Level 3: Main roads with traffic - high on-road

skills needed and integration with traffic■ Level 4: Main roads with high traffic volumes

and speeds - legal to ride on but not advised for any skill level

Ι Results in a very visual audit - easily highlights ■ locations in need of infrastructure

improvements■ cyclable routes

Ι www.bikeability.org.uk

“On average primary schools with Bikeability training double cycling to school in three years”



21

Ι Stage 1 – Initial GPS Network AuditΙ Stage 2 – Competency RatingΙ Stage 3 – Consultation & Data Analysis


CONSULTATION

22

List of interventions

Accident dataSpeed and traffic flow

data

Video Footage Issue locations

Cycle Competency Audit

Cycle parking and signage audit



23

Ι Stage 1 – Initial GPS Network AuditΙ Stage 2 – Competency RatingΙ Stage 3 – Consultation & Data AnalysisΙ Stage 4 – Scheme & Network Development


References Video 32b



26

Ι Stage 1 – Initial GPS Network AuditΙ Stage 2 – Competency RatingΙ Stage 3 – Consultation & Data AnalysisΙ Stage 4 – Scheme & Network DevelopmentΙ Stage 5 – Prioritization & Implementation

Plan


Ι What scheme will make the most positive impact?

Ι What scheme will provide value for money?

Ι What scheme meets a current need?

Ι What scheme has strong political and public will?

Ι How long will it take to implement?

Ι What are the sorts of measures we want to measure the priority of schemes?

Prioritization Frameworks

27


Prioritization Frameworks

CAN SOUNDBORING….

BUT…


Bicycle intervention top trumps…

Intervention 1 Intervention 2 Intervention 3

Total accidents per Square kilometre"Bumpiness" of route

Proximity to railway/bus station (m)Distance to nearest school (m)

Potential land ownership issues

Links to potential funding sources

TOTAL

Value Pts. Value Pts. Value Pts.

3 1 24 5 0 0

10 3 2 1 5 2

20 10 100 3 505 1

500 5 900 1 30 10

Yes -10 No No5 5

Yes 15 No -5 Yes 15

24 10 33


Ι Utilises full cycle audit ■ Competency road grading (to Bikeability level)■ Roadhawk video library■ Cycle parking and signage audit■ Problem junctions■ Accident data

Ι Network development and long list of schemes

Ι Pro-forma production and prioritisation of schemes

Ι Detailed design of selected interventions

Ι Full cycling strategy with short and long term interventions

31

Strategy Development


Some Key Lessons Learnt from the UK

32Santiago, Chile Nov 2010

Ι Cycle Parking

Ι Signage

Ι Permeability

Ι Quality


Cycle ParkingWhy the ‘U’?

33

Ι Simple

Ι Safe

Ι Cheap


Ι Should show the time it takes to get somewhere, not only the distance

Ι Non-cyclists would have no idea how long it would take to cycle 10km, and would generally suggest it takes a lot longer than it actually does

Ι Does anyone care that this is Bike Route 9?

Signage

34


Ι Off-road routes are very difficult to retrofit over a whole network and come with their fair share of safety and engineering problems

Ι Complete off-road networks only exist in new towns or places where the infrastructure has grown with the city (e.g. Amsterdam or Copenhagen)

Ι The road network is complete, therefore, it is logical to utilise this for cyclists

Ι The knee-jerk reaction to this, is that roads are unsafe for cyclists, because roads have vehicles on them, however, a number of principles keep cyclists safe on the road

■ keep cyclists visible to drivers at all times■ train cyclists how to cycle with traffic and communicate with drivers■ train drivers how to watch out for and respect cyclists■ allocate road space that is dedicated to cyclists, this provides space

for the cyclist, advertises to drivers that cyclists use this road and makes them more visible

Permeability

35


Quality – off-road vs. on-road

36


Ι The challenge is to think of cycling as a REAL mode of transport, not something that is a nice to have

Ι Adding the occasional off road cycle route where it fits will not result in an increase in the number of cyclists commuting to work/school or other utility trips

Ι When designing a cycle route, think, would I design this for a motorised vehicle?

Ι CYCLING IS NOT TRANSIT■ Would you want a road that suddenly ended?■ Would you allow a new development in the city without parking?■ Would you provide a road that was not direct?

Quality

37

Home

Work

FANTASTIC

FANTA

STIC

?


FIND AND PRIORITSE THE IMPROVEMENTS THAT POSITIVELY IMPACT CYCLING ON THE NETWORK

=BETTER CYCLING CONDITIONS

MORE PEOPLE CYCLING

THE AIM

=


MORE PEOPLE CYCLING

=HEALTHIER PEOPLE

&MORE PRODUCTIVE

PEOPLE AND A MORE LIVEABLE COMMUNITY


Thank you [email protected]

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