international cycling infrastructure, best practice study, phil jones
DESCRIPTION
Presentation on International Cycling Infrastructure a best practice study by Phil Jones from Phil Jones Associates for the Cycle City Event on 21st October 2014TRANSCRIPT
![Page 1: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/1.jpg)
Lessons from: International Cycling Infrastructure –
Best Practice Study
![Page 2: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/2.jpg)
![Page 3: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/3.jpg)
STUDY PURPOSE
![Page 4: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/4.jpg)
• To visit cities with high levels of cycling/cycling growth
• To compare good practice for cycle infrastructure
• Study to be used by TfL to inform:
• LCDS;
• Better Junctions programme;
• training for TfL & Borough officers;
• evidence base for discussion with DfT
• Wider target audience of:
• TfL & Borough designers/consultants;
• senior TfL/GLA/Borough decision-makers;
• other cycling partners (e.g. LCC, Sustrans);
• Civil servants
• Local and national politicians
![Page 5: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/5.jpg)
• Amsterdam• Utrecht• Berlin• Munich• Stockholm• Malmo• Copenhagen• Dublin• Nantes• Seville• Cambridge• Brighton-Hove• New York • Minneapolis• Washington DCLONDON
sq km2199989431238215961611452814011788788 1511771,580
Pop 000s8103243,4501,4001,370307 1,2315255907031242738,3003936478,308
Density3,7003,3003,9004,5003,6001,900 2,0004,6001,1005,0001,1003,10010,5002,6003,6005,300
Cycle m/s~40%~33%~15%~18%~10%~25% ~26%~6%~5%~6%32% jtw5.4% jtw~1.5%~5%~3% jtw~2%
![Page 6: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/6.jpg)
![Page 7: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/7.jpg)
CITY REPORTS
![Page 8: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/8.jpg)
Allen & Pike StreetsSet the Footprint, Then Set the
Curbs
![Page 9: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/9.jpg)
MINNEAPOLIS
![Page 10: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/10.jpg)
BRIGHTON
![Page 11: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/11.jpg)
DUBLIN
![Page 12: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/12.jpg)
NANTES
![Page 13: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/13.jpg)
SEVILLE
![Page 14: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/14.jpg)
STOCKHOLM
![Page 15: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/15.jpg)
MUNICH
![Page 16: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/16.jpg)
BERLIN
![Page 17: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/17.jpg)
CAMBRIDGE
![Page 18: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/18.jpg)
MALMO/LUND
![Page 19: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/19.jpg)
UTRECHT
![Page 20: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/20.jpg)
COMMON CONDITIONS
![Page 21: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/21.jpg)
There is strong, clear political and technical pro-cycling leadership which is supported through all parts of the lead organisation.
1
![Page 22: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/22.jpg)
Cycling is considered an entirely legitimate, everyday, ‘grown up’ mode of transport, worthy of investment, even if current cycling levels are comparatively low.
2
![Page 23: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/23.jpg)
Increasing cycle mode share is part of an integrated approach to decreasing car mode share. There is no intended overall abstraction from walking and public transport; and improving cycle safety and convenience is not intended to diminish pedestrian safety and convenience.
3
![Page 24: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/24.jpg)
Loss of traffic capacity or parking to create better cycling facilities can be a considerable challenge, but is not a veto.
4
![Page 25: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/25.jpg)
There is dedicated, fit-for-purpose space for cycling, generally free of intrusion by heavy and fast motor vehicle traffic. In cities where the aim is to grow cycling rapidly, simple, cheap and effective means of securing this space have been used as first steps, with more permanent solutions following in due course.
5
![Page 26: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/26.jpg)
There is clarity about the overall cycling network (including planned future development), with connectedness, continuity, directness and legibility all being key attributes.
6
![Page 27: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/27.jpg)
There are three principal types of cycle facility on links which make up well-planned and designed networks and are all important and legitimate:• Facilities on busier streets which provide
appropriate separation from motor vehicles. • Quiet streets with 30kph/20mph or lower speed
limits and often restrictions on through traffic.• ‘Greenways’ away from the main highway (e.g.
traffic-free streets, paths in parks, etc.)
7
![Page 28: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/28.jpg)
There is clear, widely-accepted and routinely-used guidance on the design of cycling infrastructure.
8
![Page 29: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/29.jpg)
The frequency of occasions when cyclists need to yield or stop is minimised. This means that people cycling are able to make steady progress at a comfortable speed.
9
![Page 30: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/30.jpg)
At least subjectively, where the cycle mode share is greater, the driving culture (and indeed city culture generally) is more respectful of the needs of cyclists. Local traffic laws often play a part in this.
10
![Page 31: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/31.jpg)
Making good provision for cycling, even in the most well-cycled cities, is an ongoing challenge; with growth in cycling, and of city populations as a whole, requiring clear forward planning.
11
![Page 32: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/32.jpg)
COMMON TECHNIQUES
![Page 33: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/33.jpg)
LINKS
• Basic fitness for purpose
• Separation options
• Cycleways away from traffic
• Bi-directional lanes/tracks
• Minor side street crossings
• Addressing pinch-points
• Offside parking/loading bays
JUNCTIONS + CROSSINGS
• ASLs
• Cycle-specific signals
• Two-stage turns
• Minimising ‘left-hooks’
• Cycle exemptions at red
• ‘Simultaneous greens’
• Cycle-friendly roundabouts
• Parallel ped & cycle crossings
![Page 34: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/34.jpg)
![Page 35: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/35.jpg)
UNCOMMON TECHNIQUES
![Page 36: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/36.jpg)
![Page 37: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/37.jpg)
![Page 38: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/38.jpg)
Thanks
![Page 39: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/39.jpg)
NEW YORK
• Current cycle mode share = 1%, but higher in Manhattan/Brooklyn, strong growth in recent years
• Rapid growth in cycle network reflecting political commitments, mostly achieved using low cost semi-segregation and painted lanes.
• Two-way greenways, particularly along waterfronts, are highly important routes.
• Solutions at traffic signals include bicycle-only signals, ‘mixing zone’ shared lanes, ASLs and two stage turn boxes.
![Page 40: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/40.jpg)
NEW YORK
![Page 41: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/41.jpg)
NEW YORK
![Page 42: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/42.jpg)
NEW YORK
![Page 43: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/43.jpg)
NEW YORK
![Page 44: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/44.jpg)
NEW YORK
![Page 45: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/45.jpg)
MINNEAPOLIS
• Current cycle mode share = 5% (work journeys, Minneapolis City)
• On-highway provision less well developed than New York, mainly painted lanes, but some semi-segregation and split level tracks are planned.
• High quality Greenways are key to the city’s cycle strategy, many following old rail corridors, plus major bridges.
• Also ‘bike boulevards’ along quiet routes in the city grid.
![Page 46: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/46.jpg)
MINNEAPOLIS
![Page 47: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/47.jpg)
MINNEAPOLIS
![Page 48: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/48.jpg)
MINNEAPOLIS
![Page 49: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/49.jpg)
MINNEAPOLIS
![Page 50: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/50.jpg)
MINNEAPOLIS
![Page 51: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/51.jpg)
BRIGHTON
• Able to take a 15mile tour almost entirely on traffic-free tracks – possibly the best UK example of such infrastructure (though some in need of upgrading)
• Political leadership is critical: party in power to 2011 wanted to rip out existing tracks; current administration has since built both Old Shoreham Road and Lewes Road tracks
• Good example of CPH-style ‘hybrid’ track on OSR; and advance cycle green lights
• Lewes Road has well-specified ‘floating’ bus-stops and generous cycle-lane-within-bus-lane layout
![Page 52: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/52.jpg)
BRIGHTON
![Page 53: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/53.jpg)
BRIGHTON
![Page 54: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/54.jpg)
![Page 55: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/55.jpg)
DUBLIN
• Current cycle mode share = 6% (work journeys, Dublin City)
• Strong technical leadership – in both network planning and in establishment of guidance/standards
• Proposed technical solutions largely based on Dutch/Danish practice
• Relatively little high quality infrastructure on the ground at present, but have already used low level signals, early start at ASLs, flashing amber left turns, continental roundabout with Dutch-style cycle tracks, high quality greenways.
![Page 56: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/56.jpg)
DUBLIN
![Page 57: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/57.jpg)
DUBLIN
![Page 58: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/58.jpg)
DUBLIN
![Page 59: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/59.jpg)
DUBLIN
![Page 60: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/60.jpg)
DUBLIN
![Page 61: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/61.jpg)
NANTES
• Current cycle mode share = 5%, up from 2% in 2008
• Recent strong commitment to increasing cycling and reducing motor traffic, through access restrictions and space redistribution in city centre. Integration of cycling and public transport is seen as vital.
• Major two-way routes - north-south (central track) and east-west along river, plus painted/buffered tracks elsewhere. Exemption for cycles at signals turning right (X roads) and going ahead (T junctions).
• Many roundabouts – better provision needed.
![Page 62: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/62.jpg)
NANTES
![Page 63: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/63.jpg)
NANTES
![Page 64: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/64.jpg)
NANTES
![Page 65: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/65.jpg)
NANTES
![Page 66: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/66.jpg)
NANTES
![Page 67: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/67.jpg)
NANTES
![Page 68: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/68.jpg)
NANTES
![Page 69: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/69.jpg)
NANTES
![Page 70: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/70.jpg)
NANTES
![Page 71: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/71.jpg)
SEVILLE
• From 14km of bike tracks to extensive 120km network covering most main roads in 4 years (average of 500m/week)
• Very high consistency of layout: 2.5m bi-directional track on one side of the street; extensive use of ‘light segregation’ (e.g. ‘Lacasitas’) – focus on getting a lot of track built quickly & cheaply
• Directness often sacrificed for continuity
• No dedicated provision for cycling in largely cobbled historic central area, where many streets very narrow and one-way
• Successful central street shared by pedestrians, bikes and trams – bike track notionally marked
![Page 72: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/72.jpg)
SEVILLE
![Page 73: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/73.jpg)
SEVILLE
![Page 74: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/74.jpg)
SEVILLE
![Page 75: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/75.jpg)
SEVILLE
![Page 76: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/76.jpg)
SEVILLE
![Page 77: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/77.jpg)
SEVILLE
![Page 78: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/78.jpg)
STOCKHOLM
• City centre built up, generally heavily trafficked and some hostile roads; little evidence of attempts to manage traffic to improve traffic conditions (felt more like London than other JD cities)
• Extensive network of tracks/lanes, but little consistency of layout – partially the consequence of fractured governance/no strategic authority; general air of opportunistic/context-influenced design.
• Notable that single traffic lanes on several bridges (typically 1/4 original lanes) had been converted to bi-directional bike tracks
![Page 79: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/79.jpg)
STOCKHOLM
![Page 80: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/80.jpg)
STOCKHOLM
![Page 81: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/81.jpg)
STOCKHOLM
![Page 82: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/82.jpg)
STOCKHOLM
![Page 83: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/83.jpg)
STOCKHOLM
![Page 84: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/84.jpg)
STOCKHOLM
![Page 85: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/85.jpg)
STOCKHOLM
![Page 86: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/86.jpg)
STOCKHOLM
![Page 87: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/87.jpg)
MUNICH
• Like Berlin, moving from tracks where there are often conflicts with pedestrians (‘Rambo cyclists’) to well-specified on-carriageway lanes (again considered to be safer)
• Also like Berlin, preferring to deal with ‘right hook’ problem by encouraging vehicles to weave across prior to the junction
• Major programme of introducing quiet, low-speed Fahrradstraßen; also cycle contra-flow
• Huge investment in promoting a city Bicycle Culture, with a wide range of mass-participation events
• “Bike theft’s not a problem here; but in Berlin, yes”
![Page 88: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/88.jpg)
MUNICH
![Page 89: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/89.jpg)
MUNICH
![Page 90: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/90.jpg)
MUNICH
![Page 91: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/91.jpg)
MUNICH
![Page 92: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/92.jpg)
BERLIN
• Despite many km of existing off-carriageway cycle paths (in former West Berlin), policy now is for on-carriageway lanes. Reasons include cost and safety (it’s considered better for drivers to see cyclists all the time, not just at junctions); and also the relatively low spec of paths and associated pedestrian conflicts.
• Typical bike lane spec is 1.5m unidirectional, often with additional 0.5m for gutter/dooring zone.
• All signalised junctions have a full set of low-level cycle signals; commonly two sets to control movements in different directions.
• Two-stage right turn the norm at signals; extensively marked.
• Rolling out low-speed Fahrradtsraßen (sometimes 10kph limit!)
![Page 93: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/93.jpg)
BERLIN
![Page 94: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/94.jpg)
BERLIN
![Page 95: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/95.jpg)
![Page 96: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/96.jpg)
BERLIN
![Page 97: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/97.jpg)
CAMBRIDGE
• Current cycle mode share = 32% travel to work (2011)
• Extensive well-signed network of routes along quiet streets and across green spaces, achieved through filtered permeability. Many off-highway routes quite narrow though.
• Provision along major highways is less good, but this is now the focus for the future including semi-segregation, together with extension of existing greenways along guided bus corridor to create major segregated route across the city.
• Willingness to innovate, eg recent early start cycle signals at ASL on key Hills Road route.
![Page 98: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/98.jpg)
CAMBRIDGE
![Page 99: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/99.jpg)
CAMBRIDGE
![Page 100: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/100.jpg)
CAMBRIDGE
![Page 101: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/101.jpg)
CAMBRIDGE
![Page 102: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/102.jpg)
CAMBRIDGE
![Page 103: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/103.jpg)
MALMO/LUND
• Current cycle mode share = 25% Malmo, 43% Lund
• Mature and extensive cycle networks, very similar to Dutch model – high degree of separation from motor traffic.
• Few cycle lanes, most provision is tracks alongside but separate from footways. Malmo has two-way tracks (but is changing to one-way), Lund has one-way tracks. Also many wholly-separated cycle routes, both urban and rural.
• Dutch-style separated provision at traffic signals, priority over entries/exits at major roundabouts.
![Page 104: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/104.jpg)
MALMO/LUND
![Page 105: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/105.jpg)
MALMO/LUND
![Page 106: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/106.jpg)
MALMO/LUND
![Page 107: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/107.jpg)
MALMO/LUND
![Page 108: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/108.jpg)
MALMO/LUND
![Page 109: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/109.jpg)
MALMO/LUND
![Page 110: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/110.jpg)
MALMO/LUND
![Page 111: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/111.jpg)
MALMO/LUND
![Page 112: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/112.jpg)
UTRECHT
• Shows what can be achieved, over time, when cycling is considered – by politicians and practitioners – an entirely legitimate (and desirable) mode of transport (“We simply wouldn’t be able to get away with that”)
• When the going gets tough you do something about it! (Even so…)
• Not utopia: but what the UK would consider ped/cyc ‘conflicts’ are everyday ‘interactions’; since so many cycle, ‘peds’ v ‘cycs’ issues are diminished; even very short trips made by bike, not on foot
• Small, simple range of track/lane options (incl. interesting layout for relatively quiet, well-parked streets)
• What’s next? Increasing trip distances using bikes by better integration with public transport and ‘Pedelec’; more bike parking!
![Page 113: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/113.jpg)
UTRECHT
![Page 114: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/114.jpg)
UTRECHT
![Page 115: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/115.jpg)
UTRECHT
![Page 116: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/116.jpg)
UTRECHT
![Page 117: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/117.jpg)
UTRECHT
![Page 118: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/118.jpg)
Minimum cycle lane width standards (e.g. Berlin: 1.5m +0.5m)
![Page 119: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/119.jpg)
‘Light segregation’, including ‘wands’ and wide painted buffers
![Page 120: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/120.jpg)
‘Heavier’ low-cost segregation to increase protection
![Page 121: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/121.jpg)
Stepped (‘hybrid’) segregation
![Page 122: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/122.jpg)
Cycle tracks keep going over bridges
![Page 123: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/123.jpg)
Cyclists + pedestrians have priority at unsignalised side streets
![Page 124: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/124.jpg)
Pedestrian and cycle crossings run parallel (use of ‘Elephants’ Feet‘)
![Page 125: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/125.jpg)
External cycle tracks with priority at roundabouts
![Page 126: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/126.jpg)
‘Continental-style’ (single lane, tight-geometry) roundabouts
![Page 127: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/127.jpg)
Pedestrian-cyclist interaction
![Page 128: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/128.jpg)
Bus stop bypasses
![Page 129: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/129.jpg)
Clear separation of off-carriageway cycle paths from footways
![Page 130: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/130.jpg)
Bicycles in bus lanes
![Page 131: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/131.jpg)
Low level, well integrated traffic signals for cycles
![Page 132: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/132.jpg)
Simple ‘early start’ green for cyclists in ASLs
![Page 133: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/133.jpg)
Dealing with ‘left/right-hooks’
![Page 134: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/134.jpg)
Simple two-stage opposed turns for cycles at signals
![Page 135: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/135.jpg)
General traffic gets green at same time as ‘parallel’ cyclist + pedestrians
![Page 136: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/136.jpg)
Cyclists allowed to make nearside turn on red (see sign)
![Page 137: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/137.jpg)
‘Bicycle Streets’
![Page 138: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/138.jpg)
![Page 139: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/139.jpg)
![Page 140: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/140.jpg)
![Page 141: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/141.jpg)
![Page 142: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/142.jpg)
![Page 143: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/143.jpg)
CARDIFF
![Page 144: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/144.jpg)
CARDIFF
![Page 145: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/145.jpg)
CARDIFF
![Page 146: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/146.jpg)
![Page 147: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/147.jpg)
![Page 148: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/148.jpg)
• Amsterdam• Utrecht• Berlin• Munich• Stockholm• Malmo• Copenhagen• Dublin• Nantes• Seville• Cambridge• Brighton-Hove• New York • Minneapolis• Washington DCCARDIFF
sq km2199989431238215961611452814011788788 151177140
Pop 000s8103243,4501,4001,370307 1,2315255907031242738,300393647346
Density3,7003,3003,9004,5003,6001,900 2,0004,6001,1005,0001,1003,10010,5002,6003,6006,385
Cycle m/s~40%~33%~15%~18%~10%~25% ~26%~6%~5%~6%32% jtw5.4% jtw~1.5%~5%~3% jtw3.6% to 10% (2011)
![Page 149: International Cycling Infrastructure, Best Practice Study, Phil Jones](https://reader038.vdocument.in/reader038/viewer/2022103110/54924813b479599a4d8b458d/html5/thumbnails/149.jpg)