Cycling Dutch Style Presentation for CBD BUG

Transcription

About Me
Cycling Dutch Style
What Can We Learn?
Brisbane CBD BUG Meeting
26 October, 2011
Riding A Friend’s Chopper - 1978
Brisbane, Australia
Dr Paul Michael Martin
MBBS, FANZCA
Thursday, 27 October 11
1
I’m a 37 year old medical specialist
I’ve been cycling almost all my life
2
About Me
About Me
The Family Cycling - 1980
Mackay, Australia
Yeppoon Half Ironman - 2011
Photo: SydneyCycleChic.org
At this age I cycled to the nearby shopping
centre regularly to do small grocery runs for
the family
My family cycled a lot
Note the sensible headwear for North
Queensland - hats
3
I cycle for sport...
4
About Me
The Study Tour
•
30 Australians
•
•
•
•
Documentary Team
13 Days
Minimum distance 700km
Dynamic Website
Principal Sponsor
Cycling in Sydney - 2011
Photo: SydneyCycleChic.org
...but mostly I cycle for transport
It is simply the best way to travel in a city
but for most people it is not possible due to
the car centric infrastructure
I’m fortunate in that I live close to many
cycleways and can avoid busy roads entirely
5
The Blog Project
cyclingdutchstyle.com.au
6
30 Australians toured The Netherlands on a
Study Tour organised by Gazelle Bicycles
Australia
13 Days
Minimum of 700km but we probably
totalled 1000km or more
Documentary Film-makers on the team
Many people involved in cycling advocacy &
policy
Blog project which was updated on the fly,
including many posts & films by me
(cyclingdutchstyle.com.au)
Groningen
20km
Toowoomba
Amsterdam
Utrecht
Gympie
20km
Brisbane
Surfers Paradise
Dieren
Stanthorpe
Tour Map
The Netherlands
This was the tour distance covered just getting
from one hotel to another
We stopped in 10 different cities over the
13 days
Many chose different routes and we often
rode further
The infrastructure meant there were
dozens of ways of getting from A to B!
Route Compared to South East Queensland
Australia
7
This is what the route overlayed onto south
east Queensland looks like
Don’t forget that 98% of Australians live in
urban centres
While Australia is large, it is largely empty.
Most trips (70%) in Australia are less than
10km in length, 50% are less than 5km
8
Gazelle Factory Tour
Dieren, The Netherlands
The tour started with the Gazelle Factory in
Dieren
The frames are produced in Asia (except
the few steel frame bikes they make)
Everything else is done in The Netherlands
Their paintshop resembes a European car
paintshop and their techniques are an industry
secret
Cycling on a Country Road
Near Eerbeek, The Netherlands
9
10
My wife cycling in normal clothes, carrying
everything we needed
We each had a loan bike from Gazelle and
two panniers
There were no ‘support vehicles’ of any
sort - it was completely unnecessary
This is a 30km/h narrow country road
Most roads give you limited access so there
is little rat-running anywhere, even in cities
Bitter en Zoet Hotel
Veenhuizen, The Netherlands
Bitter en Zoet Hotel
Veenhuizen, The Netherlands
11
We spent most nights under the stars (...usually
4 or 5 stars!)
12
...and we really struggled to find a decent meal!
We ate like this every night
The Dutch & Cycling
•
Population 16 million
•
No correlation with population density
•
More bicycle trips than USA, UK & Australia combined
•
High cycling rate only due to:
•
•
Policies & expenditure to support cycling
Successful infrastructure design
Bicycle Parking - Mackay, Australia - 1948
National Library, Canberra
13
If you want normal people cycling for transport,
not just sport, you NEED infrastructure and
policies that support cycling
14
Cycling in Australia pre-1950s looked very
much like it did in The Netherlands
...then the car & cheap oil came along
which changed things worldwide, although the
Dutch rectified this in the 1970s
Cycling is Good Transport Policy
•
Proper priority
•
•
Cycling improves all traffic
•
•
•
•
Pedestrians, Cyclists, Public Transport and then Cars
Oil lubricating the transport machine
Most sustainable form of transport
Health benefits
Economic Benefits
Program Fahrradfreundliche Stadt Muenster
Photo: Muenster, Germany
15
16
Improves Traffic
8 bicycles in the same space as 1 carpark
Can be the fastest method of travel for short (<10km)
distances
Bicycle - 72 people, 72 bikes, 90m2 - all can go
in different directions at different times easily,
unlike the bus
Health Benefits (Cyclists v Non-cyclists)
Live 3 years longer
Have an extra 10 years in good health
Reduction in disease (dementia, obesity, heart disease)
Independent & confident youth (Dutch children are the
happiest in the world)
Car - 72 people, 60 carts (1.2 occupants),
1000m2
Economic
Less absenteesim
Every km by car costs €0.32, every km by bike gains
€0.12
Bus - 72 people, 1 bus, 30m2
Dutch Cycling Was Hard-Won
1950s -1970s
•
Cheap energy = increase car use
•
•
Car-centric planning
Bicycle use plummeted
1970s - Present
•
Steady rise due to active policies following public concern
for safety “Stop the Child Murder”
Car centric cities today have seen cycling flatline
Around the 2% mark, which is what is is like
in Australian cities
The cyclists left are those that cycle in spite of
conditions
Expect people to ‘be like them’, to ‘toughen
up’ or to ‘gain confidence’ - wrong approach
entirely; only appeals to a minority
Lots of vehicular cycling as a method rather
than a survival tool or an adjunct to general
cycling as it is in The Netherlands
Bicycle Protesters - Amsterdam c1970
hembrow.blogspot.com
17
Protests in Amsterdam in the 1970s
“Stop the Child Murder”
See David Hembrow’s excellent blog for
resources a hembrow.blogspot.com
18
Dutch Safety
•
Road deaths declining every year
•
•
Despite rising car & bicycle use
Liability
•
Cars & drivers are dangerous, bicycles are not
•
Drivers responsible when a collision with a bicycle
occurs
•
Drivers must adapt THEIR behaviour and not the other
way around
Nescio Bicycle Bridge - Amsterdam
Photo: www.amsterdamize.com
19
32% more distance covered in 2001 than in 1980
Potential confrontations between cars & cyclists has increased
exponentially
Yet it is safer
Proportionally safer than any other country in the world based
on trips
Safety in Numbers has been shown in many studies
Modifies conduct of ALL road users
Higher bicycle use = lower car use
Almost every driver is a bicyclist (60% cycle three times per
week, 80% at least once per week)
High bicycle use creates more support for bicycle policy =
more investment, less opposition
20
This is what happens when most people like
money being spent on bicycle & pedestrian
facilities
Would anyone want the Goodwill or Kurilpa
Bridges to be removed in Brisbane?
At the time there was vocal opposition,
now they’re the most popular bridges in the
city
Bicycle Use v Deaths
600
15
350
10
5
1970
1980
Kilometres Cycled
2001
Number of Deaths
Kilometres (Billion)
20
100
2010
2005
www.fietsberaad.nl
Deaths
A Bicycle Street
Houten, The Netherlands
Data: Fietsberaad
While death rates have been falling & cycle
rates rising in other European countries, the
Dutch have seen the greatest improvements
Looking at countries around the world
there is a clear inverse relationship between
bicycle use and death rate AND a clear link
between quality infrastructure and bicycle use.
In other words: High Quality Bicycle
Infrastructure = Prevents Deaths
21
An example of a ‘Bicycle Street’
Bicycles are king, cars are guests
Note the colour of the asphalt
Pigmented asphalt, not paint (which
needs reapplication)
22
Emotions Linked to Transport
100
%
75
50
25
0
Joy
Fear
Anger
Sadness
Aversion
Emotions
Car
Bicycle
Ordinary People Want to Cycle - But They Are Not ‘Cyclists’
Public Transport
Data: Fiets Beraad
23
To make it enjoyable it has to be
Relaxing and safe (the PERCEIVED safety is
very, very important)
Cycling in Australia already is safe, yet we
are sent mixed messages
Clear link between quality infrastructure &
bicycle use in The Netherlands
These girls don’t define themselves by their
choice of transport
They’re not ‘cyclists’ any more than most
people are ‘motorists’ or ‘public transport
users’
24
Bicycle Policy Objectives
•
Social policy
•
•
•
•
Improved neighbourhood amenity (noise)
Increased social & traffic safety (objective & subjective)
Public health (individual - exercise; society - pollution)
Independence for children, elderly & disabled
Independence - Child Cyclist
Bicycle Policy is really Social Policy
Fewer cars makes it feel safer, but it also
makes it actually safer
Independence for children, elderly &
disabled is extremely important
25
A solo child cyclist heading home from the
shops, indicating a turn.
26
Transport to Sport, Not Sport In Itself
Elderly Cyclist
27
A young girl heading to her sport of choice,
hockey.
The bicycle is simply a tool to get her there
safely.
She probably wouldn’t define herself as a
‘cyclist’.
An elderly gentleman cycling to the grocery
store
28
High Quality Bicycle Infrastructure Benefits the Disabled
High Quality Bicycle Infrastructure Caters for All Bicycles
Amsterdam, The Netherlands
29
High quality bicycle infrastructure means better
mobility for the disabled
If infrastructure is of poor quality it is more
dangerous for all
Many Australian footpaths are not even
good enough for the elderly to walk on safely
30
Decent infrastructure allows passage of all
types of bikes.
A typical parent in Amsterdam returning
home from school with the children
Parents in busier cities will often use cargo
bikes but most children ride
independently
Bicycle Use in NL
100
%
75
50
25
0
TOTAL
<7.5km (70%)
7.5-15km (11%)
>15km (18%)
Travel Distance (% of All Trips)
High Quality Bicycle Infrastructure Caters for All Bicycles
Amsterdam, The Netherlands
Bicycle
Walking
Bus
Train
Car
Data: Fiets Beraad
Dutch infrastructure allows for all types of
bicycles and doesn’t restrict them
31
32
The average modal share for bicycles in The
Netherlands is 26% (for ALL trips)
Top cities have a mode share of 35-40%
Lowest cities have a mode share of 15-20%
Nowhere in the country has a mode share as
low as Australia’s (1.7% or so). That’s
embarrasing.
Bicycle Mode Share
Facilities For All Trips
30
23
•
Utilitarian
•
15
•
Multimodal
•
8
•
s
ark
any
nd
rl a
rm
nm
Ge
the
De
Ne
ia
str
Au
ly
Ita
nce
Fra
Percentage of All Trips
i
rita
B
eat
Gr
n
A
US
Au
alia
str
Particularly trains
Recreational
•
0
Social, commuting, school, shops
Touring, sport cycling
Data: Fiets Beraad
These are for ALL trips, not just the
“commuting to CBD” figures
There is a clear correlation between
infrastructure & bicycle use
33
Focussing on recreation or commuting is a
mistake
Particularly with long journeys…
The shorter journeys are the one’s we
should be focussing on
They are ‘doable’ by anyone but they
require infrastructure investment
34
Cycling to Education
•
•
Very important, strong foundation
Primary school
•
•
•
Mandatory training & exam (regulations, conduct)
49% cycle - 37% walk - 14% car
Secondary school
•
•
More than half cycle
Excursions by bicycle
Secondary Students Travelling To Hockey
The Netherlands
35
The 14% of children that arrive by car are the
focus of safety concerns
The Dutch try to limit their access for
everyone’s safety
In Australia we have the opposite problem
where children are prevented or discouraged
from walking or riding to school because of
‘safety concerns’
Ironically it is the danger posed by the
parents driving to the school that prevents
them walking or cycling to school.
These students are on their way to hockey
They stayed on their side of the path and
were well behaved
The fluoro jackets were the only ones we
saw in 2 weeks (simple so the students could
recognise their teachers - some teachers wore
coloured hats)
36
Shopping by Bicycle
•
•
Cyclists spend less per visit but visit more often
Groningen
•
•
46% shop by bike = 56% of turnover
Ample bicycle parking at entrances
More Bicycle Parking Than Car Parking
Supermarket, The Netherlands
Cyclists can also visit more shops in a single
trip
Convenient - park outside entrance
Most car parks outside businesses do not
result in sales of significance to that business
Businesses must realise that cyclists
(ordinary people on bicycles) are great for
business (as are pedestrians)
You only have to look at the shopping
streets that are closed to traffic to see this
37
38
This supermarket had 20 car parks & 80 bicycle
parks
Bicycle parking was near the front entrance
whereas car parking was a little further away
This is very important.
In Australia most bicycle parking is
located ‘out the back near the bins’ or in the
basement… if it exists at all.
Commuting
•
•
•
Combined with Public Transport
•
Tax incentives & free bicycles
•
•
•
•
Rewards points for arriving by bicycle
Most important factors
•
•
Cycle paths
Facilities for staff & clients are not ‘out the back’
Very important that the bicycle is ‘normalised’
Parking facilities that don’t resemble a
sweaty gym
Often located at the main entrance
For clients and staff alike
Trains
39
40% of passengers arrive by bike
Free bicycle parking very important
Amsterdam - 10,000 bicycle parks
Utrecht - 17,500 bicycle parks
40
Bicycles take you door to door (to the station).
Trains carry you great distances quickly.
Together they form a strong combination
45% of dutch live 3km from train station
“Oh, but our trains aren’t that good…” and
we “hardly have any stations”
Cycle Travel per Weekday: 1986 v 2006
Education Trips
100%
80%
80%
Cumulative Percentage
Work Trips
100%
60%
40%
20%
0%
1
2
3
4
5
6
7
8
80%
80%
60%
40%
20%
1
2
3
4
5
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20
Distance (km)
41
This is what happens when you draw a 3km
circle around each of Brisbane’s train stations
Covers the bulk of Brisbane’s population
We should be encouraging bicycles & trains
as the perfect blend
Driving to train stations is not sustainable
(car parking takes too much land and increases
traffic in residential areas)
2
3
4
5
Data: PATREC
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20
Other Trips
100%
0%
1
Distance (km)
100%
3km Radii From Train Stations
Brisbane, Australia
20%
1986
2006
Shopping Trips
maps.google.com
40%
0%
9 10 11 12 13 14 15 16 17 18 19 20
Distance (km)
60%
60%
40%
20%
0%
1
2
3
4
5
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20
Distance (km)
This slide was skipped from the presentation
but I found the data interesting
Another example of why all the trips
OTHER than cycling to work are really, really
important to do by bicycle.
42
Combined with Public Transport
•
Public Bicycle Hire (OV-Fiets)
•
•
•
Nationwide
Operated by railway company
Standard bikes
•
Racks, lights, locks, etc.
www.fietsberaad.nl
Quality, Secure and FREE Bicycle Parking
Train Station, The Netherlands
43
Train stations need to build to drive demand,
not the other way around
A few bicycle loops and ‘exclusive use’ bike
boxes are not good enough
Bicycle parking should be FREE, just like
most of the car parking at train stations.
Cycling must be made more attractive as
an option
44
Bike hire bikes owned and operated by the
Dutch Railway
Roughly €2 to take the bike overnight from the
train station and then return it the next day
Recreational
•
70% use the bicycle for recreation occasionally
•
•
Small percentage for ‘sport’ though
Bicycle policy serves both utilitarian & recreational cyclists...
•
•
•
National Bicycle routes
Round trips & regional circuits
Regional Junction (numbers)
OV-Fiets Public Hire Bike
Assen, The Netherlands
45
They are standard bicycles
rack, straps for bags & pannier
lock with chain
Rear rack can handle the weight of a passenger
(something which, ridiculously, is illegal in
Australia)
Interestingly the percentage of the population
involved in cycle sport is similar to here (ie.
about 2%)
The same percentage who cycle regularly
in Australia…
Many ‘recreational cycling’ is cycling to a
park, lake, beach, etc.
46
Navigating by Numbers
The Netherlands
Separated Infrastructure - Sandy Road
Near Zwolle, The Netherlands
47
The sandy road was impassable by all but a
4WD yet there was a separated bike path made
of crushed stone.
For touring you can navigate within & between
regions by following numbered markers
Well signed and you never get lost
48
Practical measures
•
Spatial policy
•
•
•
•
New developments start with a rail line
Limited routes for cars
Infrastructure
•
More than just cycle paths
•
Infrastructure Benefits Sport Cycling
The Netherlands
Zoning, mixed commercial/residential
49
Infrastructure benefits sports cycling too
Wide, smooth cycleways, often with priority
over cars means that training isn’t interrupted
much
If cycling on roads (which they often do),
more people cycling means fewer cars in
general so they’re safer.
Many don’t wear helmets when
training, only when racing in events
Junctions, roundabouts & traffic lights
50
Zoning
Why do we need to travel 10km to go
shopping?
Loss of shopping streets in our
neighbourhoods is a big problem and it needs
to be reversed
The Dutch limit DIRECT through access for
cars
Limit choice of going from A to B for
cars but not for pedestrians and bicycles
One way streets but not for bicycles
5 Infrastructure Requirements
1. Safe - Separation from traffic depending on speed/density
2. Direct - Short, rapid routes
3. Comfortable - Smooth surface, plenty of space
4. Attractive - Socially safe, low pollution
5. Cohesive - Logical routes, consistent markings, colour!
Limiting Options for Drivers
Near Assen, The Netherlands
A street sign with many destinations for
bicycles (red & white)
Cars can go to ‘all destinations’ by turning left
only!
It makes sense. Why should human power
have to go the ‘long way’?
51
The 5 requirements for Dutch infrastructure
design
52
www.fietsberaad.nl
Typical Bicycle Lane - 30km/h Street
Zwolle, The Netherlands
Typical Separated Bicycle Path - 50km/h Street
The Netherlands
53
Note the width and lack of on-street car
parking.
Note the colour treatment
This is pigmented bitumen, not paint. It
will not wear
Perth’s paths seem similar to this (we
chose green paint oddly, which looks awful
after 6 months…)
They do not use paint even though it would
be cheaper initially, reapplication would be
expensive.
54
Always well lit
Often roads will be unlit but cyclepaths are
always lit (social safety)
The opposite occurs in Australia. We’re
lucky if there is some light from the road
illuminating the path.
Separation Is Important
•
Very few drivers are dangerous
•
•
•
Not all roads require physical separation
Proper separation is critical at busy junctions
•
www.fietsberaad.nl
If forced to cycle on the road, conflict is more likely to
occur
Timing of lights or cycle paths
Bicycle Path Priority - 50km/h Street
The Netherlands
55
Road is raised to level of cyclepath & pedestrian
crossing
Cars are entering their domain
Road markings clearly denote right of way
Bicycles are not barred from these roads
(only roads with high speeds 80km/h) and
motorways.
If you are forced to ride on the road, a busy
road, you are going to be passed my many,
many cars.
If only 1% of drivers are aggressive,
chances are you’ll meet that driver
Good infrastructure limits these conflicts
Not all roads require separation but some
ALWAYS do
Junction design is critical
56
Road Classification
•
Traffic Arteries (>50km/h)
•
•
Must have separated facilities (40% of cycling here)
Residential (30km/h)
•
•
•
No facilities mandated (50% of cycling here)
Limited access for cars
www.fietsberaad.nl
Traffic calming (with bicycle diversions)
Speed Hump That Doesn’t Slow Cyclists
The Netherlands
57
On residential roads
Through access for cars is limited therefore
cars that are there are there for a reason (and
they’re often locals)
Traffic calming devices are either bicycle
friendly or have diversions for bicycles (ie. no
dangerous ‘pinch points’)
Size & slope designed to maximally interfere
with vehicle suspension but not bicycles, even
at speed
58
Vehicle Speed v Survival
Traffic Lights
100
95%
Survival %
•
•
•
•
50
45%
0
•
•
5%
65
40
Improve flow for bicycles
30
Detection sensors
Short wait time & coundown timers
Simultaneous green
No halfway ‘cattle-pens’
Preference for roundabouts
Vehicle Speed (km/h)
Pedestrian & Cyclist Survival
59
The European Parliament adopted a resolution
in September 2011 that it,
“strongly recommends the responsible
authorities introduce speed limits of 30 km/h
in all residential areas and on single-lane roads
in urban areas which have no separate cycle
lanes.”
More information on the European Cyclists
Federation website (www.ecf.com)
Traffic lights do not delay cyclists and
pedestrians to the benefit of cars
The opposite in fact. As a result people
prefer to ride and walk short distances as it is
not less convenient
No ‘cattle pen’ refuges for pedestrians or
cyclists - you cross the entire road at once.
Where possible roundabouts are preferred.
60
www.fietsberaad.nl
Bicycle Traffic Lights - 80km/h Street
The Netherlands
Bicycle Traffic Lights - 60km/h Street
Richlands Station, Australia
61
All lanes of traffic are crossed at once
Minimal wait times for cyclists
Induction loop at the lights and about 30m
before the junction (often the lights will change
to green before you reach them)
Button presses changes the lights almost
immediately
Note the ‘shark’s teeth’ markings in the car
lane on the left
This denotes priority. If the triangles are
pointing at you, you have to give way (either as
a cyclist or driver)
62
The new Richlands Train Station in Brisbane
Cyclists are treated as poorly (and with the
same crap facilities) as pedestrians
To cross to the station requires three
separate signals for pedestrians and cyclists
It takes more than 5 minutes
Clearly no priority for bicycles or
pedestrians here but this is sadly ‘best practice’
in Australia.
Roundabouts
•
The Dutch started with what we currently think is ‘best
practice’
•
•
Decided it was unfair & unsafe
Bicycle track perfect circle around traffic (5m gap)
•
•
Crossings 10m from circle
Bicycles & pedestrians have priority in built-up areas
www.nearmap.com
“Best Case” Australian Roundabout
Gold Coast, Australia
63
Often space constraints in cities will reduce the
gaps between the footpath, cyclepath and road.
64
An example of ‘best case’ roundabout design in
Australia (Gold Coast, Queensland)
Note that cyclists have to give way to exiting
cars, even if they are behind them and the
cyclist was on the roundabout first!
Very, very dangerous
This is confusing for motorists & cyclists
alike
Pedestrians are completely excluded here,
which is sadly quite typical
maps.google.com
Typical Extra-Urban Dutch Roundabout
Assen, The Netherlands
This is an aerial photo of a new roundabout in
The Netherlands near a new development
Note that cyclists have to give way to
drivers but there is plenty of space and a
refuge half way to make this safe
Typical Urban Dutch Roundabout
's-Hertogenbosch, The Netherlands
65
66
Note the lack of signage causing obstructions
The only place for ‘give way’ markings is
on the road surface, where everyone is looking!
Very sensible
Again, note the ‘sharks teeth’ markings on the
road
What’s Australia’s Problem?
•
Australian cycling has an image problem
•
•
•
Portrayed as risky
For the fit & brave
Rubbish infrastructure
•
•
•
Dangerous Messages
Meets minimum standards, aims low
Disconnected, confusing & dangerous
Car-centric design, not people-centric
67
Cycling is portrayed as risky
Either by Government (you must wear a helmet at all times) or other
groups (you should wear bright clothing & fluorescent gear, etc)
This sends the message that it is dangerous when it is not
Existing cyclists often help reinforce this message, not realising
the damage they’re doing to cycling for transport
Too often the solution is simply ‘more training’ & ‘confidence courses’
to get people cycling (tip: it will never, ever get more than 2% of the
population riding regularly for anything other than a tootle in the park on
a Sunday)
Most Australian infrastructure is crap
The good infrastructure is often isolated and disconnected. Actually
getting TO it is a challenge!
Too much focus on moving cars and not people
68
A message from the South Australian
Government (2011)
Cycling is what happens when you lose
your licence
Note the use of badly worn helmets to add
to the dork factor (who said helmets don’t hurt
cycling’s image…?)
Worse Than No Infrastructure?
•
Bad infrastructure
•
•
•
False sense of security
Dangerous
Sends the wrong message to the non-cycling public if
unused
•
Same with public bike hire schemes
‘Improvements’ for Cyclists - Moggil Road
Taringa, Queensland
69
If not used, it sends the message that money is
wasted on cycling
Money is wasted on bad infrastructure to
meet minimum standards (ticks the boxes but
that’s all)
The general public will only detest
spending on cycling infrastructure that is not
used
70
An example of bad infrastructure
60km/h limit (traffic is often speeding in
excess of 70-80km/h here))
Wedged between two lanes of cars for over
200m
On blind rise/corner, negative camber and
tightening radius (all very, very dangerous)
Disappearing cycle lane after intersection
into a dual carriageway uphill road!
Surprise, surprise… nobody cycles
here.
‘Improvements’ for Cyclists - Moggil Road
Taringa, Queensland
Note the recently installed skid marks - a nice
touch.
Needless to say, most people riding here
ride on the footpath, if they ride at all...
Haphazard Infrastructure - Priority for Cars
Wacol, Queensland
71
72
Wide lanes for cars
Limit is 60km/h but due to surface & width,
80km/h is common
Cycle lane as well as wide shared path
Instead of just doing one properly, both
are rubbish
The cycle lane is pushed adjacent to
cars by paint
Shared path punctuated by
signage... for car drivers
Complaints resulted in strips of
fluorescent, retroflective stickers being placed on
the poles (with no concern for the head… sorry,
helmet-height metal sign!)
What to do?
•
•
Focus on moving people not cars
Focus on the short, frequent trips (ie. <5km)
•
•
shops, education, social, train stations
Priority changes
•
•
Traffic junctions
Roundabouts
Why is this on the Cycle Side of the Line?
Wacol, Queensland
Cycle lane (shoulder) on edge of road has
dangerous reflectors
Why not on the ‘car side’? In fact, why are
these even on the road. The rest of the world
seems to do without them quite happily.
They can be dangerous in the wet if you
don’t notice them on a bicycle
73
“Ride to Work” days will not encourage more than a
handful of extra cyclists
Because there are so few, a slight increase
appears like a massive boost so the authories can
boast about what a great job they’re doing
What is really important is the rate (per
population) of cycling participation
This has actually not risen as much as
the population has in the past 30 years - cycling is
as LOW as it has ever been!
Short trips are far better to focus on
Focussing on riding a bicycle as ‘part’ of the
journey to work (ie. to the train station) might be a
better approach.
74
What to do?
•
•
Reduce car dependency & danger
•
•
•
•
What to do?
•
•
30km/h residential speed limits
Limit rat running
•
Remove on-street parking on busy roads in favour of
cycleways
Cycling is safe, yet we are forced to wear helmets & advised
to wear high-vis clothing!
So which is it? Safe or unsafe?
“The Road to Hell is Paved with Good Intentions” - Ancient Wisdom
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It’s about time that we re-jigged our neighbourhoods
Cars are driving too quickly and they are rat running
The only people that need to be driving on a
residential street are people visiting or living there
All other traffic should be on busier, faster
‘backbone’ or ‘arterial routes’
On these routes, separated cycle paths and NO
on-street parking should be mandatory
We need to change zoning so that commercial &
residential are better mixed
Less emphasis on big shopping centres &
‘warehouse’ style shops.
Give way at stop signs, etc
•
Mix commercial & residential
Strict liability laws
Stop sending mixed messages
•
Town planning
•
Legal changes
76
Strict Liability laws really need to be introduced
The burden of proof should not lie with the less vulnerable road
users (pedstrians/cyclists) but with those doing the damage (motor
vehicles)
Law changes for bicycles in Australia
Give way at stop signs should be legal
Riding across zebra crossings should be legal
Removing barriers - riding without a bicycle helmet should not be
a crime
The first thing the Dutch Bicycle Organisation (Fietsberaad)
said to us as they knew we were all Australians was that “other than
infrastructure you must stop promoting bicycle helmets and remove
bicycle helmet laws if you expect everyday people to ride every day.”
We didn’t have to say a thing.
How?
•
Target the non-cycling public
•
•
Thank You
Requires political will & foresight
•
•
•
Join with pedestrians & disabled
Support proactive bicycle organisations
Questions?
Spending targets based on the future, not the past
Use ‘Gold Standard’ designs for infrastructure
•
•
Look to the experts
Aim high
Target non-cyclists
Current cyclists cycle in spite of conditions
Most cycling in Australia is for sport/recreation (same small percentage that do it in NL)
No point targeting them or even asking what they want (except those with broader minds who see the bigger picture…)
Pedestrians & disabled are good allies - how to use this?
Political will and foresight
What’s good beyond an election cycle
We need people who care about the future (ie. one or two generations into the future, not just their retirement future)
Initially it will be tough but like good medicine, swallow it we must. A spoonful of sugar might help it go down.
Spending
Governments need to put their money where mouth is - there is too much jaw flapping and no firm commitments
Cycling strategies are all just talk really (and they’ve all been the same for the past decade or more)
Just go and download the past National Cycling Strategies to see for yourself
If we want 20% of trips by bicycle we need to spend closer to 20% of the transport budget on bicycle projects
Gold Standard
Dutch have tried most of what we’re still using as ‘acceptable practice’ and have tossed it in the bin as it’s ‘crap’
If the dutch wanted to learn about life saving, they’d come to us; we should go to them for bicycle advice
77
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Web Resources
•
•
•
•
•
•
•
•
•
•
•
Fietsberaad - www.fietsberaad.org
Bicycle Council - www.bicyclecouncil.org
David Hembrow’s ‘A View from the Cycle Path’ - hembrow.blogspot.com
Mark Wagenbuur’s Infrastructure Films - youtube.com/user/markenlei
Dutch Cycling Embassy - dutchcycling.nl
Cycle Town Houten - www.houten.nl/cycling
Australian Cycle Tour Website - cyclingdutchstyle.com.au
CROW Design Manual for Bicycle Infrastructure - crow.nl
Amsterdamize - www.amsterdamize.com
Copenhagenize - www.copenhagenize.com
Tour Sponsor (Gazelle) - www.gazellebicycles.com.au
79
If you had to look at one site
David Hembrow’s Blog “A View From The Cycle Path” hembrow.blogspot.com
Comprehensive look at Dutch cycling, infrastructure, policy & history from the viewpoint of
an English expat
Other sites of interest
European Cyclists Federation - www.ecf.com
The film on the Dutch Cycling Embassy is important - dutchcycling.nl
as is Mark Wagenbuur’s YouTube channel with films on Dutch cycling (many feature on
David Hembrow’s blog - on which Mark writes articles)
Also worth a read:
Empty Cells, Damned Half-Truths and Pseudo-Statistics: The Lot(tery) of the Bicycle Planner
- www.patrec.org
The ‘Cycling in the Netherlands’ book is available for download at:
http://www.fietsberaad.nl/library/repository/bestanden/CyclingintheNetherlands2009.pdf

Cycling Dutch Style Presentation for CBD BUG

Transcription

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