John Dales ice / tps Designing for Cycling

transcript

Designing for Cycling

@johnstreetdales j.dales@urbanmovement.co.uk

a. bi-directional? b. tree pits; c. sign poles; d. guard-railing; e. tactile paving; f. inactive frontage; g. excessive carriageway; h. low ped/cyc priority at signals; i. cycle track switches sides; j. colour?; k. badly-located boxes

4.5m 7.5m 1.5m 7.5m 3.2m

Road in Olympic Park – as built

4.5m 7.5m 1.5m 7.5m 3.2m

Road in Olympic Park – redesign proposed

• The Network

• Links

• Junctions

Vehicular Cycling

Shared Space

Segregation

What conditions do we need to create in

order for (many) more people to consider

cycling a safe and attractive form of

transport for many everyday journeys?

“The Dutch don’t do

that…”

(is not enough reason to

dismiss an idea)

The Network

Cycling network plans ultimately need to be more than ‘desire lines’ on a map

Hard to see here, but Munich’s cycle map is a good one

Cycling Level of Service assessment is useful – but may need a ‘lite’ version

• Royal College Street Phase 1 scheme implemented 2013.

• Cycling volumes increased by 70% from 2011 to 2014.

• Cyclist injury rate before was 4/year; rate in 15 months after

was <2/year (none ‘serious’).

• Difference in the % of women cycling on RCS compared to

alternatives varied from 9% to 17% depending on period.

• Difference in the % of people cycling in normal clothes on

RCS compared to alternatives varied from 8% to 24%

depending on period.

• Few young or old people (<18 years and >60 years) were

observed on RCS or alternatives, though the proportions

were appreciably larger on RCS than alternatives.

Bristol. ‘Light’ segregation? These will break your car!

New track in Baldwin St, Bristol

Badly-articulated entry (outside the ‘red line’) reduces utility of this new track in

Southampton.

Badly-articulated entry (outside the ‘red line’) reduces utility of this new track in

Southampton.

Old Shoreham Road - before

Old Shoreham Road - after

CS3, Cable St. Possible ‘Cycle Street’

• Key to the success of ‘Cycle Streets’ is for motor traffic

speeds and volumes to be relatively low, and cycle volumes

to be relatively high.

• Max speed limit must be <20mph or less.

• Advised max daily traffic flow is 2,000 vehicles in the

Netherlands (CROW Manual) and 3,000 in Germany.

• Cycle volumes should be no lower than those for general

traffic, and ideally higher.

• Dutch guidance states Cycle Streets should have (potential

for) flows of at least 1,000 cycles/day and that cycles should

generally outnumber other vehicles 2:1 during peak hours.

Vehicular Cycling?

Shared Space?

Segregation?

• Paths away from traffic altogether

• Streets where traffic is quiet

• Segregation on busy streets

Junctions

John Dales ice / tps Designing for Cycling

Engineering