Preparing for the Third Wave of Cyclists Travelling from “State of Denial” to “State of Cycling Utopia” Cycling facilities designed for future cyclists
Preparing for the Third Wave of Cyclists Travelling from “State of Denial” to “State of Cycling Utopia” Cycling facilities designed for future cyclists BCCC presentation is available at http://presentations.thecyclistwebhouse.com/VACC-ITE-2007-05-31/Index.htm “Cycling in the Cities” information is available at http://www.translink.bc.ca/files/polls_surveys/cust_satisfaction/CyclingInCitiesSurveyReport.pdf http://presentations.thecyclistwebhouse.com/VACC-Survey_Reports-Cycling_in_the_Cities/ Index.htm
The first wave were the people willing to cycle on roads with no or maybe limited changes to the infrastructure to accommodate cyclists.
The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cycling.
The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs.
The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs. The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists. The first wave were the people willing to cycle on roads with no or maybe limited changes to the infrastructure to accommodate cyclists.
Cycling growth in the city and region Growth compares well with the rest of N.A.
But cycling does not compare well to European cities Cycling Mode Share - Less Cycling Aggressive European Cities City of Vancouver 4.10% London 2.60% Vienna 4.50% Cycling Mode Share - More Cycling Aggressive European Cities Berlin 10.00% Zurich 11.00% Strasbourg 12.00% Graz 14.00% Munich 13.00% Hanover 16.00% Cycling Mode Share - Cycling Aggressive European Cities Freiburg 20.00% Copenhagen 36.00% Amsterdam 34.00% Cycling Mode Share - Cycling Aggressive European Cities Delft 43.00% Munster 43.00%
But cycling growth has been slow Look at what has been achieved in Portland and Bogota within 5-year periods.
Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it The “Cycling in the Cities Study” indicates different priorities in cycling infrastructure needs to grow Cycling for Transportation Personal factors have a part in the slow growth rate of Cycling for Transportation These need to be addressed
The Marketplace for Cycling for Transportation Current argument used to support investing in cycling infrastructure: “Build it and they shall come” Which addresses people who fall into the Second Wave With cycling mode share for commuting to work at 4.1% and slow annual growth rate of cycling at 0.15% for the last 10 years, the reality is that most travellers have rejected Cycling for Transportation, at this time
Third Wave cycling facilities designs should be tested for fit to Maslow’s Model of Hierarchy of Needs
Successful designs for the future will need to address factors affecting personal decision making in choosing Cycling as the Mode of Transportation for the next trip
European Approach – Cycling for Transportation • The key policies and innovations used in Dutch, Danish, and German cities to promote safe and convenient cycling focus on: – Extensive networks of separated cycling facilities – Intersection modifications and priority traffic signals – Traffic calming – Traffic education and training – Bike parking – Co-ordination with public transport – Traffic laws Source – Momentum article, March 2008, Bonnie Fenton, based on John Pucher interview
Cycling in Cities Survey From the survey, it is evident that if significant growth in Cycling for Transportation is to be achieved, then Non-Regular Cyclists and Potential Cyclists will need to be induced through Cycling facility designs focusing on Increased bike routes (1) Safer bike routes (2) Secure bike facilities (9), and Urban density planning – Shorter distances (5) Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities
Cycling in the Cities Survey Cycling facilities designs will have positive effects if the designs contribute to The route is away from traffic noise and air pollution (1) The route has beautiful scenery (2) The route has bicycle paths separated from traffic for the entire distance (3) The route is flat (4) Cycling to the destination takes less time than travelling by other modes (5) Bikes can be taken on SkyTrain at any time (8) Secure indoor bike storage (9) 2-way off-street bike paths have reflective centre lines for night and poor weather cycling (10) Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities
Cycling in the Cities Surveys Cycling facilities designs will divert people from choosing Cycling for Transportation if the designs contribute to Having to cycle on noisy, busy streets Major streets with parked cars (higher use; low preference) Cycling alongside cars driving fast Rain and slick surfaces; debris Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities
Sizing the Marketplace for Cycling for Transportation Cycling Portion of the Transportation Mode Share 1.2% Confident Regular Cyclists – Dedicated cyclists Who need little road infrastructure. 7.1% Regular cyclists - Who cycle for transportation at least once a week with the current Bicycle Plan’s infrastructure and network. 12.5% Non-Regular Cyclists - Who currently drive and also cycle infrequently, less than once per week, rarely for transportation. 3.7% Potential Cyclists - Who currently drive and could be persuaded to consider Cycling for Transportation.
Target Customers for the Third Wave of Cyclists for Enhanced Cycling Facilities Designs Potential Cyclists Non-Regular Cyclists from to from to Not the cyclists who are currently commuting for transportation with their bicycles
The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs. The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists. The first wave were the people willing to cycle on roads with no or maybe limited changes to the infrastructure to accommodate cyclists.
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