Cycling Economy and Impact - Philippe Crist, OECD
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Presented at the Visioning Workshop organized by EMBARQ Turkey on September 15th. Read more about how EMBARQ Turkey is building a bike culture in Turkey: http://bit.ly/1saxnB0
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Cycling Economy and Impact - Philippe Crist, OECD
- 2. why ?
- 3. is for people who want to go fast over short distances
- 4. 10-15 km/hr Average speed in European urban centres at peak periods 12-14 km/hr (Dublin) 15 km/hr (Lyon) 15.5 km/hr (Copenhagen) Prudhomme and Bocarejo, 2005, City of Paris, 2012, Jensen et al, 2010
- 5. is for people who cannot afford to be late
- 6. Reliability key performance indicator for urban traffic
- 8. Who spends what in shops? Revenue in Copenhagen shops and supermarkets by mode of transport (DKK billion/yr) 15.4 15.3 11.0 6.8 City of Copenhagen
- 9. Who spends what in shops? Expenditure, Portland (shops, restaurants,bars) by mode of transport (USD person/month) OTREC, Examining Consumer Bevaviour and Travel Choices 76 61 66 58
- 10. Retail revenue per square foot and per hour of occupied parking $A 0.69 $A 0.19 Lee, 2008
- 11. is for successful cities
- 12. Tami Door, President, Downtown Denver Partnership, Inc. “The number one thing [tech companies] want is bike lanes. Ten years ago we never would have thought that walkability or bike lanes would be economic development tools”
- 13. A.C. Wharton Jr, Mayor, Memphis, TN, USA 655 155 inhabitants, “It is much more cost-feasible for me to [enhance the core city] with protected bike lanes, than it is for me to go way out somewhere, put in sewers, street lights, and all this stuff. [Cycling] bodes well for our citizens and their health … but it also bodes well for the finances of the city.”
- 14. is for people who enjoy good health
- 16. on balance, the monetised benefits from improved health are up to 20x greater than the combined health impacts of crashes and exposure to air pollution
- 18. -15% Today’s childrens’ cardiovascular fitness compared to 30 years ago G. Tomkinson et al, 2013
- 19. supernormal
- 23. Making cyclists safe in the current traffic system?
- 24. Making the system safe for (new and existing) cyclists?
- 26. ofParis streets 30kmor lower
- 29. Safetyin numbers 50 Cyclist per billion km/yr (#) Cyclist deaths per billion km ridden/year 18 20 27 28 more crashes? 11 15 15 45 40 35 30 25 20 15 10 5 Do policies thatincrease the number of cyclists lead to 32 44 864 513 368 261 267 88 75 196 47 1000 900 800 700 600 500 400 300 200 100 0 0 Bicycle Kilometres travel/ridden/capita person/per year year (km)
- 30. CPH DK Safetyin numbers 1.0 Kilomètres travelled by bike (weekdays) Serious cyclist injuries or death by km 1.2 0.3 Kilometres of cycle infrastructure Cycling tracks Cycling lanes Green cycle routes 323 338 348 367 380 388 397 411 1996 1998 2000 2002 2004 2006 2008 2010 1996 1998 2000 2002 2004 2006 2008 2010
- 32. London: « Cycle Superhighway »
- 33. London: « Cycle Superhighway », V. 2.0
- 34. Perceived safety Real safety
- 35. Perceived safety Real safety Continuous cycle network of high standard on routes and at intersections, improve cyclist safety, security and accessibility, and is thus an important basis for increasing bicycle use.
- 36. Copenhagen
- 37. Göztepe, Bağdat Caddesi'nde Source: Bisikletliler Derneği
- 38. Beşiktaş, Etiler Cumhuriyet Caddesi'nde Source: Bisikletliler Derneği
- 39. Copenhagen, DK Tracks& Lanes
- 40. Bremen, DE Tracks& Lanes
- 41. Antwerp, BE Tracks& Lanes
- 42. Sevilla, ES Tracks& Lanes
- 43. Nantes, FR Tracks& Lanes
- 44. Antwerp, BE Bremen, DE Nantes, FR Seville, ES Copenhagen, DK 25% (2012) 7% (2013) 8% (2012) 25% (2008) 23% (2010)
- 45. BICYCLE TRACKS vs. CITY ROADS SPACE CAPACITY COST 2.5M 2.5M 20 M 25%of the 38,000/DAY 40,000/DAY 95%of the 1.3 $ $142K/KM $1 1 .25M/KM %of the
- 46. 64TL per capita per year City of Copenhagen’s annual cycling infrastructure and maintenance budget
- 47. On balance: benefits and costs Sensitive to context, assumptions (health, modal transfer) and costs – but…. 13:1 average benefit to cost ratio (UK and non UK) 8-33% Rates of returnfor cyclist bridge and intersection re-design in Copenhagen
- 48. sürpriz!
- 49. Protected Bicycle Lanes in NYC 2nd Avenue
- 50. Protected Bicycle Lanes in NYC 2nd Avenue
- 51. Protected Bicycle Lanes in NYC 2nd Avenue
- 52. Protected Bicycle Lanes in NYC 2nd Avenue
- 53. Protected Bicycle Lanes in NYC 2nd Avenue
- 54. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% 2nd Avenue
- 55. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% Speed +0-14% 2nd Avenue
- 56. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% Speed +0-14% 2nd Avenue
- 59. Getting from A to B: Today A B A B A B
- 60. Getting from A to B: Future A B A B A B
- 61. Paris, Left bank expressway, 2012
- 62. Paris, Left bank expressway, 2014
- 63. Paris, 2001-2012 -25% Veh. Km Weekdays
Hinweis der Redaktion
- Considering door-to-door trips and the time it takes to park a car or wait for a bus, cycling is indeed quite fast, especially over short distances up to 5 miles.
- There is a money value to time and in classic transport project appraisals, time savings deliver the bulk of benefits. And so it is important to remember that in urban centres, and especially at peak periods, bicycles are nearly as fast or faster than cars or public transport for short trips. For example; DOI 10,1016/j.trd.2010.07.002 Prudhomme et Bocarejo, 2005 cyclingindublin.com/why-cycle/ Because cycling is not affected by congestion, it’s surprisingly fast compared to taking the car. The department of transport says: “Data from the 2006 Census reveals that, for journeys within the Dublin Canal Ring, cyclists reached an average speed of 12km/h compared to just 15km/h for cars. For trips within the M50, the 2006 Census reveals an average speed for cyclists of 14km/h compared to 18km/h for cars.”
- http://www.flickr.com/photos/carlosar2000/6908848012/sizes/l/in/photostream/ http://www.cycling-embassy.dk/2013/08/26/are-cyclists-good-customers/ The evidence is robust and convergent: Cyclists spend less per hour and per trip but they return more often – much more often. Because of this, over time, cyclists spend as much or more than motorists.
- http://www.flickr.com/photos/carlosar2000/6908848012/sizes/l/in/photostream/ http://www.cycling-embassy.dk/2013/08/26/are-cyclists-good-customers/ The evidence is robust and convergent: Cyclists spend less per hour and per trip but they return more often – much more often. Because of this, over time, cyclists spend as much or more than motorists.
- http://i1.ytimg.com/vi/gHovKzYwJKY/maxresdefault.jpg Même son de cloche pour les finances publiques. Face un choix compliqué que tout Maire connait – ou investir pour assurer la croissance de la ville – Beaucoup comme Maire Rahm à Chicago, ex-Maire Bloomberg à New York, Maire Li a San Francisico ou Maire Wharton à Memphis ont fait le choix de réhabiliter leur villes à coup de pistes et de bandes cyclables. Non seulement pour leurs habitants mais aussi pour les finances de leurs villes.
- Relative risk of crashes uk and NL Relative risk of death/km bicycle vs. car 14 UK 6 Netherlands Air pollution Beneficial health outcomes, multiple health endpoints including but not limited to obesity, heart disease, diabetes, etc.
- Bart van Dijk
- http://newsroom.heart.org/news/childrens-cardiovascular-fitness-declining-worldwide?preview=9c9a
- So more cyclists are better … but recalling crash risks, more cyclists also increase crash numbers. Here I will talk about the safety in numbers hypothesis based on the observation that greater number of cyclists are associated with a drop in the crash rate. There are many plausible explanations for this observed phenomenon but limited evidence on causality. This is essential since a key question remains …. Does increasing cycling increase crashes?
- So more cyclists are better … but recalling crash risks, more cyclists also increase crash numbers. Here I will talk about the safety in numbers hypothesis based on the observation that greater number of cyclists are associated with a drop in the crash rate. There are many plausible explanations for this observed phenomenon but limited evidence on causality. This is essential since a key question remains …. Does increasing cycling increase crashes?
- So more cyclists are better … but recalling crash risks, more cyclists also increase crash numbers. Here I will talk about the safety in numbers hypothesis based on the observation that greater number of cyclists are associated with a drop in the crash rate. There are many plausible explanations for this observed phenomenon but limited evidence on causality. This is essential since a key question remains …. Does increasing cycling increase crashes?
- CPH displays this safety in numbers effect It could also be that there are more safe cyclists where safety-enhancing infrastructures and policies have been put into place. +30% infrastructure
- London
- Will need to improve the perception of safety for those not yet cycling and you will definitely have to ensure that real safety improves as well if you want to keep them cycling. Continuous cycle network of high standard on routes and at intersections, improve cyclist safety, security and accessibility, and is thus an important basis for increasing bicycle use.
- Will need to improve the perception of safety for those not yet cycling and you will definitely have to ensure that real safety improves as well if you want to keep them cycling. Continuous cycle network of high standard on routes and at intersections, improve cyclist safety, security and accessibility, and is thus an important basis for increasing bicycle use.
- There is a temptation to install cycle tracks where it would be easy and cheap to do so. This temptation should be avoided. Cycle tracks should be built where they are necessary which is often where it is difficult and controversial. The cycling infrastructure should be direct, logical, comfortble and convenient otherwise existing cyclists may avoid them and potential new cyclists will notbike at all.
- There is a temptation to install cycle tracks where it would be easy and cheap to do so. This temptation should be avoided. Cycle tracks should be built where they are necessary which is often where it is difficult and controversial. The cycling infrastructure should be direct, logical, comfortble and convenient otherwise existing cyclists may avoid them and potential new cyclists will notbike at all.
- Quand on parle qulte de vie, on pense au cadre de vies des habitants. Mais ces habitants travaillent et forment des exigences par rapport a leur environnement de vie et de travail. Ces exigences ne passent pas inapercus des entreprises et des villes qui cherchent a attirer des habitants, des travailleurs dans des secteurs de pointe et des entreprises. On peut voir que le cadre de vie, le vélo en faisant partie intégrale