CONSIACONSIA

SAFE BICYCLE INFRASTRUCTURECarsten WassVisioning Workshop, 15 September 2014, Istanbul

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VULNERABLE ROAD USERS

Pedestrians

Cyclists

Moped riders

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ALL INJURIES 2008-12 IN DENMARK

Car47%

Van3%

Truck1%

Bus1%

MC6%

Moped14%

Bicycle18%

Pedestrian10%Vulnerable road users: 42%

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Car hits Pedestrian

50

60

At 50 km/h 3

out of 10 are

killed

But at 60 km/h

7 out of 10 will

die

WHY VULNERABLE?Death risk for pedestrians

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CYCLISTS ARE AT RISK

The risk per km is four times higher for cyclists than cars

• Is this a reasonable risk number?• Risk per trip?• Replace a car trip?• Include public transport?

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BUT CYCLING IS A NET BENEFIT

Accidents

Health

0 500000 10000001500000200000025000003000000350000040000004500000

Injured cyclists Cycle pop

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Dark numbers

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UN-REPORTED ACCIDENTS

Other

Truck

Van

MC

Moped

Pedestrian

Bicycle

Car

0 10000 20000 30000 40000 50000 60000 70000 80000 90000

20

420

894

1940

3356

2514

4676

12221

6962

2499

1561

9930

15635

4738

75593

63078

484

30

17

283

415

124

1057

639

Police Emergency ward Hospital

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DARK NUMBERS CARS AND BICYCLES

Police6%

Emergency ward93%

Hospital1%

Cyclists

Police16%

Emergency ward83%

Hospital1%

Cars

So it is not four times as risky to bike – it is ten times!

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INFRASTRUCTURE FROM PLANNING STAGE

Town planning and traffic planning should be considered as one

Mobility plans A bicycle plan with a functional

classification of networks is a good starting point

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COHERENT

The network must be coherent and connect important points for cyclists

Lack of coherence is perceived as a detour

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SAFER BICYCLE NETWORKS

Make bike paths where vehicles travel more than 40km/h

On street where speeds are under 40km/h adjust volume and speeds of cars

Meticulously redesign points where cyclists cross car traffic

Safe design of conflict points between vulnerable road users (at bus stops or between fast and slow cyclists)

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SHARING THE STREET

Cyclists may share the street with motor vehicles or pedestrians

Keywords are speed and volume

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BICYCLE PATHS

Safest solution: one-directional at both sides of the street

Not bi-directional along a city street

X

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GEOMETRY

Widths Uni-directional Bi-directional Bike lane Shared path Common path Sharing bus lane

Uniformity

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BICYCLE PATH

2.2m (1.7m)

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SHARED PATH

1.7m (1.5m)

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BICYCLE LANE

1.5m (1.5m)

Often problems with parking

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BI-DIRECTIONAL PATHS

Not in urban areas

Dividers – but not at junctions

2.5m

Min. 1.0m

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MORE THAN LANES

Facilities for parking

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UNIFORMITY

Keep design of path along street

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MAINTENANCEEven surface very important for the use of the path

Regular maintenance

Snow removal at same time or earlier than on roads

After works in the path it should be restored as new

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ROAD SAFETY INSPECTION

Bicycle path along Aksu Caddesi, Ekrem Kurt Blv. and Çobançeşme Koşuyolu Cd. from the interchange with Kennedy Cd. to the interchange with D-100 Yanyolu in Istanbul

Inspected September 2013 3km Bi-directional eastern side of road

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BI-DIRECTIONAL PATH

All junctions are signal-controlled

Dedicated signals for cyclists

Separated from vehicle traffic

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Exit from parking lot crosses the bi-directional cycle path

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Cycle track blocked by stopping and parking vehicles

Cycle

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THREE DIFFERENT SIGNALS FOR CYCLISTS

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SLIP LANE ALLOWS FOR HIGHER SPEEDS

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BICYCLE PATH AT BUS STOP

Kayseri

CONSIACONSIAKayseri

Kayseri

Antalya

IstanbulEskişehir

Konya

Marking of cycle lanes

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Marking in junctions

Konya

Eskişehir Kayseri

Istanbul

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DELIMITATION BETWEEN PATH AND SIDEWALK

Konya

Eskişehir

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PARKING

Eskişehir

Kayseri

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CYCLING

Cycling is a serious mode of transport – not just leisure

Should be treated as other modes