PowerPoint Presentation

(What) can Scotland learn from the Dutch?

Mobility is to important to leave to engineers only. It is highly complex, political, even philosophical. The mobility of an individual or of a cit says a lot about itssocial functioning

Dutch urban mobiliy serves worldwide as an example of how to organise urban mobility in a very pleasant, social way.

Two types of audiences:- Skeptics (NL)- Enthusiasts (Abroad)

This audience is more than capable to have a conversation around a more a balanced understanding. This is what Urban Cycling Institute of UvA is all about.

Thanks for the organisation to invite. Together we decided to focus on4 major issues (among tens of possible takes)1

Cycling is in Dutch DNA; it was always there

Original idea, copyright by Thomas Schlijper and Cornelia DincaMore examples: http://sustainableamsterdam.com/2015/12/livable-cities-campaign/

1960s: car is taking over the city and the minds (Jokinen plans)4

We started destroying and building6

The people resisted (succesfully)Many groups in society joined forces (not for the bicycle, but for livable and inclusive cities7

resulting in transition9

But it has not always been like that Modal share of bike trips 1920-2000

slow recovery of cycling in cities

new recent transition 11

leads to new pressure for interventions12

Never finished13

Cycling is in Dutch DNA; it was always thereBuild Dutch bicycle infra and cyclists will come

What follows what??

Source: OVG-MON-OViN (via Lucas Harms)

Supermarkt

Supermarkt

Source: DIVV Amsterdam

% inhabitants that make at least 1 daily bike tripGrey= 1986 - 1991Red= 2005 - 2008

Kinderdagverblijf

Kinderdagverblijf

Planning law: No big box retail for daily shoppingStrengthen existing urban centers

Cycling is in Dutch DNA; it was always thereBuild Dutch bicycle infra and cyclists will comeCycling is an alternative for the car

(Reijndorp et al.)

Mobility is a derived demand

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Not the train in itself (too rigid and large scale)Not the bike in itself (too limited range)

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It dramatically changes the relation between (public) transport and the urban system. The standard catchment areas of 1k around stations where there is a direct effect on activities is no longer a boundary.31

N< 1 km< 7.5 kmChoice (7,5 km)All stations (excl. lightrail)38819,2%81,2%3,47- Large IC station171,1%23,8%1,39- IC station271,8%28,5%1,30- Small IC station221,5%17,0%1,05- Hybrid station161,2%12,3%1,11- Stop station +864,6%42,3%1,77- Stop station2169,4%53,6%1,95

Catchment-area pedestrian distance vs cycleable distances (% of total population of the Netherlands)

Shows that transit has a limited reach, but combined with cycling reaches the large majority of people.32

Number of departing trains per hour within 20 minutes of cycling

33But is it by no means a flat earth. Their are clear distinctions. From black holes, to places where we can choose between 200+ trains in cycling distance

47%

The dense and high service train system as is not viable without the bicycle as feeder system34

12%

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Cycling is in Dutch DNA; it was always thereBuild Dutch bicycle infra and cyclists will comeCycling is an alternative for the carAmsterdam cyclists are anarchists

From BBCs Earthflight

This can be explained by Windshield perspective. Car/PT and (traffic) engineerign perspective came hand in hand

Large vehicles that act relatively predictable. Allows to be managed and designed.We know in detail what is required for this in terms of public space38

Starlings in Nijkerk: http://youtu.be/Lsh_dwgfS8M

But as shown in my anecdote, cyclists/pedestrians behave wildly different from that. Although it looks deangerous from the outside and is dangerous for outsiders, the logic of each cyclist leads to very specific swarm characteristics:1 can look risky, overall it is remarkably safe1 can look hostile, overall is remarkably welcoming1 can look inefficient, overall is remarkably efficient39

There is however a lot of strong debate about cycling/cyclists and their behavior. Partly, this can be explained by looking at the swarm from the perspective of the car.40

9 intersections that have re-design potential.Morning peak hour as main management challengeMapping desire lines and rule-conformation (red light, elephant paths, counter cycling)

We added 3 intersections in later studies. In total filmed ~30K cyclists. 41

The numbers were already shocking for engineers/designers. Especially the waiting times/numbers for traffic lights were much larger than expected (and acceptable)43

Although not the intention of the study a lot of media attention for the rule-abiding nature of these specific swarms behavior. There was some rule-breaking. And interviews and observations also suggested that the design causes stress and discomfort44

www.olifantenpaadjes.nl

Two ways to respond to non-conforming behavior: Strenghten the rule/design (rigid)45

This is what they did on one of the 9 original intersections46

the opposite of using behavior as input for design47

Cycling is in Dutch DNA; it was always thereBuild Dutch bicycle infra and cyclists will comeCycling is an alternative for the carAmsterdam cyclists are anarchists

Cycling is in Dutch DNA; it was always thereBuild Dutch bicycle infra and cyclists will comeCycling is an alternative for the carAmsterdam cyclists are anarchists

Cycling, even in NL, needs constant attentionInfra works if linked with land use planningCycling+transit is an alternative for the carAmsterdam cyclists are an emergent swarm

If we want our cities to cater for mobility with social interaction (hatchoe -> bless you), we need to engage with the full complexity of the system.50

For our cities dont need fancy driverless cars51

Thank you!Marco te BrmmelstroetUrban Cycling InstituteUniversity of Amsterdam**Join our Summer School!**Follow us on Twitter: @fietsprofessor