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Bike-And-Ride in a Suburban Environment an Analysis of Methods to Increase Bike-And-Ride in Knivsta

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Bike-And-Ride in a Suburban Environment an Analysis of Methods to Increase Bike-And-Ride in Knivsta DEGREE PROJECT IN THE BUILT ENVIRONMENT, SECOND CYCLE, 30 CREDITS STOCKHOLM, SWEDEN 2019 Bike-and-ride in a suburban environment An analysis of methods to increase bike-and-ride in Knivsta HELGA MAGNADÓTTIR KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ARCHITECTURE AND THE BUILT ENVIRONMENT Table of Contents Abstract .............................................................................................................................. 3 Sammanfattning.................................................................................................................. 4 Preface ................................................................................................................................ 5 1 Introduction ................................................................................................................. 6 1.1 Sustainability........................................................................................................ 6 1.2 Public transport .................................................................................................... 6 1.3 Mixed-mode transport .......................................................................................... 7 1.4 Aim ...................................................................................................................... 8 2 Methods and theoretical frameworks .......................................................................... 9 2.1 Transit Oriented Development ............................................................................. 9 2.2 Theory of Planned Behavior, habits and resistance to change ........................... 10 2.3 Delimitations ...................................................................................................... 12 3 Literature review ....................................................................................................... 13 3.1 Safety in cycling ................................................................................................ 13 3.2 Bicycle paths ...................................................................................................... 14 3.2.1 Local bicycle paths ..................................................................................... 14 3.2.2 Regional bicycle paths ................................................................................ 15 3.3 Bicycle parking and storage ............................................................................... 16 3.3.1 Bicycle parking ........................................................................................... 17 3.3.2 Bicycle storage ........................................................................................... 19 3.4 Indirect bicycle encouraging policies ................................................................ 21 4 Case study: Knivsta municipality .............................................................................. 22 4.1 Introduction to Knivsta ...................................................................................... 22 4.2 Current situation................................................................................................. 26 4.2.1 Bicycle paths............................................................................................... 26 4.2.2 Bicycle parking ........................................................................................... 31 4.3 Towards the future ............................................................................................. 39 4.3.1 Bicycle paths............................................................................................... 39 4.3.2 Bicycle parking ........................................................................................... 46 4.3.3 Indirect bicycle encouraging policies ......................................................... 54 5 Discussion and concluding remarks .......................................................................... 55 References ........................................................................................................................ 57 1 2 Abstract When striving to develop towards sustainability, reducing private car use is a crucial factor. The most convenient alternative is to replace the private car with public transport. Fast public transport types, such as trains, have large catchment areas, thus walking to the station can be time consuming and increases door-to-door travel time compared with the private car. An alternative to this is bike-and-ride, i.e. cycling to the transit station and continuing with public transport. This study aims to find ways to increase public transport use, focusing on cycling between the home and the transit station. This is done through a literature study and a case study in Knivsta, a suburban area of Stockholm connected to the city center through commuter trains. Improvements in the current bike-and-ride infrastructure in Knivsta are suggested, using the principles of Transit Oriented Development and Theory of Planned Behavior as guidelines. The most important aspects of high bike-and-ride proportions is the provision of separate bicycle paths and plentiful high-quality bicycle parking at transit stations. The current situation in Knivsta is inadequate with few separate bicycle paths and the bicycle parking does not fulfil recommendations. Suggestions for improvements are proposed, with developing a regional bicycle highway network in addition to other bicycle paths throughout the town of Knivsta, in addition to increased and improved bicycle parking at Knivsta train station to fulfil the requirements of the future as Knivsta is expected to double in population towards 2030. The changes proposed to the bicycle infrastructure in Knivsta have potential to increase public transport use, decreasing private car and park-and-ride use. Due to the bicycle network being convenient and accessible for virtually everyone, the municipality will develop towards environmental, economic, and social sustainability. 3 Sammanfattning Att minska privat bilanvändning är avgörande för utvecklingen mot hållbarhet. Det lämpligaste alternativet är att ersätta bilen med kollektivtrafik. Snabb kollektivtrafik, så som tåg, har stora upptagningsområden, vilket innebär att promenaden till tågstationen kan vara tidskrävande och restiden jämfört med bilen är hög. Ett alternativ till detta är bike-and-ride, dvs. att ta cykeln till stationen och fortsätta resan med kollektivtrafik. Denna studie syftar till att hitta sätt att öka kollektivtrafikens användning, med fokus på cyklande mellan hemmet och stationen. Till detta används en litteraturstudie och en fallstudie i Knivsta, en förort till Stockholm ansluten till stadens centrum med pendeltåg och regionala tåg. Förbättringar av den nuvarande bike-and-ride infrastrukturen i Knivsta föreslås, med hjälp av principerna för Transit Oriented Development (transitorienterad utveckling) och Theory of Planned Behavior (teori om planerad beteende) som riktlinjer. De viktigaste aspekterna till högt utnyttjande av bike-and-ride är att förse området med separata cykelvägar och riklig cykelparkering av hög kvalité vid tågstationer. Den nuvarande situationen i Knivsta är otillfredsställande med endast några separata cykelvägar och cykelparkering som inte uppfyller rekommendationer. Förslag till förbättringar läggs fram genom utvecklandet av ett regionalt snabbcykelnätverk samt andra cykelvägar genom hela Knivsta, förutom ökad och förbättrad cykelparkering vid Knivsta station som uppfyller framtida krav då Knivstas befolkning förväntas dubblas mot 2030. De förändringar som föreslås här till cykelinfrastrukturen i Knivsta har potential att öka utnyttjandet av kollektivtrafik, vilket minskar bilanvändning och hjälper samhället att utvecklas emot hållbarhet. Eftersom cykelnätet är lämpligt och tillgängligt för praktiskt taget alla, kommer kommunen att utvecklas mot ekologisk, ekonomisk och social hållbarhet. 4 Preface This thesis is written as part of the Master’s programme Sustainable Urban Planning and Design, with emphasis on Urban and Regional Studies, within the school of Architecture and the Built Environment at KTH Royal Institute of Technology. It is written during the spring of 2019 and accounts for 30 ECTS credits. The research is done independently, with expertise and workspace provided by Iterio AB. I want to thank my supervisor Sofie Malm at Iterio AB for guidance during the research period, and Anders Karlström at KTH for valuable advice resulting in an improved final result. Stockholm, June 2019 Helga Magnadóttir 5 1 Introduction 1.1 Sustainability Sustainability is defined by the Brundtland report as ‘development that meets the needs of the present without compromising the ability of future generations to meet their own needs’, addressing economy, environment, and social equity simultaneously (WCED, 1987). Ever since the publication of the report, sustainability in all forms has gradually become a larger part of politicians’ and planners’ work (Hedegaard et al., 2013). The transport sector is directly connected to all three aspects of sustainability and has therefore great potential when it comes to developing society towards a more sustainable existence, whether it is environmental, economic, or social. Transport enables mobility, which is crucial for people’s access to employment and recreation, in addition to trading and the internal market, thus contributing to economic and social sustainability. However, transport also generates
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