Cycling Programme 2015-2018

June 2015

Municipality of The Hague

Photography: Jurriaan Brobbel

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MAKE WAY FOR THE BIKE 5

CHAPTER 1 INTRODUCTION 7

1.1 Retrospective 2011 to 2014 7

1.2 New Cycling Programme 2015 - 2018 8

1.3 Stakeholders call as input for the programme 9

1.4 Structure and reading guide 9

CHAPTER 2 POLICY 11

2.1 Reasons for promoting bicycle use 11

2.2 The Hague Cycling City 11

2.3 Promoting bicycle use 12

3.1 City centre 18 3.1.1 Expansion of parking capacity 18 3.1.2 Influencing bicycle parking behaviour 20

3.2 Residential areas and schools 21 3.2.2 Approach abandoned bicycles in residential areas 22

3.3 stations and tram stops 22 3.3.1 Expansion of storage capacity 22 3.3.2 Enforcement 24

3.4 Bicycle parking service level 24

3.5 Bicycle parking standards 25

CHAPTER 4 BICYCLE NETWORK 27

4.1 Realisation of star cycle routes 27

4.2 Resolving missing links on the main and recreational cycling routes 31

4.3 Bicycle unfriendly situations and school routes 32

4.4 Capacity and bicycle traffic flow 32

4.5 Converting tile paths to asphalt paths 33

4.6 Monitoring bicycle use and route choice 34

4.7 Evaluation cycling in the pedestrian area of the city centre 34

CHAPTER 5 PROMOTION, COMMUNICATION, CYCLING SKILLS AND THEFT PREVENTION 37

5.1 Communication and promotion 37

5.2 Cycling Skills and target group policy: safe cycling in the city 39

5.3 Prevention of bicycle theft 41

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CHAPTER 6 FINANCES CYCLING PROGRAMME 2015-2018 43

6.1 Funding of the bicycle programme 43

6.2 Bicycle Sub programmes Spending 44

6.3 Management and exploitation bicycle parking 46

6.4 Closing words 47 Annex 1: Report of the Bicycle Stakeholder Meeting 2015-2018 48 Annex 2: Retrospective 2011 - 2014 53 Annex 3: Who does what to tackle bicycle theft 64 Annex 4: Reference images quality bicycle facilities 66

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Make way for the bike

The Hague cycles! In our green metropolis by the sea, the bicycle is the symbol of a healthy life. Ever more residents and visitors take to cycling. Between 2010 and 2014 the use of bicycles increased by 12%. The Hague is well on its way to becoming a true cycling city. That matters, because cycling is healthy, cheap and easy. Cycling has benefits on a social, societal and economic level. With the Cycling Programme 2015-2018 I present to you a course that makes way for the bike.

The city is growing and the world around us is changing rapidly. New developments offer opportunities for further growth in bicycle use. Many young people do not want to own a car and the electric bicycle is emerging; increasingly the bike is replacing the car in the city. Cycling is part of a healthy lifestyle.

As a municipality, we must respond creatively to the opportunities of this changing world. We will not do this alone, but together with the city. In preparation for this program extensive conversations with the city's stakeholders have taken place. A lot of innovative ideas and solutions emerged and are reflected in this policy document. This program is the result of good interaction with the city and just like cycling; you go faster alone, but further together. Together we will make an impact in the coming years. Together we will turn bicycle plans into bicycle paths.

In this new Bicycle Programme are lofty ambitions with regards to bicycle parking, bicycle networks and further encouraging bicycle use. After all, in the green and diverse city of The Hague, the bicycle is the ideal means of transportation, for residents, professionals and tourists alike. In the coming years the city will work together to realise safe, recognisable and comfortable cycle routes to and through our beautiful city of peace and justice, complemented with contemporary (parking) facilities.

Tom de Bruijn Alderman Traffic

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Chapter 1 Introduction

1.1 Retrospective 2011 to 2014

In recent years, the municipality of The Hague worked on the implementation of the Cycling programme 2011-2014 and made major investments to achieve the various objectives of this programme. This proved successful, because nearly all the objectives were achieved. These objectives relate to the following three themes:  Bicycle parking facilities;  Cycle Network;  Promotion, communication and biking skills.

Ultimately, the municipality of The Hague wants to try to get as many people as possible tot cycle. In The Hague Mobility Policy the goal is to increase bicycle use in the period 2010-2020 by 30% and in the period up to 2030 by 50%. The 'bike index' of The Hague shows that the number of cyclists in the past period has increased. For the period from 2010 there was an annual growth of 3%. If this trend continues the policy goals in 2020 will be met. Appendix 2 contains targets from the previous programme and describes the results. To achieve these results, the municipality has invested in bicycle parking facilities as well as in the bicycle network (creation of new bike paths and converting tile paths to asphalt). Below the investments per year are shown.

Year 2011 2012 2013 2014 Total

Investments € 8 million € 7 million € 7 million € 9½ million € 31.5 million approx.

These investments are funded from multiple sources such as the Investment programme Cycling (MIP bike), the National Cooperation programme Air Quality, other municipal programmes and subsidies from the Metropolitan Region Rotterdam The Hague (formerly Haaglanden region), the Zuid-Holland province and the national government.

The main conclusions with regard to the programme Cycling 2011-2014 are:  Seven out of the nine goals for bicycle parking have been realised;  Four out of the five objectives in the area of the bicycle network have been achieved;  All objectives in terms of promotion, communication and skill have been achieved.

Annex 2 is a breakdown of the previous programme describing the results.

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1.2 New Cycling Programme 2015 - 2018

The previous programme expired in 2014 and will continue into this Bike 2015-2018. The starting point for this new multi- annual Bicycle is the Coalition Agreement 2014-2018: “Trusting in The Hague's Strength”. Under the heading “More room for the bicycle”, the following is stated: "Safe, recognisable and comfortable cycling facilities are the basis for further growth in bicycle use. There is an ambitious programme for the expansion and improvement of bicycle facilities, a number of star routes will be expanded this period, we will continue with the asphalting of bicycle paths and create more (free) parking facilities at stations in the centre and at the beach. Abandoned bicycles are addressed throughout the city and we are expanding the number of neighbourhood bike parking facilities and routes in areas such as the Stationsbuurt and Schilderswijk."

These ambitions along with the focal points for the bicycle policy of The Hague Mobility Policy and the continuation of the bicycle policy of recent years are detailed in this new Cycling Programme 2015-2018. The three central themes from the previous Bicycle Programme will remain, in the interest of continuity, in this new multi-annual programme. These three themes have formed the basis of the cycling programme for many years and ensure a balanced programme in which the entire chain of the bike facilities is addressed. This relates to the following topics:

 Bicycle parking facilities;  Cycle Network;  Promotion, communication and biking skills.

The approach for the coming period consists of three tracks. First, the plans of the past period are actually executed on the street. The second track is to finalise the plans already set in motion, but which were not yet financially covered. The third track finally, regards the start of the plan preparation of various new projects. With this approach, the municipality ensures that projects, which now only exist on paper, are actually achieved and that new projects are prepared.

To realise the plans of the last period on the streets, funding is available from the previous Cycling programme 2011-2014. To further finalising plans put in motion and for the implementation of new cycling projects in this year’s programme Bicycle, new financial resources are required. Funding from various sources for this municipal budget is available. Besides the municipal contribution, co-financing from other (municipal) programmes and programmes from Metropolitan Region, Province and federal government is also necessary.

Halfway through this Cycling Programme a review will be conducted to ensure that the three-pronged plan is on schedule.

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1.3 Stakeholders call as input for the programme

As discussed in the Council Committee on December 10, 2014 a meeting was held on June 2nd, 2015 with 40 stakeholders on the new Cycling Programme 2015-2018 (See Appendix 1 for a report of this meeting). The purpose of this meeting was to bring in ideas and solutions for the various bicycle issues in the city. These ideas and solutions are checked for feasibility, available financial resources, conflicting interests, opportunities for cooperation with other parties, etc. Many of these developments have found their way into this new Cycling Programme.

The most important results from June 2, 2015

Cycling in The Hague is a hot topic with residents, businesses, retailers and other stakeholders. There seems to be a broad consensus about the unstoppable march of the bike in the streets of The Hague, with the electric bike obtaining an increasing share. The bike is essential for an accessible and liveable city. There is also consensus on the fact that the growth of bicycle use is to be welcomed, it is said; "Cyclists are in 1st place."

However, it also concluded that the advance of the bicycle creates bottlenecks in the city. Bottlenecks that mostly have to do with a lack of physical space for the bicycle in combination with other claims on public space. Problems also relate to the mentality and culture / behaviour of cyclists. Especially in and around the city centre, more space is required for cycling and bike parking. This requires clearly defined choices.

Many of the ideas and solutions have gained a place in the Cycling Programme 2015-2018 and will come into effect. For some solutions further research is needed. Some notable or significant outcomes of the stakeholder meeting that appear in the Cycling Programme 2015-2018 are: - Priority for sufficient bicycle parking facilities with special attention paid to the city centre ` and monitoring the development of supply and demand. If there is sufficient capacity, illegal parking must be enforced. (Chapter 3) - Attention for the capacity and flow of bicycle traffic at intersections (section 4.4) - Evaluation of cycling in the pedestrianized city centre area (section 4.7) - A recognisable layout of the star cycle routes, with good connections to the regional and provincial bicycle networks that are included in signage (section 4.1). - Influence bicycle parking behaviour; positive incentives to encourage the use of the (new) bicycle parking stations (Chapter 5) - (School) children should be able to cycle safely, therefore attention is needed for safe school routes and traffic in education (section 4.3 and section 5.2). - The combination of car and bicycle offers opportunities, do a trial with a Park and bike location (section 3.3.)

1.4 Structure and reading guide

This Cycling Programme is, as mentioned, an elaboration of the municipal bicycle policy for the period 2015 to 2018 and includes the following topics:  Policy framework and the trends and developments in cycling (Chapter 2);  Opportunities to expand the capacity and improve the use of the bicycle parking (Chapter 3);  Description of the various cycling projects to improve The Hague's bicycle network (Chapter 4);  Communication, promotion, influencing behaviour and theft prevention (Chapter 5);  Financing (Chapter 6).

Appendix 1 contains a report of the stakeholder meeting. Annex 2 provides a comprehensive review of realised bicycle facilities in the past period. Appendix 3 contains an overview of who is doing what to battle bicycle theft. Finally, shown in Annex 4, the reference images to which bicycle facilities must comply.

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Chapter 2 Policy

2.1 Reasons for promoting bicycle use

The Hague wants to promote cycling. Cycling contributes to a liveable, accessible and healthy city. The Hague Mobility Policy targets an increase of 30% in bicycle use for the period 2010-2020. The main reasons for promoting cycling in the city are:

 Cycling contributes to a liveable city. It's clean, climate-neutral and cyclists use up relatively little of the scarce space. This makes it an ideal vehicle for city transportation.  Cycling contributes to a well-connected city. The bike is a fast means of transport to the major economic centres of the city. Cyclists don't cause traffic jams on the roads in and around the city. Combined with the train and RandstadRail the bike is competitive to the longer distances by car. Investment in bicycle facilities has a favourable cost- benefit ratio; the social benefits far exceed the costs.  Cycling contributes to a healthy city, as people get more exercise while cycling. This is good for your wellbeing and the prevention of obesity, depression, and cardiovascular disease.

The Cycling Programme is an elaboration of the bicycle policy in The Hague Mobility Policy for the period 2015-2018. In the plan it is indicated that investments must be made in the coming years to ensure that the objective of The Hague Mobility Policy is reached.

2.2 The Hague Cycling City

The Hague is becoming a real cycling city. The use of bicycles in The Hague is growing. In the period 2006-2013 bicycle use increased by about 20%, an average increase of approximately 2.5% per year. In the period 2010 - 2014 growth was approximately 12%, or about 3% per year. If this growth continues, the growth objective in The Hague Mobility Policy is within reach. Especially when moving to and from the city centre and stations more and more people choose the bike. They do this because the bike is a quick, clean and comfortable way to travel through the city and region and because it fits in with a healthy lifestyle. Employers in The Hague encourage the use of the (electric) bicycle as part of Mobility Management.

Bicycle index, work day average

Growth of bicycle use in The Hague between 2006 and 2013 (work day average).

There is room for further growth in bicycle use in the city. The Hague is a compact city with short distances, a low-traffic city centre, with no major differences in altitude and a growing population. New products also drive an increase in bicycle use. With the electric bike the elderly can cycle longer and commuters cycle longer distances. The cargo-bike is suitable for bringing children to school. The wide range of designer bicycles shows that cycling is becoming more about emotion and identity as part of an urban lifestyle. There are more and better bicycle route planners on the market, including some for mobile phones. With the tremendous growth of the OV-fiets the bike has also achieved an important position in the “last-mile” from the station. With these developments, the bicycle is an increasingly attractive means of transport in the city and the region.

The growth of bicycle use also leads to problems. Mainly around stations and in the city there is a shortage of bike parking facilities. That detracts from bicycle use and it leads to many "wild parked" bicycles in public spaces. Also, people in the pre-war

11 residential areas do not have easily accessible bike parking for safe and comfortable storage of their bikes. That too puts detracts from bicycle use and the purchase of high-quality bicycles. A relatively new phenomenon in the city is the bike congestion at busy intersections and cycle paths in and around the city, where the traffic lights create rows of waiting cyclists during peak periods.

2.3 Promoting bicycle use

An increasing bicycle use requires good infrastructure for cycling in the city. People choose cycling more often if the infrastructure is in order. That means good parking options at home and a fast, comfortable and safe route to the destination, where sufficient (guarded) bicycle parking is available. In recent years a lot has been invested in the construction of good bicycle parking. Tile paths are upgraded to more comfortable asphalt; new cycle paths and parking capacity are created in the city and at the stations and tram stops. In the residential areas the council has helped the creation of neighbourhood bicycle parking facilities and has placed bicycle drums.

The Hague continues to invest in cycling infrastructure in order to properly facilitate the increasing bicycle use and to avoid bottlenecks in the public space. Investing in cycling infrastructure is not enough. Other barriers to growth in bicycle use should be removed. That means that the municipality also invests in cycling skills and communication about cycling in the city. The municipality wants to contribute to the bike being an attractive choice for everyone in the city. The Cycling Programme for the period 2015-2018 has a number of priorities:

 The growing use of bicycles requires investment in adequate (guarded) parking facilities in the city and at the stations. That requires investments in (large-scale) storage facilities. It is also needed to better use the available capacity so that the pressure of parked bicycles declines in public spaces in the city;  In the pre-war neighbourhoods where people do not own (bicycle) storage, sufficient (guarded) parking facilities must be made available. That requires investments in neighbourhood facilities. In these areas enforcement of abandoned bicycles and bicycle wrecks is executed so that the available capacity is used optimally;  The municipality continues with the realisation of star routes and through routes for cyclists so that the (electric) bicycle is an attractive choice for longer distances too. The routes connect to the regional express routes in the metropolitan region of Rotterdam The Hague. The bike should provide a more competitive alternative for travel up to about 15 km. The aim is to have 10 star bicycle routes ready by 2020;  The quality of a cycle route is determined by the weakest link. The realisation of bicycle facilities on the missing links is therefore an effective measure. Even in some "tricky" narrow streets in and around the city centre more space will be created for the bike. Priority here is given to the bicycle, which may be at the expense of other functions in the public space. The construction of the missing links is aligned with other (road maintenance) works in public spaces.  Bicycle use is growing in the city. In order to avoid queues at traffic lights and unsafe situations, the municipality invests in a smooth flow of cyclists at traffic lights and on cycle paths;  The municipality continues to take measures that connect directly to the problems experienced by cyclists on the streets. This represents a continuation of the approach of bicycle-unfriendly situations. In addition, specific attention is given to bottlenecks and cycling routes to schools;  Cycling in the city must be an obvious choice for young and old. Cycling skills is a prerequisite to participate safely in traffic. Offering bike lessons at primary schools to children as part of the traffic education fits in with this. Children who learn to ride safely at a young age choose to cycle more often at a later age. In addition, safe cycling for the elderly is a concern. Traffic education can help them cycle safely for longer on a regular or on an electric bicycle;  Promotion and communication of cycling projects and around the opening of new bicycle facilities, such as cycle paths and parking, is important. The next few years a large number of bike routes and parking will be realised. People should be given a push in the right direction, so they really use the (new) bicycle facilities. Finally, in collaboration with the Metropolitan Region Rotterdam The Hague and the Mobility Agent, bicycle use among employees will be encouraged, as part of the mobility management approach.

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Trends and developments

Rise of the electric bike. The bicycle plays an important role in commuting and school transportation. About 22% of The Hague's citizens goes to work by bike and about 32% use the bicycle to get to their education. Of the trips between 1 and 5 kilometres the bike has a share of about 35% and on trips between 5 and 10 kilometres cycling has a share of approximately 20%. The rise of the electric bicycle means the potential for distances over 5 kilometres is much greater because cyclists can arrive faster and more comfortably at their destination. More than 1 million electric bicycles have been sold in the Netherlands so far. Research by XTNT commissioned by Fietsberaad, shows that people with an electric bike use it more often and over longer distances. TNO calculated in 2008 that the introduction of electric vehicles would lead to an increase in average commuting distance and the use of bicycles in commuting. How big the potential of the electric bike is on the longer distances, is evidenced by the fact that about three quarters of workers in The Hague live no more than 15 kilometres from work.

The electric bicycle enables an increase of the average cycling distance of 31%.

(Picture from the future agenda rapid cycling routes by the Fietsersbond)

The health benefits of cycling. Cyclists get more daily exercise. That is good for health; cyclists live longer, are less absent from work and are fresher and more energetic. In all studies about the benefits of cycling, health gains stand out. According to TNO research, workers who cycle regularly on average take one day less sick leave than their colleagues who do not cycle. Negative impacts (traffic safety, exposure to air pollution) are more than offset by the longer life expectancy of eight to fourteen months that cyclists achieve. At a time when obesity is a major social problem, daily cycling activity can play an important preventive role.

Longer life

A motorist gains an average of 240 days if he chooses to cycle on short trips (Source:IRAS 2010)

Polluted air -20 days

Traffic accident -7 days

Exercise +240 days

(Picture from the future agenda rapid cycling routes by the Fietsersbond)

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Profitable investments. Investments that are necessary for the realisation of cycling routes are found to be very cost effective. Analyses of the social costs and benefits done in 2012 by Decisio by order of the Ministry of Infrastructure and the Environment show that the social returns far outweigh the costs. In urban areas, the replacement of a car trip by a bike ride provides a social benefit of approximately 41 cents per kilometre.

Cycling as a lifestyle. In recent years, cycling has increasingly become part of a modern lifestyle. The bike has become a conscious choice, especially for young city dwellers. The so-called Generation Y attaches less value to car ownership, always wants to be online and finds cycling to be a quick and convenient means of transportation for trips within the urban area. New bicycle models connect with this image. Also, employees seem willing to take the leap to the (electric) bicycle as an attractive alternative to car use.

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Chapter 3 Bicycle Parking

Good bicycle parking facilities are vital for a successful cycling policy. The lack of good bicycle parking facilities can cause a decrease in bicycle use. Fear of bicycle theft, vandalism and damage, cause people to not buy a bike or to cycle less often. In the city of The Hague polls show 26% of respondents are (very) dissatisfied with the quality of bicycle parking at their destination, so this aspect scores badly. Insufficient bicycle parking facilities also create a nuisance in public spaces. Randomly parked bicycles give an untidy appearance, disrupt pedestrian routes and sometimes cause unsafe situations. Therefore realising good bicycle parking facilities is a priority in this Cycling Programme.

The growth of bicycle use causes an increasing need for good quality bicycle parking, both at the origin (home) as the destination side (city centre and stations). The demand for bicycle parking facilities is greater than the supply, especially in the city centre area, in the vicinity of the stations, at light rail stops and in some (parts of) residential neighbourhoods. This increases the nuisance in the public space. This means that in the coming years efforts must be made to build and expand good guarded and unguarded bicycle parking facilities. It is also important that the existing bike parking capacity is optimally utilised. Cyclists must therefore be encouraged to make maximum use of the available parking, through promotion (free parking) and through enforcement. Solutions for parking of bicycles require both investment funds for the construction of bicycle parking facilities as well as structural resources for the management and operation of the parking stations and enforcement.

Investment in good bicycle parking also contributes to the prevention of bicycle theft. Offering free parking at stations and key destinations gives people the choice to park their bikes safely in a guarded parking station. In residential areas, neighbourhood parking facilities offer the possibility to park a bike safely.

Overall, the municipality has the following specific objectives with regard to bike parking in the period 2015-2018: 1. Aim to have sufficient parking capacity in the city by 2020. To this end, planned projects for bike parking facilities are executed. The town will start preparing plans for the realisation of bicycle parking in the Hofkwartier and Pleinkwartier areas. In the meantime, pop-up parking and other temporary facilities will be deployed to meet the demand for bicycle parking spaces at peak times. 2. Intensify monitoring in the city centre twice a year to determine how demand evolves and how the available parking facilities are used. 3. Extend the subsidy scheme for neighbourhood bicycle parking facilities for the period up to 2018, with the aim of creating or refurbishing 20 neighbourhood parking facilities. In addition, the approach to abandoned bicycles in residential areas will be extended to hot spots and the school parking stations will be continued. 4. Aim to have sufficient parking capacity available at the stations and tram stops by 2020. To this end, the planned projects for parking facilities at stations (Den Haag Central, The Hague HS, Laan van NOI) will be executed. At station Moerwijk and the tram stops the coming period will also see the realisation of additional bike parking spaces. 5. Annual monitoring of the parking needs at train stations and tram stops. 6. Start a pilot for OV-Fiets rental at Biesieklette parking stations, where the bike can be handed in at a different location to where it was rented. 7. Set up a pilot for developing a Park + Bike location, in partnership with a commercial party. 8. The aim is to make all Biesieklettes free for the first day for all bikes (including cargo bikes). The number of parked bicycles must grow to 1 million in 2018 (double compared to 2014).

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3.1 City centre

3.1.1 Expansion of parking capacity The bicycle parking policy for the city centre can be characterised as follows:

 Short-term parking. For those who pay a short visit (up to 30 minutes) to the city centre area, there is enough space to park a bike for free in recognisable bicycle parking spaces at ground level. These are separated by so-called staples to avoid bikes falling over.  Long-term parkers. For long-term parking (over 30 minutes) there are guarded bicycle parking facilities. For those who visit the city for a longer period, there is adequate space in these facilities, which are close to the main cycle routes to the city centre. The use of these facilities is free for the first day.  In the Grote Marktstraat and Grote Markt areas, bike parking is not permitted so as not to obstruct pedestrians and to ensure passage for emergency services. This also helps to maintain the quality of the public space.

In establishing The Hague Mobility Policy the City Council on September 22 2011 decided that in the period from 2011 until 2020 at least 2,500, if possible indoor parking spaces for bicycles would be realised in the Grote Marktstraat area (amendment rv 115.2011/a). With the realisation of the public bike parking stations behind the Bijenkorf, under the Town Hall, in the parking garage at the Rabbijn Maarsenplein and a number of smaller additions, the shortage of bicycle parking spaces in the vicinity of the Grote Marktstraat (approx. 2,500 parking spaces) will likely be resolved by 2015.

The emphasis is on expanding the bicycle parking in built storage facilities, the use of which is free for the first day. This way space is created at ground level to use for attractive public space with enough room for pedestrians. At ground level, there is little space available in the city for an expansion of bike parking facilities.

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Overview expansion of parking capacity in city centre. Parking / location Capacity in Expansion Expansion of capacity Total capacity 2010 of capacity under construction end 2015 2011 - 2014 (Completed in mid- 2015) Parking Grote Markt 500 500 Parking Voldersgracht 135 75 210 Parking Driehoekjes 130 40 170 Parking Spuiplein 137 137 Parking Buitenhof 160 160 Bijenkorf (bike parking spaces) 300 300 Parking Stadhuis (double occupancy) 1.500 1.500 Parking Veerkade car park 400 400 Parking Zeeman Basement (Bouwplan 400 400 Markies) Bike parking spaces with ' Staples' 400 600 1.000 TOTAL 962 1.515 2.300 4.777

Because of a further increase in bicycle use there will be a growing need for easily accessible and attractive bicycle parking stations in the city centre. This requires sustained investment in the expansion of the parking capacity in the city. The focus in recent years has primarily been on the Grote Marktstraat area. In Spuikwartier a bike parking will be built in 2019 in the Culture Cluster to accommodate approximately 1500 bicycles. In other parts of the city, there is also a growing need or even existing deficit of bike parking spaces. As mentioned, this restricts the growth of bicycle use and increases the inconvenience of parked bicycles in public spaces.

In April 2015, at various times during the week, counting of the number of parked bicycles in the entire city took place. This shows that in the vicinity of the Hofkwartier and the Square district is a shortage of approximately 1,000 and 600 places respectively. The deficit in the area around the Grote Marktstraat and in Spuikwartier dissolved in 2015 by the opening of new parking stations and planned garage in the Cultural Cluster (see map 3.1).

Map 3.1: Shortage of storage capacity city centre 2015 (based census in April 2015) This means that the focus in the coming years will be to expand the possibilities of bicycle parking in the Hofkwartier and Pleinkwartier areas. In the period 2015-2018 a start will be made with the preparation for building additional parking capacity in these two areas. In the Grote Marktstraat an effort is made to optimise the use of bicycle parking facilities both existing and new.

Part of the demand for bicycle parking only occurs during peak times. These can be large events or very busy shopping days. At these times, a flexible "pop-up" parking facility, as proposed by the stakeholder meeting, will partly meet the demand for bicycle parking. 19

The great shortage of bicycle parking spaces in the city centre area cannot be solved with cheap or easy to fit in, facilities. The physical space is scarce and expensive and there are many stakeholders with conflicting interests. Not all business owners and developers see cyclists as an important group of clients for which good parking facilities are required. The space for parking facilities is scarce and there are many uncertainties surrounding the actual construction of bike parking facilities. Given the uncertainties surrounding the actual realisation of (indoor) parking facilities, it is imperative that a broad spatial exploration (with a cost estimate) is done for suitable locations for new parking facilities.

For facilitating demand for bicycle parking of residents in the city, we will examine whether it is possible to use the parking capacity in the Biesieklette facilities in the city for this purpose (partially). This in response to the comments made on the stakeholder meeting dated June 2, 2015.

Intensive monitoring in the city centre. In the Grote Marktstraat and the surrounding area a large number of new parking facilities will be completed in the coming years. To have an insight into the relationship between supply and demand of bike parking, it is important to regularly monitor how demand evolves and how the available parking facilities are used. On this basis it can help to determine which locations in the city centre area have shortages. The monitoring of bicycle parking will therefore be intensified. In the coming period will see a census twice a year in the city centre, both in spring and autumn at several moments during the week. On this basis it can be determined whether there is a need for additional capacity in the Grote Marktstraat area.

Other shopping areas. The focus of this years programme is in the city centre because here the need for good storage facilities and the inconvenience of parked bicycles in public places is greatest. But in other shopping areas and pedestrian areas, such as shopping centre Leyweg, the Boulevard in Scheveningen and the Haagse Markt there is also a need for good parking facilities. The vision for the city centre - availability of facilities for short-term parking at ground level and free (guarded) bicycle parking along the routes for long-term parking - is also applicable to these areas.

3.1.2 Influencing bicycle parking behaviour It is important that the parking capacity that is realised is also used effectively. That is not obvious. Cyclists preferably park their bikes as close as possible to their destination and are generally unwilling to put much effort into or pay for bicycle parking. With the result that many bikes are parked all over the place in the public space, even in places where it is not desirable or allowed, and even when space is available in the parking stations. In 2015, three large indoor parking stations will open. It is important that right at the opening of the new facilities the desired change in behaviour is targeted in order to encourage people to use the new facilities. This involves the combination of reward (e.g. a savings system) and enforcement. Section 5.1 discusses this in more detail.

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3.2 Residential areas and schools

3.2.1 Expansion of storage capacity in residential areas and schools. Especially pre-war residential homes often do not have their own storage to safely store a bike. In these neighbourhoods there is a need for (small) communal facilities such as neighbourhood parking stations and bicycle drums.

Neighbourhood parking stations. Neighbourhood parking stations are shared bicycle parking facilities for about 20 to 100 bikes. Local residents can rent a space here to park their bike. The rate is usually between € 7.50 and € 10.00 per month. Since 2012, the municipality of The Hague has had a subsidy scheme for neighbourhood facilities. With this grant, individuals may receive a financial contribution for the establishment of a space such as a warehouse or parking space, as neighbourhood garage. With this scheme are realised in the period from July 2012 to December 2014, 11 new neighbourhood facilities. Also, 15 existing neighbourhood facilities have been renovated and expanded. In total there are more than 40 neighbourhood facilities in The Hague, spread over several districts. The grant scheme has recently been extended until December 31, 2015 and will be extended further in the context of this programme up to 2018.

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Bike Drums. Bicycle drums are small lockable bike sheds for up to four bikes, which are placed in the public space. Biesieklette manages the bicycle drums. Local residents can rent a place in a drum for € 7.50 per month. In 2013 and 2014 120 bicycle drums were placed in eight neighbourhoods, where locations were determined in consultation with surrounding residents. There are also a number of bicycle drums in different types of locations. A disadvantage of bicycle drums is that they impose a burden on the public space. Especially in the older residential areas, public space is scarce and the pressure is increasing because of underground waste containers, mobility scooter storages and car parking spaces. Therefore, a preference is given to neighbourhood facilities. At locations where no neighbourhood facilities are available, but there is a need for bike parking; a (limited) number of bicycle drums will be allowed.

School bike parking. Currently there are eight schools in The Hague for secondary education that offer guarded bicycle parking, which is supervised by Biesieklette. The school parking stations are a place where many bikes can be parked safely and tidily. This prevents damage to and theft of bicycles. This stimulates bicycle use among youths who then become accustomed to using a bicycle. This can have a positive effect on the willingness to use a bicycle to travel to other destinations such as the city centre. Because there is less damage to bicycles there is also a positive effect on road safety. School parking is also a work experience placement for the parking administrator who then improves the prospect of a regular job. The municipality is committed to maintaining the school parking stations.

3.2.2 Approach abandoned bicycles in residential areas Especially in the pre-war residential neighbourhoods where houses do not have sufficient storage, many bicycles are parked in the public space. Some of these bicycles are then left unused and are abandoned. This causes a nuisance and clutters the public spaces. Moreover, some abandoned bicycles and bicycle wrecks take up precious public parking capacity. In 2014 there was a successful experiment in the Regentesse and Valkenboskwartier where bicycles were not allowed to remain unused for more than 28 days. In this trial period of six months, 1371 unused bicycles were removed. Because of this success, this approach will be expanded to a number of hotspots across the city. These are the neighbourhoods where reports of abandoned bicycles are most frequent. These hotspots will be cleared repeatedly so the effect on reducing the nuisance is ensured over the long term. The first area where this will come into effect is in the Zeeheldenkwartier.

3.3 stations and tram stops

3.3.1 Expansion of storage capacity The use of bicycles as a pre- and post transport for travel on public transport is on the increase. The link between cycling and public transport is a powerful combination. The bicycle is used to quickly travel to the station or tram stop, where rail or light rail is used for the greater part of the trip. By offering public transport bicycles (OV-fiets) at stations and Biesieklette parking stations, the bike is becoming increasingly important for onward transport to the destination. The bike is an excellent way to make this "last mile". This means that there is a growing need for good bicycle parking facilities at railway stations and other public transport stops. The period 2015-2018 will be used to further expand parking capacity and enforcement to maximise the parking capacity and to reduce the nuisance caused by parked bicycles in public spaces.

The Hague Central. In 2020 there is a need of approximately 12.000 bicycle parking spaces at The Hague Central. This capacity is achieved by constructing a parking facility of approximately 10.000 places under the Koningin Julianaplein. After realisation of this bicycle parking, the temporary facility (bicycle flat) in the Rijnstraat will be replaced by a small-scale facility offering approximately 1,000 spaces at ground level. In the summer of 2015, a parking facility to house 1100 bicycles under the Prins Bernhard Viaduct on the side of the Anna van Buerenstraat will open.

Station HS. At HS station the a bicycle parking on the Laakhaven side will be expanded by approximately 2500 bicycle parking spaces. Through a new passenger tunnel these places are well connected with the station. For the short term, a temporary expansion of the parking capacity at the Johanna Westerdijkplein is required.

Laan van NOI station. At the Laan van NOI station, there is a considerable shortage of bicycle parking spaces. According to forecasts by ProRail there will be a need for approximately 1770 bike parking spaces at the by 2020. The current capacity offered is just 970 bicycle parking spaces, a shortage of some 800 spaces. In conjunction with the reconstruction of the public space at the station (investment agenda OV) an expansion of the bicycle parking facilities will be one of its goals.

Station Moerwijk. At station Moerwijk there are currently 200 bicycle parking spaces. According to the ProRail forecast this needs to be approximately 270 bicycle parking spaces by 2020. Thus, there is a shortage of about 70 bicycle parking spaces. In the coming period the aim is to construct 70 additional bicycle parking spaces in the vicinity of the station.

Tram stops. In 2014 there were small-scale expansion of the bike parking facilities at 30 tram stops. The measures consisted of placing staples and at a few stops also bicycle lockers. In modernisation of tram stops on the light rail network, the placement of 22 sufficient staples will be taken into account. Continuous monitoring provides us with the insight of how the demand for bicycle parking develops at tram stops. Depending on the development of this demand, additional staples will be placed.

Park + Bike. The municipality, in partnership with a commercial party, will set up a pilot for developing a Park + Bike location at an existing regional P + R site. Motorists can park their car at a P + R facility on the outskirts of the city, then travel the last few kilometres to the destination by bike.

Monitoring demand. Based on structural monitoring of the development of the demand for bicycle parking, identifying where there is need for expansion of bicycle parking is done pragmatically by placing staples or racks. This is executed in collaboration with HTM, ProRail and NS.

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3.3.2 Enforcement By enforcing bicycles that are left unattended near stations for longer than a specified period by the municipality, the available storage capacity is more effectively utilised in the station areas. At stations this refers to bicycles that are parked for longer than a week. Wrongly parked bicycles are also enforced. These are all bikes that are parked outside designated parking spaces and the bike parking stations. The aim is to minimise the inconvenience of parked bicycles for travellers as much as possible and to guarantee access for the emergency services. In the area surrounding The Hague Central and The Hague HS enforcement takes place on average two to three times a week. There is also enforcement an average of once every two weeks at the light rail stop Leidschenveen.

3.3.3 OV-fiets in the city On April 1, 2015 the first phase of a pilot with the rental of the OV-bicycle sheds of Biesieklette started. The five facilities in the city centre and in the car park at Palaceplein in Scheveni