»» Calle M30, Madrid

B

Projects to primarily address 'moving issues'

road space creation b1 Harbour, Cross City & Lane Cove Tunnels, Sydney b2 A86 Tunnels, Paris b3 Clem Jones & M7 Motorway, Brisbane b4 Fraser River Toll Crossings, Vancouver b5 Costanera Norte, Santiago b6 Urban Highways, Mexico City b7 The Big Dig, Boston b8 LBJ/I-0365, Dallas b9 Gota Tunnel, Gothenburg b10 Hovenring, Eindhoven

road space re-allocation b11 Cycle Superhighway, Copenhagen b12 Carrera 7, Bogota b13 LRT & Pedestrianisation, Strasbourg b14 Cycling Network & Hire, Strasbourg b15 Mobilien Bus Network, Paris b16 Ciclovia & Ciclorutas, Bogota b17 The Spui, The Hague b18 Multi-Use Lanes, Barcelona

road space demand management b19 N-VI HOV Lane, Madrid b20 Spitscoren, Rotterdam b21 Pico y Placa, Bogota b22 INSTANT, Bangalore b23 Go520, Seattle Chapter B11 | Copenhagen C99 Cycle Super Highway, Denmark

Project: Copenhagen C99 Cycle Super Highway Location: Copenhagen, Denmark Year: 2011 -2012* Cost: 14.2 million DKK B11

Reasons for the project

Ålekistevej

C99 GRØNDAL ST. The aim of the project is to give JYLLINGEVEJ ST.

Rødovrevej VANLØSE ST. FLINTHOLM ST. Albertslundruten: 17,5 km. oner é Nyelandsvej k ll LINDEVANG ST. al A longer distance commuters a viable 500 m. F FORUM ST. Finsensve RØDOVRE Hyltebjerg Allé j Fabriksparken KBH FR.BERG ST. Bystien Rødovre Parkvej SOLBJERG ST. ALBERTSLUND Poppelstien FRB

Byparken alternative to the train or car by Tårnvej Gl. d PETER BANGS VEJ ST. Landevej Naverlan K.B. HALLEN ST. VESTERPORT ST. Korsdalsvej

égade

Smedeland j ll RING 4 Trippendalsstien Roskildeve HOVEDBANEGÅRDEN A providing a more co-ordinated, H.C. Ørsteds Vej

Herstedøstervej ÅLHOLM ST. Nordre Ringvej GLOSTRUP

Roholmsvej high quality cycle route network. j LANGGADE ST. Roskildeve DYBBØLSBRO ST. HVIDOVRE ST. VALBY ST. ENGHAVE ST. BRØNDBYØSTER ST. RØDOVRE ST. The project is hoped to reduce Herstedvestervej GLOSTRUP ST.

congestion and pollution as well as ALBERTSLUND ST. improving health and well-being.

Short project description figure B11.0 cykel superstier map The C99 Cycle Super Highway is the first of 28 planned routes for the Greater Copenhagen area. The project forms part of the Cykel Superstier project which aims to create over 400km of cycleways. C99 links central Copenhagen with the suburb of Albertslund. The initiative is a collaborative partnership of municipal authorities and central government which aims to implement a range of infrastructure improvements to increase the modal share of cycling in Copenhagen.

* Commenced November 2011, completed April 2012 roads − international case studies 143 Chapter B11 | Copenhagen C99 Cycle Super Highway, Denmark

city context The Project Route C99 or the Albertslund Copenhagen, the capital city of route, is the first of these Super The Cykel Superstier initiative, Denmark, has a metropolitan Highways and is 17.5km in length. population of around 1.9 million (in set up in 2010, is a collaboration The route runs between Vesterport 2012) and sits across two islands - of municipalities within the Station in central Copenhagen, Zealand and Amager. The economy is Copenhagen metropolitan area and very service orientated with finance, through Frederiksberg, Rødovre central government on a proposal for life sciences, information technology and Glostrup to the suburb and research and development a coherent network of Cycle Super of Albertslund in the west. of particular importance. Highways. The network aims to mimic Copenhagen is frequently ranked the structure of the existing rail and The Cykel Superstier initiative aims as one of the best cities in the road networks in the metropolitan world for quality of life and is to offer cycle superhighways that are: area, with radial routes spreading also considered to be one of the world’s most progressive cities in outwards from the city centre. The »» Fast - as direct a possible terms of environmental policy. planned network will consist of with minimal stops. 28 routes covering over 400km of »» Comfortable - through use cycle way with most making use of high quality surfacing and of existing routes and roads. regular maintenance. »» Safe – improved lighting and increased visibility to motorists.

To ensure Route C99 was meeting these aims, a number of improvements were made to the existing infrastructure. Cycleways were either resurfaced to improve the ride quality or widened to avoid obstacles such bus shelters and boarding passengers. Gaps between sections of the route have also been removed. Lighting has been upgraded to improve safety and to facilitate use during the evening and night all year round. Permanent signage has been attached to lamp columns and figure B11.1 other street furniture to mark out a temporary orange line was painted on the route to assist cyclists the route and additional signage has been erected to identify the superhighway to other road users.

144 roads − international case studies Chapter B11 | Copenhagen C99 Cycle Super Highway, Denmark

Between Danasvej and Funding and implementation transport policy context Thorvaldsensvej, a ‘green wave’ The Cykel Superstier project Cykel Superstier is part funded has been implemented during peak complements Copenhagen’s by 20 municipalities within the Bicycle Strategy 2011-2025, hours. This means that, provided Copenhagen metropolitan area and which set a range of cycling- a cyclist maintains their speed at the Capital Region of Denmark. The based targets that the city aims 20kph, they should not have to stop to achieve by 2025 including: project has received a grant from the at any traffic lights on that section. Danish Roads Directorate’s national »» Increasing the commuting In other locations, countdown timers modal share of cycling to 50%. bicycle fund, which will provide up have been added to traffic lights so »» Reducing cycling travel to 40% of the total project cost. times by 15%. cyclists can adjust their speed and »» Cutting the number of cyclists avoid having to stop. Nine bicycle The C99 route cost 14.2 million seriously injured by 70%. air pumps have been installed DKK with delivery of the entire The Copenhagen Bicycle Strategy is along the route as well as 12 foot- Cykel Superstier project expected part of a broader strategy to reduce rest racks at key stopping points. to cost between 413 million and congestion, cut CO2 emissions and 875 million DKK depending on the improve the health and wellbeing of Regular maintenance will be the general population. Copenhagen trial measures implemented. essential so the Super Highway has set a challenging target of becoming carbon neutral by 2025. is given increased priority so A second Super Highway called the repairs are carried out promptly The Copenhagen Bicycle Strategy Farum Route, is being constructed details measures that will and snow is removed quickly. linking the Furesø, Gladsaxe increase the attractiveness and and Copenhagen municipalities. efficiency of cycling including It is hoped that the infrastructure an Intelligent Transport System Following a successful trial, some improvements make for a strategy for cyclists (covering of the route will use LED lighting ‘green wave’ and innovative more pleasant journey and embedded in the tarmac, along lighting systems), contraflow reduce conflicts with other road with reflective paint instead of cycling on one-way streets and users, thereby encouraging an improved cycle hire scheme. traditional lighting sources. The more commuters to cycle total cost is estimated at 13.1 DKK The Cykel Superstier project is over longer distances. designed in particular to increase and should be complete in 2013. long-distance cycling levels. Currently only 20% of commuter journeys over 5km are by bicycle compared to 59% for journeys under 5km.

figure B11.2 cyclists on c99

roads − international case studies 145 Chapter B11 | Copenhagen C99 Cycle Super Highway, Denmark

Impacts of the project Mode share: Cycling currently accounts for 35% of all commuter Usage: By 2015, Copenhagen hopes journeys. The aim of the Cykel to increase the number of riders on Superstier is to increase this to the C99 Albertslund route by 15%. 50% by 2015 by encouraging more If the full Cycle Superstier project longer distance cycling as it only is implemented, Copenhagen has accounts for 20% of all commuter estimated that there could be a journeys on distances over 5km. 30% increase in longer distance commuting via bike or 52,000 Air quality: Copenhagen aims to commuters per day in total. be carbon neutral by 2025 and if all planned cycleways are constructed, there will be an estimated 7,000 tonnes less CO2 produced.

Road safety: There is a wider aim to reduce the number of seriously injured cyclists by 70% relative to 2005 figures and increase the proportion of Copenhageners who feel safe cycling in traffic to 80% by 2025.

Public health: With the planned increased in cycleway provision, the annual healthcare savings are estimated to be 300 million DKK annually due to the increase in physical activity.

Public acceptance/reaction

figure B11.3 Consultations were held with local official opening of c99 at businesses, residents and users damhussøen of the existing cycle route prior to the commencement of the work.

146 roads − international case studies Chapter B12 | Carrera 7 reversible corridor, Bogotá, Colombia

Name of project: Carrera 7 reversible corridor Location: Bogotá, Colombia Year: 1993 Cost: (not available)

Reasons for the project Short project description A series of policies were The reversible corridor along implemented in Bogotá during the Carrera 7 was first implemented in three year administration (1998- 1993, and allows all lanes of traffic 2000) of Mayor Enrique Peñalosa, on the road to flow out of the city which were intended to transform a centre (i.e. south to north) in the car-centered transport system into evening peak. In order to facilitate a people-oriented one. The Mayor this, signals facing both directions had identified the dominance of were introduced in the previously the car to be “the worst threat to fixed north to south lanes. There the quality of life for the city”. were also diversions put in place for those travelling in the reverse The reversible corridor was designed direction to use alternative corridors. to ease congestion travelling northbound along Carrera 7 during the evening peak period between 5pm and 8pm on weekdays. Carrera 7 is the main route linking the downtown area to the north of the city, which is traditionally where many of the wealthier suburbs are located. A large proportion of residents of these suburbs commute to the downtown area and use their own vehicles to commute rather than use public transport.

figure B12.0 reversible corridor carrera 7

roads − international case studies 147 Chapter B12 | Carrera 7 reversible corridor, Bogotá, Colombia

city context The Project Impacts of the project Bogotá is the capital city of Colombia, with a population of 10.1 million The Carrera 7 corridor operates for Journey times: The reversible living in the metropolitan area. In approximately 7km, from Calle 32 to corridor was found to improve travel terms of land area, Bogotá is the Calle 92. The timing of the restriction times for people using both private largest city in Colombia, and one has remained the same since 1993, and public transport travelling out of the biggest in Latin America. with all southbound lanes running of the city towards the suburbs Bogotá has 20 districts, forming an northbound between 5pm and 8pm in the north. However, those extensive network of neighborhoods. The population with higher incomes on weekdays. In order to ensure a travelling in the opposite direction are mostly located to the north and smooth transition to the one-way now face longer journey times. north-east of the city, close to the flow at 5pm, there are a number of foothills of the eastern mountain range. signs on the route reminding drivers Road safety: In the first few years, Poorer neighborhoods are located to numerous traffic accidents occurred the south and south-west of the city. of the change, and traffic police positioned along the route. on the most northerly section of The urban layout in the city centre is a grid system of streets, with the road. However, since the length a focal point at a central square. of the corridor was reduced from Outer neighborhoods feature Funding and implementation 9km to 7km, the accident rate has more modern developments. reduced. The original corridor, implemented in 1993, ran for approximately transport policy context 9.5km and remained for six Public acceptance/reaction In order to reduce the dominance years, until being altered in of cars in the city between 1998 1999 due to a number of traffic Opinion is split on the Carrera 7 and 2000 the administration corridor depending on the direction established policies in six areas: accidents that occurred at the end of the one-way section. the driver travels. The scheme has » Institutional strengthening. » helped to significantly improve »» Restraining private car use. »» Creation of more public areas. travel times during the evening peak »» Creation of mass transit for those traveling north, whereas options (TransMilenio). it causes delays for the minority »» Encouraging the use of bicycles and walking trips. travelling in the opposite direction. »» Improving maintenance of the city's streets.

figure B12.1 calle 7 reverse flow in operation

148 roads − international case studies Chapter B13 | Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System, France

Name of project: Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System Location: Strasbourg, France Year: 1994-2010 Cost: *

Reasons for the project Short project description Prior to the introduction of the LRT A network of six tramways has been system in Strasbourg the city centre constructed from the suburbs into was dominated by cars. Traffic was and through Strasbourg centre. able to run through the heart of the The LRT system was used as an city centre crossing both north-south opportunity to completely rethink and east-west, causing congestion priority in streets and squares and parking pressures as well as and in many cases resulted the degeneration of air quality. As a in recovering public space for result of the congestion, bus services pedestrians and cyclists. Cars were were unreliable and over-capacity. removed completely from many The project was designed to: streets and restricted on others, with Park & Ride sites provided »» Reduce city centre congestion on the outskirts. The result has and improved air quality. been a transformation of public »» Improve urban realm. realm in the city and a dramatic »» Improve public transport increase in public transport use. use and reliability.

figure B13.0 place de l’homme de fer

* The total cost of the entire city centre project is difficult to ascertain given the extent and duration of the works. Line A cost FFr 1,940 million (€296 million at Jan 1990 prices) and Line B cost €248million. roads − international case studies 149 Chapter B13 | Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System, France

city context The Project a day travelled through Platz Strasbourg, located in western Kleber and it is now completely A network of six tramways has been France close to the German border, closed to traffic after 11am. is the seventh largest city in France, constructed since 1994 as part of a with a metropolitan population restructured and integrated public Cars were removed completely from of 640,000. The city is the official transport system for Strasbourg. seat of the European Parliament many streets and restricted on others Trams are frequent, running at 2-4 and is an important centre for so that traffic cannot cross the city minutes intervals in the centre, and manufacturing and engineering as centre. Access is provided to the well as of road, rail and river traffic. increasing to a maximum of 8 minute centre for cars on four circular access intervals at the outer stations. The central city centre area, the loops (whereby vehicles enter and Grande Ille, is defined by the leave the same way). Car parking two branches of the River Ill Significant public realm on the outskirts was significantly and has been a UNESCO World improvements were made alongside Heritage site since 1998. The increased with nine Park & Ride the tramways, with new green city centre has medieval street sites built enabling drivers to leave patterns, which exacerbated the areas and vegetation added to their car and buy inexpensive return problems of congestion before improve the attractiveness of the the tram was introduced. tram tickets. Parking in the city centre. The two most significant was reduced and most remaining cases were the L’Homme de Fer spaces are provided underground, in main tram intersection, and Platz many cases under reclaimed public Kleber, the main public square in space including L’Homme de Fer. transport policy context the city. In 1992, 40,000 vehicles The City of Strasbourg has focused on merging transport planning, urban planning and environmental policy and this was key to delivering the tram project. The four aims of the Urban Transport Planning Document, initiated in 1989 and released in 2000 with a 15 year outlook, were to:

»» Favour economic development and trade in the city. »» Improve quality of lifestyle and environments. »» Foster social cohesion. »» Reduce car traffic.

This plan has evolved with the project and has helped the city to integrate transport and city planning policy.

figure B13.1 current tram network

150 roads − international case studies Chapter B13 | Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System, France

The majority of parking is delivered Funding and implementation The CUS installed the Tramway through public-private partnerships Department within the city’s local between the City and businesses. The tram system is publicly funded at government to deliver the tram a local level with supplements from system, with funding priorities for While the city has become less the state. A transport tax (Versement the tram system emphasised across permeable to vehicles there is de Transport) enables the Urban all other municipal government now a comprehensive network of Community of Strasbourg (CUS) to departments. Strong leadership pedestrian and bike paths and finance public transport systems from the Mayor’s office has cycle parking provision which via a government levy of 1-1.5% played a key role in maintaining permeate the entire centre. (increased to 2% in 2011) of total the momentum of the project. wages paid within private companies Trams run into the suburban areas in the Greater Strasbourg area. »» 1994: Construction of and in most cases they enter lines A and D. neighbourhood areas on secondary Line A cost €296 million, of »» 1998: An extension to line roads, rather than the major roads. which €106million came from the A was constructed. This provides a better link with Strasbourg Transport Company »» 2000: Lines B and C were opened. walking and cycling routes. (whose main shareholders include »» 2002: The first tram was the CUS, Council of the bas-Rhin and linked to regional rail. The bus system, which was over- the City of Strasbourg), €79million »» 2007: Line E opened and capacity and badly affected by from the versement de transport, several other lines extended. congestion, was reorganised at the €50million from the state, €27million »» 2008: Significant extensions same time as the tram. Buses are not from the CUS, €24million from transformed the network from allowed into the city centre but the regional councils and €10million a cross-shape to a lattice. bus routes have been structured in from the network operators. »» 2010: Tram-train line F order to link all neighbourhoods and was implemented. peripheral areas with tram stations.

before

figure B13.2 strasbourg centre before the tram system

roads − international case studies 151 Chapter B13 | Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System, France

Impacts of the project In the first year of the tram’s operation the annual total number Mode share: The project is widely of public transport passengers accepted as having been a success. rose from 32.3 million (in 1994) to While the tram is the backbone of 41.2 million (in 1995), an increase the system, coordination with train of 27%. This was a result of both and bus, as well as the significantly the tram and the reorganised bus improved provision for walking network. Public transport use had and cycling and the Park & Ride continued to grow, increasing by sites, have been vital aspects. 56% between 2001 and 2007. In 1989, 73% of people drove to Car travel is still an important and from central Strasbourg, and mode for accessing the tram and the dominance of the car was the this is supported by provision major motivation for the project. of parking on the outskirts and Within 11 months of operation provision of low cost tram tickets the trams were carrying 63,000 for drivers and passengers. passengers a day, 9,000 more than the annual forecast. Economic impact: Reportedly significant numbers of smaller retailers did move from the centre to the fringes. However,

after the larger brands recognised the potential benefits early on and the centre is now more dominated by higher end retail.

Servicing access: Delivery and servicing vehicles are only allowed in the city centre until 11am. After this, bollards are raised at the centre zone boundaries and only taxis and emergency vehicles are permitted access.

Public realm: Significant public realm improvements were

figure B13.3 implemented across the city centre, the tram system, with new green areas and vegetation pedestrianisation added. The two most significant and green areas examples are the L’Homme de Fer main tram intersection, and Platz Kleber, both of which were completely redesigned to promote pedestrian movement.

152 roads − international case studies Chapter B13 | Strasbourg City Centre Pedestrianisation and Light Rail Transit (LRT) System, France

Public acceptance/reaction before Initially there was significant opposition, with small businesses in particular believing that removing cars would have a negative effect on their revenue. Businesses tended to prefer the more expensive option of an underground light rail system. This option was also favoured by the incumbent political parties, while the opposition campaigned for the tram. By emphasising the cost- effectiveness of the tram system and the fact that there would be remaining funding for significant public realm improvements the opposition managed to after generate wide-scale public support for the tram, and a new Mayor was elected in 1989.

Following the launch of the project, rapid construction of the first line also helped generate further support.

figure B13.4 hautepierre avenue cervantes before and after

roads − international case studies 153

Chapter B14 | Strasbourg Cycling Network & Hire Schemes, France

Project: Strasbourg Cycling Network & Hire Schemes Location: Strasbourg, France Year: 1994-ongoing Cost: Bicycle Hire Scheme estimated to cost €1.3 million per year B14

Reasons for the project through provision of new cycle stands. Bicycle parking is provided Prior to 1994 Strasbourg city centre at bus, tram and train stations with was dominated by cars. Traffic was some stations having Véloparcs, able to run through the heart of the secure shelters provided free of city centre crossing both north-south charge to registered cyclists. and east-west, causing congestion and parking pressures as well as Strasbourg’s bicycle hire scheme the degeneration of air quality. As a ‘Vélhop’ enables locals and visitors result of the congestion, bus services to rent bikes on a short or long were unreliable and over-capacity. term, occasional or regular, basis. There are currently a total of 4,400 Subsequently a major plan was bikes available which can either be developed to reduce city centre rented from automatic stations at congestion and improve air quality any time, or from a manned Vélhop and quality of life. The plan involved shop. The scheme has been in the introduction of light rail transport operation since September 2010. as well as pedestrianisation of the city centre and improvements to cycling infrastructure.

Strasbourg’s 2020 Bicycle Masterplan, adopted in 2011, aims to improve the connectivity and quality of the existing 500km bicycle network.

Short project description Strasbourg’s bicycle network has been developed as part of a multi-modal plan for changing car dependency in central Strasbourg. Cycling network improvements aim to improve the connectivity and quality of the existing 500km bicycle network, provide better access figure B14.0 from the primary cycling network to strasbourg cycle network key destinations - schools, shops, map, showing cycle routes (in green) and current Vélhop homes etc. and expand the network hire locations

roads − international case studies 155 Chapter B14 | Strasbourg Cycling Network & Hire Schemes, France

city context The Project Strasbourg’s 2020 Bicycle Strasbourg, located in western Masterplan, adopted in 2011, France close to the German border, cycle network aims to improve the connectivity is the seventh largest city in France, with a metropolitan population While many of Strasbourg’s inner and quality of the existing 500km of 640,000. The city is the official city streets have been closed or bicycle network. Priorities include seat of the European Parliament restricted for motor-vehicles, full providing better access from the and is an important centre for primary network to colleges, local manufacturing and engineering as access for cycling and walking well as of road, rail and river traffic. movements has been maintained shops, suburbs, peripheral villages and places where bicycles are the The central city centre area, the throughout. There are 360 one-way Grande Ille, is defined by the two streets with two-way cycle paths. only alternative mode of transport branches of the River Ill and has been to the car. To supplement the a UNESCO World Heritage site since The bicycle network has been expanding network, 1,300 new cycle 1998. The city centre has medieval stands are to be installed each street patterns, which enhanced developed in conjunction with the problems of congestion before public transport modes, with bicycle year between 2011 and 2020. the tram was introduced and the parking provided at bus, tram and city centre pedestrianised. train stations. Some stations have In 2009 Strasbourg became Véloparcs, secure shelters provided the city with the largest free of charge to registered cyclists. cycle network in France. Transport of bicycles however, is not permitted on the trams.

figure B14.1 pedestrianised street in strasbourg city centre.

156 roads − international case studies Chapter B14 | Strasbourg Cycling Network & Hire Schemes, France

bicycle hire scheme until the bike is returned, at which transport policy context In operation since September 2010, point it is used to lock the bike to The City of Strasbourg has focused the frame and is returned to the on merging transport planning, Strasbourg’s bicycle hire scheme urban planning and environmental ‘Vélhop’ enables locals and visitors station. All bikes must eventually be policy and this was key to to rent bikes on a short or long term, returned to the station from where delivering the tram project. The occasional or regular, basis. There they were hired. This negates the four aims of the Urban Transport need for bikes to be transported Planning Document, initiated in are currently a total of 4,400 bikes 1989 and released in 2000 with available which can either be rented between stations by truck, and a 15 year outlook, were to: has dramatically reduced the cost from automatic stations at any time, »» Favour economic development or from a manned Vélhop shop. of the scheme in comparison to and trade in the city bike hire schemes in other cities. »» Improve quality of lifestyle There are 11 automatic stations and environments. »» Foster social cohesion. within greater Strasbourg, located Real-time availability of bikes at »» Reduce car traffic. close to tram and bus stops. any given station can be verified Customers are required to call a online via the Vélhop website. This plan has evolved with phone number to obtain a unique the project and has helped Plans are in place to extend the the city to integrate transport code. The code is entered via a Vélhop infrastructure to 10 shops and and city planning policy. keypad at the station and a key 43 automatic stations progressively Strasbourg’s cycling strategy is is issued, which is used to unlock over the next eight years. part of the city’s long-standing the corresponding bike. The key vision for urban mobility, which remains in the frame at the station seeks to discourage the use of cars within the city centre and provide alternative modes of transport. The 2020 Bicycle Masterplan identifies the facilities and actions required to provide a more comprehensive cycle network and encourage the use of bikes, both in the city centre and the inner and outer suburbs. The ultimate aim is to double the modal share of the bicycle by 2025.

The Vélhop also contributes to a wider Energy Climate Plan, which aims by 2020 to reduce greenhouse gas emissions and energy consumption by 30%.

figure B14.2 streets in strasbourg city centre restrict motor-vehicle access yet permit full access to cyclists.

roads − international case studies 157 Chapter B14 | Strasbourg Cycling Network & Hire Schemes, France

Bikes can be hired for a maximum of Funding and implementation 72 hours, at a cost of €5 per 12 hour Vélhop is managed by a joint venture period, or alternatively on an hourly company Strasbourg Mobilités basis at a rate of €1 per hour. Longer between the Strasbourg Transport term hires can be made from a Company or CTS and private Vélhop shop, for anywhere between companies Vélo-Emploi and Veolia 1 and 12 months. Subscriptions Transdev. The Strasbourg Transport cost €15 per week, €20 per month, Company main shareholders €30 per quarter and €80 per include the Strasbourg Urban year, and include a mandatory Community, Council of the Bas- maintenance check every 3 months. Rhin and the City of Strasbourg A third option, the ‘Freedom Formula’ Income generated by the Vélhop bike allows customers to subscribe to hire scheme covers approximately Vélhop for a month (€15), quarter 10% of the operation costs, with the (€25) or year (€45), and then hire remaining 90% funded by the city bicycles on a casual basis for a community via a 2% transport tax significantly reduced rate of €0.20 (Versement de Transport, rate as of per hour (capped at €1 for each January 2011) on wages paid within 12 hour period). The customer is private companies in the Greater given a card with bike hire credit, Strasbourg area. This is different to which can be recharged at any many other cycle schemes which are automatic station, in store, via the sponsored by private businesses. Vélhop website or by phone. One Vélhop bike costs between Both short and long term schemes €350 and €530 per year: an average require the payment of a €150 total of €1.3 million per year. This deposit, which is forfeited if the bike includes the purchasing of bikes, is returned damaged or is stolen. maintenance, and service personnel. figure B14.3 vélhop automatic station

158 roads − international case studies Chapter B14 | Strasbourg Cycling Network & Hire Schemes, France

Impacts of the project Road safety: Between 2007 and 2010 the number of cyclists injured Daily usage: The number of Vélhop and the number of cyclists killed rentals recorded in the first two per year in Strasbourg remained years of operation was a total of practically unchanged. However, 900,000, just short of the target the ratio of cycle casualties to of 1 million (September 2012). mode share in Strasbourg is very Mode share: Figures are not yet low when compared to London. For available to confirm whether or example, in 2009 there were 150 not the Vélhop scheme has been cyclists injured and no fatalities in successful in increasing the mode Strasbourg (8% cycle mode share), share of cycling. The last house- compared to 420 injured and 13 hold transport survey was carried killed in London (2% mode share). out in 2009, and revealed that 8% of trips were by bike in the CUS Public acceptance/reaction (Urban Community Strasbourg) and No information available. 14% within the City of Strasbourg. This is 2% higher than the rest of France, but does not compete with the likes of Freiburg (Germany) and Copenhagen (Denmark), where the mode share is approximately 30%.

Mode share of private cars has been reduced from 46% in 2009 (and from 50% in 1988) to 32% in 2012, and there has been a 30% reduction in kilometres travelled by car (May 2012).

Air quality and Environment: Generally air quality has improved since 2003, although reductions in most pollutants are marginal.

figure B14.4 Public realm: Since traffic access shared path, strasbourg restrictions were applied, 85% cycle network of space within the city that was previously occupied by roads has been reclaimed for public space, and noise pollution has been reduced.

roads − international case studies 159

Chapter B15 | Mobilien Bus Network, Paris, France

Project: Mobilien Bus Network Location: Paris, France Year: 2001 - present Cost: €610 million B15

Reasons for the project Short project description journey times. The new scheme offers greater service frequency and The Mobilien bus network was The Mobilien project represents a extended timetables later into the introduced in the Île-de-France radical upgrade of the Parisian bus evening. The eventual aim is for the region to ease congestion and service into a Bus Rapid Transit network to operate a number of meet the demands of a population (BRT) network. The Mobilien network radial bus routes towards the centre working increasingly flexible hours consists of 150 bus routes (most of Paris that are supported by circular and making more leisure trips. of which already operate), and routes in the outskirts and suburbs The project’s objectives were to: 150 multimodal public transport of the city, maximising interchanges hubs. The bus routes that currently with other forms of public transport. »» Reduce car traffic and noise/ share road space with private and air pollution in the region. commercial vehicles, taxis and »» Provide a consistent service, cyclists are moved to dedicated bus seven days a week from 6:30am to lanes to ensure faster, more reliable 0:30am, including public holidays. »» Increase operating speeds on lines by at least 20%. »» Improve accessibility for people with reduced mobility by adapting the rolling stock and adjusting the stops. »» Provide real time information at stops – in particular, estimated arrival time of approaching buses. »» Promote a strong visual identity of the Mobilien brand.

figure B15.0 mobilien lines network map

roads − international case studies 161 Chapter B15 | Mobilien Bus Network, Paris, France

city context The Project routes. One example is on bus Paris, situated in the Île-de-France line 91 in the centre of Paris (Gare Mobilien is a new bus rapid region, is the capital and largest Montparnasse – Bastille), where the city of France. The population transit-style network that has bus corridor runs down the centre of the city is approximately 2.1 been developed in Paris since the of the highway, and is separated million and the entire population early 2000s. The project aims to of the Paris metropolitan area from traffic on the adjacent provide a complete network of 150 is calculated to be in excess of roadway. This central location is 11.5 million inhabitants. The city bus routes, and 150 multimodal one of the first in Île-de-France. is divided into 20 administrative public transport hubs across the districts (arrondissements) arranged city. Mobilien is one of a number of in the form of a clockwise spiral Another measure taken to improve initiatives proposed by the current starting in the middle on the bus journey times was the Right Bank of the river Seine. mayor of Paris, Bertrand Delanoë, introduction of a “priority to buses” to promote cleaner, sustainable Home to La Défense, the largest system at crossroads in the city. business district in Europe, Paris travel and reduce levels of pollution Buses approaching the crossroads produces more than a quarter caused by extensive use of cars. of the gross domestic product are detected and the traffic light Mr Delanoë was elected mayor of of France. The city is also a sequence is adjusted to give them Paris in 2001 largely based on his major tourist destination. a green light and minimise waiting pledge to promote greener modes transport policy context time. Contraflow bus lanes have of transport in the city and to reduce The transportation system in Paris been introduced on some one-way the dominance of the private car. is very diverse, with a number of streets to keep outward and return different modes providing extensive journeys on the same route. connectivity not only across the The Mobilien network will consist of city centre, but in the city’s outer- both brand new services and existing lying suburbs and districts. The ultimate aim of the scheme is bus services whose routes have to have a fully-integrated network of The city has a total of 14 Metro been slightly altered to fit with the lines, of which 12 operate as routes bus services in the city, with radial revised services. The routes will be connecting the city centre to outer bus lines leading to the centre of developed incrementally, with initial suburbs, and two operate as lateral Paris complemented by several routes around the city centre. The routes being chosen on the basis circular lines in the outskirts and Metro is supplemented by a number of their potential ridership, their of other modes, including 5 RER outer suburbs of the city. Upon complementarity to the Metro and (Réseau Express Régional) urban completion, there will be as many transit lines, that serve the outer RER suburban rail services, and the lines in Paris and its outskirts (the parts of the Ile-de-France region extent to which they serve existing (i.e. beyond the Metro termini), 6 départements Hauts-de-Seine, transport hubs and outlying districts. Transilien suburban rail lines that Seine-Saint-Denis and Val-de-Marne) serve areas not served by Metro as in the more distant suburbs (the or RER lines, 4 tramway lines in In order to encourage greater départements Seine-et-Marne, the outskirts of the city connecting ridership of Mobilien services, new Yvelines, Essonne and Val-d’Oise). to Metro and RER stations, and dedicated bus lanes were built a large network of bus routes. In The network will also complement on existing highways to increase addition, 2007 saw the arrival of the existing rail and metro network Velib, the city’s cycle hire scheme, average bus speeds, reduce by providing a “finer” network which, with over 16,000 bicycles passenger journey times, and and 1,200 bicycle stations, is the through the denser urban areas, improve journey time reliability. second largest in the world. thus providing a comprehensive These bus lanes were built by Paris has a series of inner and package of transport services removing lanes from general traffic outer ring roads (similar to the throughout the Île-de-France region. North and South Circular routes in use, and by removing much of the London) that supplement a series on-street parking available on those of diametrically aligned motorways that feed into the city. Roads in the city, particularly the Boulevard Périphérique ring road, have suffered from significant congestion. cont'd)(

162 roads − international case studies Chapter B15 | Mobilien Bus Network, Paris, France

Funding and implementation are operated by the city’s transport transport policy provider, RATP, who are in charge of context (cont'd) As part of the PDUIF, Mobilien operating bus services in the city. In spite of the public transport is supported by the central provision available in the city, transport surveys carried out in the government, the Île-de-France In mid-2004, the first Mobilien line city in the late 1990s highlighted regional government, the Île-de- came into service: line 38 in central an alarming trend of increased France Transport Authority (STIF), Paris (Porte d’Orléans – Gare du private transport use in the city, who combined are providing a Nord). Of the 150 lines planned to be particularly in the inner and outer suburbs of the city. At the same subsidy of €1.2 million per kilometre improved by the PDUIF at the outset, new laws came into force in France, for the construction of each line, it is one of 13 now in operation; four stipulating that all conurbations with the city of Paris covering any more are pending or in progress with populations greater than 100,000 must prepare a form of excess. The total cost of the whole whilst the remaining 133 have no urban travel plan, entitled a Plan scheme as of 2000 was estimated definitive start date. These bus de Déplacements Urbains or PDU. to be €610 million; no further lines were selected based on their The Paris PDU was adopted at the estimates following completion of ridership, their complementarity end of 2000 for a five year period. At this time 61% of all trips within certain lines are available. The lines to the Metro and the RER, serving the city of Paris were made by public transport hubs and outlying districts. transport and 31% by car. However trips made between suburban locations were dominated by the car, which was used for 82% of trips.

The primary aim of the PDU was to achieve a 5% reduction in private vehicle use for travel inside Paris and the inner suburb departments, and between Paris and the other departments, and a 2% reduction for travel within the outer suburbs and between the inner and outer suburbs. In order to achieve this aim, the PDU targeted an increase of 2% in public transport use in the city as well as doubling the number of cyclists on the roads by 2006.

The Mobilien project is an initiative of the Plan de Déplacements Urbains Île-de-France (PDUIF).

figure B15.1 contraflow bus lane

roads − international case studies 163 Chapter B15 | Mobilien Bus Network, Paris, France

Impacts of the project Public realm: Regeneration of existing lines and removal of The Paris city authority (Mairie de cars from streets has opened up Paris) has acknowledged, that as public space and improved the the project is multi-dimensional and attractiveness of the streetscape. covers a large geographic area it is very difficult to accurately evaluate. As outlined in the general urban road re-design case study (Case Study Mode share: Previously, all forms A8), the amount of on-street parking of transport shared the same road in Paris has fallen by 6.6% between space. Subsequently, dedicated 2003 and 2007, from 170,000 to bus lanes created are shared with 158,700. In particular, the number bicycles, taxis and emergency of free spaces has fallen from vehicles. While the lines now in 36,000 in 2003 to 2,700 in 2007. service experienced a considerable drop in passenger numbers during Servicing access: An initial issue the works, numbers have since with servicing access, which arose as increased sharply. It is estimated a result of the reduction in highway figure B15.2 that the number of passenger lanes for the construction of bus shared bus and cycle lane journeys made using Mobilien lanes, was that delivery vehicles services in 2007 stood at 178.8 were required to stop in regular million, approximately half of all bus lanes adjacent to the bus lanes. This journeys made in Paris in that year. resulted in significant traffic jams and a safety risk for delivery personnel Highway and Public Transport who had to transport goods across Journey times: On line 38, it was bus lanes. The issue is discussed estimated that the average bus further in the general urban road re- speed had increased by 10%. design case study (Case Study A8). Congestion: As a result of the construction of dedicated lanes for buses, taxis and bicycles, there is now significantly less congestion for those vehicles, whilst congestion for private vehicles has increased as a result of the reduction in the number of available lanes. Although there are no indicative numbers as to the reduction in highway lanes, one indication of the increased congestion is that average speed on highways in the city has reduced by 10%, from 17.4km/h in 2000 to 15.7km/h in 2007.

164 roads − international case studies Chapter B15 | Mobilien Bus Network, Paris, France

Public acceptance/reaction With regards to the removal of on- street parking, and the heightened Initial surveys on the first Mobilien restrictions on the remaining parking line were encouraging with an overall spaces, significant complaints have 86% of passengers stating they arisen as a result of drivers parking had a positive experience of using illegally, either in disabled spaces, the service, 59% said that they had on pavements, or in loading bays. saved time on their journey by using In total, around 50% of all parked the new service, and 32% they were vehicles in the city in 2007 were now travelling by bus more often seen to be compliant with parking than prior to the line opening. regulations, which has improved Provisions were included within from 40% in 2003, but remains the PDUIF to ensure the general low. The number of penalties public were represented in the and citations handed out to car development and implementation drivers for illegal parking has also of the network. Working committees reduced significantly, having stood were set up for all bus lines and at over 88,000 in 2003, before interchanges in the project, each falling to around 28,000 in 2007. consisting, at a minimum, of Another issue was the timing of local authority representatives the initial implementation of the (communes, départments, the widened bus lanes. The initial phase region and the State), public was undertaken during the summer, transport operators, infrastructure when a large number of Parisians managers and representatives were on holiday, who then returned from local businesses and to find the new lanes in operation. voluntary communities.

The major concern from local residents were delays in initiating the development and construction of each of the new lines. These delays seem to have been tolerated in view of the importance placed on consultation by the PDUIF.

roads − international case studies 165

Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

Project: Ciclovía and CicloRuta (pro-cycling policy) Location: Bogotá, Colombia Year: Ciclovía: 1974 - present CicloRuta: 1998-present Cost: Ciclovía: COP $82,580,331 to $3,832,230,483 per year B16 CicloRuta: COP $100,000 million+ total

Reasons for the project The Ciclovía was established to: »» Promote cycling as a means of recreation, sports and transport. »» Create an enabling environment for sport and other activities. »» Create opportunities for social interaction.

The CicloRuta was established to: »» Promote the everyday cycling in the city. »» Reduce congestion. »» Promote environmental benefits and improve access across the city.

figure B16.0 Short project description the cicloruta Bogotá’s culture of cycling has developed over decades beginning with the establishment of spaces for cycling sports and later with the construction of exclusive lanes for cyclists. Ciclovia and CicloRuta are both policies aimed at promoting a cycling culture in Bogotá. Ciclovía is a public recreation programme whereby the city centre street are closed to traffic on Sundays and public holidays. CicloRuta is the bicycle path network for the city of Bogotá.

roads − international case studies 167 Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

city context The Project Bogotá's Department of Transport Bogotá is the capital city of Colombia, launched the project in 1974 and with a population of 10.1 million bogotá’s ciclovía operated it for almost 20 years. In living in the metropolitan area. In terms of land area, Bogotá is the The Ciclovía was created in 1974, 1995 the Institute of Sports and largest city in Colombia, and one and legally established in 1976. The Recreation took over management of the biggest in Latin America. area covered has been expanded by of Ciclovía and focused the project Bogotá has 20 districts, forming an several administrations. On Sundays more strongly on recreation. During extensive network of neighborhoods. and public holidays between 7am this period they employed staff The population with higher to support the programme and incomes are mostly located to and 2pm a total of 121 kilometres of the north and north-east of the main streets are closed to motorised improved the signage. In 2006 other city, close to the foothills of the transport, allowing access for services were added including public eastern mountain range. Poorer walking, running, rollerblading, and toilets, organised street sellers, neighborhoods are located to the bike parking and bike shops. south and south-west of the city. cycling only. The closed roads are organised into 10 ‘routes’, which The urban layout in the city centre The popularity of the event has is a grid system of streets, with together cover almost all sectors triggered additional programmes a focal point at a central squar., of Bogotá. The closed routes are such as bike day, cycle rides Outer neighborhoods feature indicated with signs and patrolled more modern developments.. and Ciclovía at night. by ‘guardians’, who are employed to ensure that the rules on non- motorised transport are adhered to.

figure B16.1 bogotá’s ciclovía network

168 roads − international case studies Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

bogotá’s cicloruta Funding and implementation transport policy context CicloRuta is an extensive network Bogota’s cycling policy, and cicloruta the CicloRuta in particular, is with 376 km of cycle ways designed built on the following plans: to allow longer distance trips by Started in 1995 and its »» Master Plan of Bicycle Paths: bicycle and also to integrate with approximate costs are: published in 1998 looking ahead other modes such as TransMilenio for 9 years. This plan contains: (Bogotá’s BRT System). The »» COP $267.6 million per km built; or assessment of institutional, project was officially launched »» More than COP $100,000 million legal, operational, physical, environmental and economic for the entire network to date. in 1998 with the Master Plan of context of the CicloRuta CicloRutas, although the first cycle project; feasibility of the project ciclovía paths (7km and 9km) had been and design of an optimal The cost per year ranges from network; project schedule; built between 1996 and 1997. GBP £28,000 to £1.3 million project budget and definition of assessment indicators. To promote multimodal trips there according to the limited information »» Land Use Plan: this plan is the are bike parks at terminating stations available regarding costs of most important in transportation of six of the TransMilenio corridors installation and maintenance. planning in Bogotá as it covers the longest time period and sets and five more intermediate stations. Based on the average number the framework for all other plans. In addition there are four Meeting The Land Use Plan was published of participants per event, the Points, close to TransMilenio in 2000 and defined bicycle cost per participant has been paths as priority infrastructure stations, where public space is estimated to be around GBP £6. that must be integrated with designed to integrate with the others transport system. The surrounding transport facilities. plan also established building Each of these meeting points has: standards, stating that the number of bike parking places bike parking, public toilets, coffee should at least equal the stalls and open green space. number of car parking spaces. »» Mobility Master Plan: This was derived from the Land Use Plan and classified the construction of cycle paths in the CicloRuta system as one of the most important investments. »» Development City Plan: This is the current mayor’s plan and includes an aim for a 39% expansion of the bicycle paths network and the construction of 23 bike parking zones.

figure B16.2 map of bicycle paths and bicycle trips per zone (origin and destination)

roads − international case studies 169 Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

Impacts of the project In 1992 there were 100,000 participants in Ciclovía, whereas Daily Usage: The number of currently the events attract bicycle trips per day in Bogotá is more than 1 million people. 610,000 and the CicloRuta network is used daily by 90,000 users. Mode Share: Bicycle use has continued to grow with 5% of trips carried out by bicycle in 2011 compared to 3% in 2005. Over the same time period before the share of walking trips increased from 14% to 28%.

Highway and Public Transport Journey times: Since 2003 journey times in Bogotá have been increasing for all modes except bicycle. In 2010 the average journey time by public transport reached 65 minutes, by BRT 53 minutes and by car 42 minutes. The journey time by bicycle has remained constant at approximately 24-25 minutes.

Air quality: Exposure to particulate

figure B16.3 matter (PM10) along a segment of ciclovía in the 1970's Bogotá’s Ciclovía19 was 13 times higher on a regular week day (65 μg/ m3) than on a Sunday (5 μg/ m3). after This decrease is likely to be in part the result of the temporary removal of nearly 5,000 vehicles during the Ciclovía (in addition to the effect of a lower volume of vehicular traffic generally on Sundays).

Health: After an economic assessment of “ciclovías” in Bogotá, Medellín, Guadalajara and San Francisco, researchers discovered that each peso invested by a local government in a Ciclovía programme generated 3 pesos in health benefits.

figure B16.4 ciclovía today

170 roads − international case studies Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

Road safety: Road safety for cyclists Economic Impact: There has has improved significantly in Bogota been a proliferation of temporary over the last 10 years. In 2001 businesses along the main roads of 2,637 cyclists were injured in traffic the city associated with the Ciclovia. accidents. By 2006 this had fallen These include bicycle mechanics to 231 and was 286 in 2010. The and small businesses selling spare number of cyclists killed in traffic parts, bike accessories, food and accidents fell from 89 in 2003, to 52 drink and other items. The vast in 2006 and 31 in 2010. As cycle use majority of those who provide has increased over this time, safety these services (96%) are from the improvements may be in part due lowest economic group and it has to the expansion of the CicloRutas. been calculated that on average figure B16.5 they depend on the Ciclovia for market stalls along the ciclovía around 50% of their income.

before

figure B16.6 ciclovía in the 1970's

figure B16.7 after ciclovía today

roads − international case studies 171 Chapter B16 | Ciclovía and CicloRuta, Bogotá, Colombia

before Servicing access: Ciclovia only takes place on Sundays and public holidays so disruption to servicing is minimised. As it is such a long-standing tradition the city's businesses have adapted.

The CicloRutas do not impact on servicing.

Public acceptance/reaction According to public perception surveys conducted each year in Bogotá, currently:

»» 28% of citizens consider figure b16.8 building more bicycle paths before the implementation to be a very good means of of the cicloruta improving mobility in the city. »» 87% of cycle users are satisfied with their transport mode. »» 28% of citizens claim to use after public transport, cycling or walking as their main mode for environmental reasons.

Ciclovía experiences very low opposition and high support within the community. One study found that 86% of adult participants interviewed during the Ciclovía planned on returning the following Sunday.

figure B16.9 cicloruta today

172 roads − international case studies Chapter B17 | The Hague Traffic Circulation Plan − Spui Street, The Hague, Netherlands

Project: The Hague Traffic Circulation Plan - Spui Street Location: The Hague, Netherlands Year: 2009 - 2010 Cost: €1.24 million B17

Reasons for the project praised the enhancement to Spui’s public realm, but the wider project of By 2005 air quality had considerably banning vehicles from the city centre deteriorated in the Hague and has faced persistent criticism from the traffic circulation plan was some local businesses and residents. designed in part as a response to this. The plan aimed to:

»» Reduce through traffic in the city centre while maintaining access. »» Ameliorate air quality and noise pollution. »» Transform the city in an area of high outdoor quality, where the pedestrian is central. »» Encourage use of public transport and bicycles, while maintaining economic activity and a degree of car access to the city centre.

Short project description The traffic plan was a holistic approach covering the whole city centre. Spui is one of several streets in the centre of The Hague which has been made largely car-free. Buses and trams, which once occupied separate lanes, now share the same space, leaving more space for pedestrians and café areas and speeds are restricted to 15km/hour. The aesthetic quality of the street has been enhanced by removing traffic signs, laying down high- quality materials, and making the pavement and the road virtually figure B17.0 flush. Residents and visitors have map of the hague city centre, showing changes to the street layout

roads − international case studies 173 Chapter B17 | The Hague Traffic Circulation Plan − Spui Street, The Hague, Netherlands

city context The Project The Hague is a coastal city in the Netherlands, and the capital city Spui is one of several streets in of South Holland province. It is the the city centre now closed to much third largest city in the Netherlands vehicular traffic. A 300m stretch of by population, after Amsterdam high street, between Achterom and and Rotterdamwith 500,000 people living in the city centre and a further Cedempte Gracht, has been made 500,000 in its suburbs. It is the free of private cars. The street is only seat of the Dutch government and accessible to pedestrians, cyclists, parliament, Supreme Court, and taxis, emergency services, and local Council of State, and home to Queen of the Netherlands. It also hosts traffic (comprising residents, and a large number of international suppliers to local businesses). organisations, including the International Criminal Court and Traffic lights and signs have been the International Court of Justice, making the Hague an important removed from the street and centre for the United Nations. The footways are almost flush with the Hague’s two seaside resorts help the road surface. Trees along both sides city to attract 10m visitors a year. of the road have been retained.

transport policy context Taxis have access between 9 PM Spui Street was redesigned as and 5:30AM, while between 5:30 part of the city’s Traffic Circulation PM and 11:30PM they are allowed Plan (Verkeescirculatieplan/ VCP) access only to drop passengers off. and Healthy Core (Kern Gezond) urban design effort. The aims of the VCP were to discourage Trams and buses have a shared motorised vehicles from driving dedicated lane (6.5m wide), with a through The Hague city centre, maximum speed of 15km/hour. As a improve air quality, and reclaim space for pedestrians and cyclists, safety measure, this lane is marked without damaging the city’s out with different paving material. accessibility and economic activity. It involved the spatial redesign By moving buses into the same of several streets in addition lane as trams, street space has to Spui: Grote Markt, Lutherse Burgwal, and Pvijoensgracht. been reclaimed for pedestrians and The new traffic rules took effect cyclists. More space has also been at the end of November 2009. given over to outdoor café areas. The Hague’s Climate Plan, 2009, aims for The Hague to be climate New tram rails were laid at neutral by 2040 with a 30% the intersection of Spui and figure B17.1 reduction in CO2 emissions by 2020. Kalvermarkt, and a new 75m-long masterplan of the spui street redevelopment City centre through-traffic was combined bus and tram stop redirected onto the Centrumring, a ring road which bypasses the has been built with a raised city centre, with the intention of platform for better accessibility. clearing traffic bottlenecks. Efforts were also made to ensure traffic entering the city centre was more evenly dispersed on the roads approaching it. Variable message signs were introduced to direct motorists towards the most easily accessible car park with free spaces.

174 roads − international case studies Chapter B17 | The Hague Traffic Circulation Plan − Spui Street, The Hague, Netherlands

Funding and implementation before Following closure of a major city centre street (Grote Markstraat) in 1997, traffic and congestion built up on other central streets. Air quality deteriorated to such an extent that by 2005 the Council of State ruled in a lawsuit that the City Council must take action to improve air quality. It was recognised that a partial solution would only transfer the problem elsewhere, so a city centre wide plan was developed. The traffic circulation plan was approved by the Hague City Council figure B17.2 in 2007. The project began in 2009 spui street- before and took 10 months to complete.

The full cost of the traffic circulation scheme was €44 million, all funded directly by the Hague municipality.

Impacts of the project after Mode share: Access to the city centre by bicycle and public transport are now rated much higher by residents than access by car.

Highway and Public Transport Journey times: Groups opposed to the scheme complained that driving across the city took longer after car traffic was banned from the innermost streets. However, TomTom GPS data collected before and after the VCP was implemented indicate that journey figure B17.3 times for motorists accessing the spui street - after city centre from outside did not increase, and in some cases fell.

Congestion: There is less traffic now driving through the centre and on average the City Council judge that traffic flow has improved. However, it is recognised that traffic levels on the Centre ring road has increased.

roads − international case studies 175 Chapter B17 | The Hague Traffic Circulation Plan − Spui Street, The Hague, Netherlands

Air quality and environment: redirected onto a road with a busy Roads where cars were banned pedestrian crossing, exposure to as part of the VCP saw clear PM10 in terms of numbers of people improvements in air quality. There affected was probably higher as a was an 83% reduction in NOx on result of the VCP, even though the Amsterdamse Veerkade and Stille VCP had reduced the geographical Veerkade. The innermost area of extent of PM10 ‘hotspots’. the city saw a reduction in NOx of 30% after the VCP was introduced Public realm: The public realm on (these figures, published in Spui and other redesigned streets 2011, partly reflect the effects of has been improved, with more national economic downturn). space available for pedestrians.

However, whether the VCP’s effects Road safety: The Foundation for on local air pollution had an overall Road Safety Research (Stichting public health benefit is controversial. Wetenschappelijk Onderzoek Verkeersveiligheid / SWOV) released figure B17.4 Modelling commissioned by the city the hague city centre before council found that due to traffic being model results in the summer of the traffic circulation plan 2010 which said that the city was no safer as a result of the VCP, because

before the effects of banning traffic from the city centre were offset by cars having to drive further, increasing pedestrians’ exposure to accidents.

Crime / security: N/A

Economic impact: Some retailers in the city centre claimed that their sales were negatively affected by closing streets to car traffic. However, the City Council has stated that the centre of town shopping area has continued to develop, in contrast to the national trend. before Physical accessibility: The new 75m-long combined bus and tram stop has a raised platform to allow for faster and easier boarding and alighting. Footways are also now flush with the carriageway.

Servicing access: Central businesses complained after implementation that the changes to suppliers’ access to them had negatively affected trade.

176 roads − international case studies Chapter B17 | The Hague Traffic Circulation Plan − Spui Street, The Hague, Netherlands

Public acceptance/reaction after Public consultation on the closing of the street to traffic began in early 2006. Residents of the centre ring road expressed concerns about an increase in traffic along their streets. Business operators worried that sales would be affected by visitors to the city finding navigation too difficult, and The Hague gaining a reputation for poor accessibility. The city took this feedback into account and re-worked the original proposal into three new variants in 2007. These formed the basis of the plan that was finally adopted in mid-2007.

Some businesses in the city after centre formed an alliance to lobby against the VCP, and continued to fight it after its implementation. Complaints were made that the VCP had simply shifted congestion outwards from the city centre. The cyclist’s union (Fietsersbond) complained that cyclists had not been separated properly from pedestrians. Other residents of the city saw pedestrianisation as a necessary and desirable step forward for the city, and praised the new feel of Spui Street.

The city commissioned an extended figure B17.5 impact assessment in summer 2010, the hague city centre after the and promised to launch a campaign traffic circulation plan to highlight the positive effects of the VCP to the public. Local stakeholders were invited to post-implementation consultations on how to improve the VCP with measures such as better direction of traffic in problem areas outside the pedestrianized zone.

The VCP remains in place, and while the council has voted against abolishing it a minority of councillors wholly oppose the scheme. roads − international case studies 177

Chapter B18 | MIRACLES, including Multi-Use Lanes, Barcelona, Spain

Project: MIRACLES, including Multi-Use Lanes, Barcelona Location: Barcelona, Spain Year: 2002 – 2006* Cost: €1.5 Million B18

Reasons for the project Short project description The purpose of the MIRACLES project Road space within Barcelona is was initially to trial changes to the scarce and most businesses in way deliveries were managed in the city have premises without parts of the city to reduce the impact off-street loading facilities. With on general traffic congestion. This continued growth in traffic levels was part of the Barcelona CIVITAS there was a need to find a way demonstration city programme. of effectively managing on-street CIVITAS, co-financed by the deliveries to minimise congestion. European Union, was launched in 2002 to help cities introduce The MIRACLES project aimed to ambitious transport measures improve the distribution of goods promoting sustainable mobility. across the city in the face of figure B18.0 continued traffic growth. The project variable message sign consisted of the introduction of:

»» Variable, multi-use lanes which were allocated for different purposes depending on the time of day via Variable Message Signs (VMS). »» Roadside delivery management involving several local delivery/ logistic businesses. »» A web-based information service providing locations and numbers of spaces available.

roads − international case studies 179 Chapter B18 | MIRACLES, including Multi-Use Lanes, Barcelona, Spain

city context The Project As part of the wider programme, Barcelona is located on the north one supermarket chain, Mercadona, The municipality of Barcelona worked east coast of Spain on the Iberian made use of adapted vehicles and Peninsula and has a metropolitan with CIVITAS to conduct surveys and different unloading methods to population of around 5 million people GIS analysis in collaboration with achieve quieter night-time deliveries making it the sixth-most populous more than 10 leading operators and urban area in the European Union. on one street in Barcelona. This the Association of Manufacturers approach achieved greater efficiency The city is one of the world’s and Distributors of Spain (AECOC). leading tourist, cultural and sports – replacing seven daytime deliveries The study found that 25,000 vehicles centres with car manufacturing, during peak hours with just two pharmaceuticals, logistics, make 100,000 loadings/unloadings deliveries outside of the peak. So information technology and each day. While there was sufficient telecommunications amongst successful was the trial, that the on-street loading bay provision to the most important industries. operator extended the scheme to an match demand, overall the time additional 15 locations across the and location of its availability did metropolitan area and then to 137 not meet the individual needs locations in Spain within 18 months. of the operators. The CIVITAS transport policy context MIRACLES project aimed to improve A web portal was established Barcelona lies on three international the distribution of goods by: called the ‘Loading/Unloading routes with a comprehensive Active Guide’ which provided network of motorways and highways »» Extending the provision within the metropolitan area. Within information on the location and of multi-use lanes. the city, roads form a grid system occupancy levels of loading bays for the most part with a number »» Promoting roadside across the pilot area and included of one way systems, sometimes delivery management. a system for receiving and storing along fairly narrow streets. »» Piloting web-based information registrations from participating Barcelona’s Mobility Pact, agreed service ‘Active Guide’. in 1998, looked to share the limited operators. The website provided a and finite roadspace as effectively communication channel between as possible amongst a number Multi-use lanes are allocated for the operators and the Municipality of conflicting transport modes. different purposes depending on the and the records generated during The pact set 10 transport goals time of day. In Barcelona, Variable with one specifically targeting the trial period were analysed in Message Signs (VMS) technology is good distribution with an aim order to identify the main delivery to achieve ‘the efficient, orderly used to indicate who is allowed to hotspots that were then subjected distribution of goods and products the use the lane at a specific time. to targeted enforcement. throughout the city’. This would The multi-use lane system extended be accomplished by regulating the length of stay at loading/ the total length of lanes in the city unloading bays depending on street to 6.5km by the end of 2005. configuration and encouraging the shared distribution of goods in order Deliveries are only allowed at time use to reduce the number of operators. certain times each day (see Table 0800 – 1000 General traffic In 2002 Barcelona was one of 19 B18.0) with a maximum stay of cities who participated in CIVITAS lane/ bus lane 30 minutes. At this time no other research and demonstration 1000 – 1700 Deliveries projects. The CIVITAS surveys found vehicles are allowed in the lanes. that 25,000 vehicles make 100,000 Vehicles risk being towed away if 1700 – 2100 General traffic loadings/unloadings each day in the they enter the lane at the wrong lane/ bus lane city, competing with the estimated 2100 - 0800 Residents parking 2.32 million private vehicle trips time or stay for longer than the undertaken in the city (2001). allotted time. In several cases, during peak hours, the lane becomes bus table B18.0 only, improving reliability for the example of a multi-use lane schedule 25 buses that use it each hour.

180 roads − international case studies Chapter B18 | MIRACLES, including Multi-Use Lanes, Barcelona, Spain

Funding and implementation of traffic looking for parking spaces and less congestion. The MIRACLES project was delivered through a public-private partnership Servicing access: Delivery involving the city Municipality, times significantly improved as CIVITAS and local businesses. The a result of the Multi-use lanes multi-use lanes, including the with associated reductions in Variable Message Signs (VMS), fuel and operation costs. was paid for by the Municipality of Barcelona. Selected private Roadside Delivery Management companies invested in their own initiatives reduced the number of vehicle fleets to implement the deliveries required. For example, roadside delivery management. the Mercadona scheme resulted in two night time deliveries with The implementation of all equipment larger vehicles rather than seven for the multi-use lanes was trips using smaller vehicles. approximately €0.5 million per route. The ‘Loading/Unloading Active Whilst no specific costing are Guide’ is reported to have resulted available for business investment, it in a 20% reduction in problems has been reported that Mercadona’s reported to the municipality. full investment was recovered within three years. Costs to distribution Public acceptance/reaction companies is unknown. MIRACLES has been well received by users. The city has Impacts of the project recognised that enforcement Highway and Public Transport will be an on-going challenge. Journey times: Journey times for operators along sections of route with multi-use lanes were figure B18.1 reduced by between 12% and multi-use lane in operation 15% over the four years of the project. Improved enforcement has since been reported to have contributed to further reductions.

Congestion: The routes now have less congestion due to improved traffic flow and less ‘double parking’ outside businesses and therefore improved overall vehicle circulation.

Air quality and environment: Emissions have lowered as a result of fewer deliveries, reduced journey times, less circulation

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