Cycling Expertise Cycle Highways A new concept from the Netherlands exiting at towns and villages along the route. The objec- tive hitherto of promoting cycling as a means of trans- In the Netherlands the expansion of cycle paths has port in particular for short journeys (up to five km/ been on the agenda for a long time. In the early 1980s, three miles) has now been expanded to include medi- timesaving, continuous cycle paths were already being um-length journeys. Longer journeys by bicycle replace tested in Tilburg and The Hague. The Netherlands is cer- equally long car journeys and thus make a significant tainly not the only country faced with the problem of contribution to climate protection while, at the same congested motorways and access roads to city centres, time, offering an effective way to promote healthy exer- but it was here that the new concept of cycle highways cise. was developed first. The main purpose of cycle high- ways is to enable cyclists commuting within a distance Cycle highways are now under development in other range of 15 km (9 miles) to reach their destination fast European countries as well: and safely. Cover images: Left: Cycle street in Houten, Netherlands. © Jörg Thiemann-Linden; The term ‘cycle highways’ denotes high-quality cycle Right: Cycle bridge as part of a cycle highway in Nijmegen, Nether- paths that offer a direct connection between home and lands. Source: commons.wikimedia.org/wiki/File:Snelbinder.jpg © work. They allow users to cycle at a constant speed with Galway Girl relatively low energy expenditure because the routes are free of intersections (under- and overpasses), con- Contents sist of linear stretches and large-radius curves, have a A new concept from the Netherlands 1 good surface and are wide enough to allow overtaking and side-by-side cycling. The conceptual comparison First plans for cycle highways in Germany 2 with highways is intentional: Cycle highways are cycle paths separated from the rest of the traffic and on which Arguments in favour of cycle highways 2 cyclists generally have the right of way away from main roads, so as to allow them to reach higher speeds with Integration into supra-regional mobility concepts 3 relatively low energy expenditure. Among the various Dutch case studies, this principle has been followed in Design principles (‘building blocks’) 3 all but a few exceptional cases. Information and Marketing 4 Cycle highways are normally 3 to 15 km (2 to 9 miles) Conclusion 4 long and have a system of ‘slip roads’ for entering and • in Belgium the ‘Velostrada’, named after the Au- for longer commutes to the city centres of Mainz, Ko- tostrada, the motorway stretching along the Medi- blenz, Bonn, Cologne and Düsseldorf. The metropoli- terranean coast tan region of Hanover-Braunschweig-Göttingen-Wolfs- • in Copenhagen, where in cooperation with 18 burg (HBGW) has defined in its city cycling strategy a municipalities a programme is being developed city-linking cycle network that merges local cycle net- for 26 cycle highways (several routes per year), works, important tourist destinations and train stations with each route having a uniform logo and a for a smooth transition to the regional public transport clear ‘identity’, aimed at saving 7,000 t CO2 as system. There are three pilot projects for cycle highways well as 40 million Euros in healthcare costs per in place with differing requirements: a path connect- year ing neighbouring towns (Wolfenbüttel–Braunschweig), • in London, where after extensive market research another from the outskirts of a city to the centre (Han- a system of 12 ‘Cycle Superhighways’ running in- over) and a ‘diameter route’ leading from the outskirts to the city centre is being sponsored by a bank. through the city centre and out again to the other side Routes are clearly recognisable by the blue sur- (Göttingen). These routes are being planned with suffi- face of the asphalt; the aim of London’s ‘cycle cient width for fast cycling (also side by side). In pub- revolution’ is to increase the bicycle share by a lic green spaces, the routes must either be separate from factor of 5 until 2026. pedestrian walkways or wide enough to accommodate 100 pedestrians and cyclists. Mode Share Cycling Mode Share Walking 80 Left and bottom: 13 in % Photo montage of a planned cycling 60 highway in the Hanover region. 19 © Planungsge- 40 71 meinschaft Verkehr 14 (PGV), SHP 20 34 Ingenieure 6 18 3/2 0 8 < 1 km 1 to 2 km 2 to 5 km 5 to 10 km 10 to 20 km Germany: Percentage of cycling and pedestrian traffic according to distances (MiD 2008). Graph: Difu 100 Mode Share Cycling Mode Share Walking 80 13 in % 60 34 40 26 14 20 27 19 15 2 0 total > 7,5 km 7,5 to 15 km > 15 km The German guidelines for cycling facilities ERA 2010 Netherlands: Percentage of cycling and pedestrian traffic according to distances (Cycling in the Netherlands 2009). Graph: Difu (‘Empfehlungen für Radverkehrsanlagen’) demand that, with regard to route planning, path surface, gradients First plans for cycle highways in Germany and the maintenance of clearance height and width in consideration of speed requirements, cycling traffic Car-free waterfront promenades, such as those found in must be afforded at least the same quality standards as the large cities along the Rhine, are similar in character those that apply to road design. The guidelines also call to cycle highways. Commuter cyclists enjoy using them for a maximum time loss of 15 to 35 seconds per kilo- Further Reading Ministerie van Verkeer en Waterstaat (2009): Cycling in the www.fietssnelwegen.nl [Dutch] Netherlands. (www.fietsberaad.nl/library/repository/bestanden/Cy- Fietsersbond (2009): Filevrij Forensen clingintheNetherlands2009.pdf) (www.fietsfilevrij.nl) [Dutch] Provincie Antwerpen (www.provant.be/mobiliteit/fietsen/) [Dutch] 2 Cycling Expertise – Infrastructure I-12/2012 metre through stopping and waiting for different region- forms the backbone of a high-quality cycle route net- al cycle links. In order to avoid excessively large finan- work. Just like a pearl necklace, the F35 connects vari- cial challenges for individual municipalities, the metro- ous destinations in the corridor, which at the same time politan region is now working with a double standard, promotes the ‘pearls’ of the region: major employment where the quality can be optimised at a later stage. hubs, city centres, train stations and leisure destinations. For longer stretches, cycle highways often follow railway Arguments in favour of cycle highways lines, inland waterways and motorways. Historically, trains and main roads have always followed the short- For commuters short travelling times are of utmost im- est possible routes between city centres. Local business- portance, and the average travel distances to work are es along the cycle highways benefit from new opportu- increasing (at least according to statistics). Can bicycles nities (retail and hospitality sector for the large number indeed replace cars for not only short but also medi- of cyclists). Moreover, there is also a variety of concepts um-length distances? After all, cycling already accounts that tie in with sustainable landscape management and for a significant proportion of commutes in the Nether- compatibility with nature conservancy (e.g. the projects lands, even for distances of 7 to 15 km (4 to 9 miles). ‘van A naar F’ – from Motorway to Cycle Highway). Cycle highways can help reduce car traffic, for exam- ple, on roads with congestion problems or avoiding the necessity for road-network expansion (for congestion avoidance). During rush hour, cycle highways can help reduce the burden on urban public transport. An in- creased bicycle use, also for medium-length journeys, helps back several political objectives simultaneously, promoting health and exercise, preventing accidents as well as reducing noise and CO2 pollution. Cycle high- ways represent significant, high-quality infrastructure features that enhance the innovative profile of the re- gion. Ultimately, the currently growing trend toward electric bikes, which can be used for longer commutes, ‘Pearl necklace’ cycle highway Twente. © regiotwente.nl boosts the need for fast connections. The budgets for cycle highways vary depending on Integration into supra-regional mobility whether bridges and tunnels are needed. The Nether- concepts lands calculates 0.5 to 2 million Euros in building costs per kilometre of cycle highway (including direction Cycle highways are part of a na- signing and lighting). tional project known as ‘FileProof’ (‘congestion proof’) that was Design principles (‘building blocks’) launched by the Dutch transport ministry. As part of the programme • Known in the Netherlands as ‘red carpet’, the ‘Fiets filevrij’ (congestion-free cy- red-asphalt path is the distinguishing feature of cling), cycle highways are designed cycle highways. With a width of 4 to 4.5 me- in conjunction with the Dutch Cy- tres, these bidirectional cycle routes offer enough Logo ‚Fiets Filevrij’. clists’ Union (Fietsersbond) and the © Fietsersbond space for overtaking and passing safely at higher regional and national authorities to speeds. offer solutions to traffic-congestion • Under- and overpasses help minimise at-grade in- problems. The cycle highways are part of a comprehen- tersections without right of way. In some cases sive mobility strategy and its nationwide objectives (ac- special bridges for cyclists and pedestrians short- cessibility, quality of life and road safety). Named after en the journey to the city centre. the motorway A35 in Twente, the bicycle highway ‘F35’ • To guarantee a smooth flow of bicycle traffic, a green wave for cyclists has been established in Regio Twente (2009): Masterplan fietssnelweg f35. PGV – Planungsgemeinschaft Verkehr, SHP Ingenieure (2010): (http://www.regiotwente.nl/images/stories/leefomgeving/mobi- Machbarkeitsstudie Radschnellwege in der Metropolregion liteit/F35_brochure_engels.pdf) Hannover-Braunschweig-Göttingen-Wolfsburg, Stand 3.