Cycleway Network Planning: The London Principles скачать в хорошем качестве

Cycleway Network Planning: The London Principles

The Bicycle is the world’s Great Green Machine. So here are some principles for network planning and cycleway design. They are rooted in London but draw on many publications - and on 65 years of cycling in a dozen countries 1. Cycleway networks are a highly cost-effective way of investing in transport, health, amenity and sustainability.The UK Department for Transport, put the average benefit-cost ratio at 5.5 to 1, which is way above the typical ratio for public transport investment projects. And maintenance costs are much lower than for powered transport. 2. Commuter and leisure cycling are equally important and attract similar numbers of user. 3. Commuter cyclists require the shortest possible direct link from A to B, and then, after work, from B-back-to-A. 4. Leisure cyclists enjoy loops-and-trails. And if the scenic quality is high enough, commuters may choose to use leisure facilities in preference to shorter A-to-B routes for getting to work. 5. Trees are transport systems and leaf-patterns work well for cycleway network planning. The cells and ribs facilitate journeys to shops, stations, parks, hospitals and other destinations. 6.Large cities should emulate and then surpass the cycling mode share of Tokyo, which is the World’s Largest City. The Cityclock table shows London with a mode share of 2% and Tokyo with 20%. At the city scale, size doesn’t matter. 7. For trips under about 5 km, journeys by bike will be quicker than trips by car or bus - if the principle of filtered permeability is applied to road networks. 8. Cycleways should not be conceived, planned or designed as ‘mini-roads’ or routed alongside ‘maxi-roads’. Cycling is different. 9. Splashing paint about and advertising dangerous routes are good ways of insulting cyclists and discouraging cycling. 10. The width of a cycleway should be closely related to traffic volumes, and to aesthetic considerations, because breadth and narrowness are scenic qualities. 11. Every cycleway should be a context-sensitive design, even if some use of design codes is necessary. 12. Different types of bike need different types of bikeway design, in terms of widths, surfacings and contexts. 13. Standardised horizontal curves, and vertical curves, should be used only for the busiest and fastest cycle tracks. 14. As many cycleways as possible should be designed as greenways in the sense of being multi-objective routes ‘that are good from an environmental point of view’, including the ecological point of view. 15. Landscape architects should work with transport engineers to design cycleways which, as well as being functional, have better scenery, more trees and a much better user experience than current world norms. 16. Cycleways should flow through the city, a source of joy and health to all who use them. And urban landscapes should billow across cycleways, revealing their treasures.