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Cycling Economy and Impact - Philippe Crist, OECD

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Presented at the Visioning Workshop organized by EMBARQ Turkey on September 15th.

Read more about how EMBARQ Turkey is building a bike culture in Turkey: http://bit.ly/1saxnB0

Published in: Environment
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Cycling Economy and Impact - Philippe Crist, OECD

  1. 1. why ?
  2. 2. is for people who want to go fast over short distances
  3. 3. 10-15 km/hr Average speed in European urban centres at peak periods 12-14 km/hr (Dublin) 15 km/hr (Lyon) 15.5 km/hr (Copenhagen) Prudhomme and Bocarejo, 2005, City of Paris, 2012, Jensen et al, 2010
  4. 4. is for people who cannot afford to be late
  5. 5. Reliability key performance indicator for urban traffic
  6. 6. is for commerce
  7. 7. Who spends what in shops? Revenue in Copenhagen shops and supermarkets by mode of transport (DKK billion/yr) 15.4 15.3 11.0 6.8 City of Copenhagen
  8. 8. Who spends what in shops? Expenditure, Portland (shops, restaurants,bars) by mode of transport (USD person/month) OTREC, Examining Consumer Bevaviour and Travel Choices 76 61 66 58
  9. 9. Retail revenue per square foot and per hour of occupied parking $A 0.69 $A 0.19 Lee, 2008
  10. 10. is for successful cities
  11. 11. Tami Door, President, Downtown Denver Partnership, Inc. “The number one thing [tech companies] want is bike lanes. Ten years ago we never would have thought that walkability or bike lanes would be economic development tools”
  12. 12. A.C. Wharton Jr, Mayor, Memphis, TN, USA 655 155 inhabitants, “It is much more cost-feasible for me to [enhance the core city] with protected bike lanes, than it is for me to go way out somewhere, put in sewers, street lights, and all this stuff. [Cycling] bodes well for our citizens and their health … but it also bodes well for the finances of the city.”
  13. 13. is for people who enjoy good health
  14. 14. on balance, the monetised benefits from improved health are up to 20x greater than the combined health impacts of crashes and exposure to air pollution
  15. 15. -15% Today’s childrens’ cardiovascular fitness compared to 30 years ago G. Tomkinson et al, 2013
  16. 16. supernormal
  17. 17. Making cyclists safe in the current traffic system?
  18. 18. Making the system safe for (new and existing) cyclists?
  19. 19. ofParis streets 30kmor lower
  20. 20. Safety in numbers
  21. 21. Safetyin numbers 50 Cyclist per billion km/yr (#) Cyclist deaths per billion km ridden/year 18 20 27 28 more crashes? 11 15 15 45 40 35 30 25 20 15 10 5 Do policies thatincrease the number of cyclists lead to 32 44 864 513 368 261 267 88 75 196 47 1000 900 800 700 600 500 400 300 200 100 0 0 Bicycle Kilometres travel/ridden/capita person/per year year (km)
  22. 22. CPH DK Safetyin numbers 1.0 Kilomètres travelled by bike (weekdays) Serious cyclist injuries or death by km 1.2 0.3 Kilometres of cycle infrastructure Cycling tracks Cycling lanes Green cycle routes 323 338 348 367 380 388 397 411 1996 1998 2000 2002 2004 2006 2008 2010 1996 1998 2000 2002 2004 2006 2008 2010
  23. 23. London: Cycle Superhighway
  24. 24. London: « Cycle Superhighway »
  25. 25. London: « Cycle Superhighway », V. 2.0
  26. 26. Perceived safety Real safety
  27. 27. Perceived safety Real safety Continuous cycle network of high standard on routes and at intersections, improve cyclist safety, security and accessibility, and is thus an important basis for increasing bicycle use.
  28. 28. Copenhagen
  29. 29. Göztepe, Bağdat Caddesi'nde Source: Bisikletliler Derneği
  30. 30. Beşiktaş, Etiler Cumhuriyet Caddesi'nde Source: Bisikletliler Derneği
  31. 31. Copenhagen, DK Tracks& Lanes
  32. 32. Bremen, DE Tracks& Lanes
  33. 33. Antwerp, BE Tracks& Lanes
  34. 34. Sevilla, ES Tracks& Lanes
  35. 35. Nantes, FR Tracks& Lanes
  36. 36. Antwerp, BE Bremen, DE Nantes, FR Seville, ES Copenhagen, DK 25% (2012) 7% (2013) 8% (2012) 25% (2008) 23% (2010)
  37. 37. BICYCLE TRACKS vs. CITY ROADS SPACE CAPACITY COST 2.5M 2.5M 20 M 25%of the 38,000/DAY 40,000/DAY 95%of the 1.3 $ $142K/KM $1 1 .25M/KM %of the
  38. 38. 64TL per capita per year City of Copenhagen’s annual cycling infrastructure and maintenance budget
  39. 39. On balance: benefits and costs Sensitive to context, assumptions (health, modal transfer) and costs – but…. 13:1 average benefit to cost ratio (UK and non UK) 8-33% Rates of returnfor cyclist bridge and intersection re-design in Copenhagen
  40. 40. sürpriz!
  41. 41. Protected Bicycle Lanes in NYC 2nd Avenue
  42. 42. Protected Bicycle Lanes in NYC 2nd Avenue
  43. 43. Protected Bicycle Lanes in NYC 2nd Avenue
  44. 44. Protected Bicycle Lanes in NYC 2nd Avenue
  45. 45. Protected Bicycle Lanes in NYC 2nd Avenue
  46. 46. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% 2nd Avenue
  47. 47. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% Speed +0-14% 2nd Avenue
  48. 48. Protected Bicycle Lanes in NYC Cycling +9-160% Injuries -20% Speed +0-14% 2nd Avenue
  49. 49. Getting from A to B: Today A B A B A B
  50. 50. Getting from A to B: Future A B A B A B
  51. 51. Paris, Left bank expressway, 2012
  52. 52. Paris, Left bank expressway, 2014
  53. 53. Paris, 2001-2012 -25% Veh. Km Weekdays

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