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Presenting CHIPS project around cycle highways: Polis webinar 17 Dec 2020. Joris Van Damme
- 1. Presentation Polis Webinar 17 Dec 2020 Joris.vandamme@vlaamsbrabant.be CHIPSHighway People transport Spatial planning Innovations
- 3. 2016 - 2019 Total Budget: € 4.51 million www.cyclehighways.eu
- 4. Overview of European Funding Programmes Regional ERDF-programmes (eg. EFRO-Vlaanderen) (local or regional projects) Interreg A (eg.: Flanders-Netherlands) (cross-border projects) Interreg B (eg.: Northwest-Europe) (transnational projects) Interreg Europe (interregional projects among EU-27 countries CENTRAL/SECTORAL PROGRAMMES Horizon Europe Life Cosme Erasmus+ Creative Europe … ERDF
- 5. 5 regions 1 academic partner 1 UK partner 1 Bike industry cluster 1 Federation (ECF) + Associated partners: Region Copenhagen,… Cycle Highway Academy network
- 6. Press here for a short movie that explains the design Why cycle highways? Because there are a lot of people like Rudy
- 8. E-bikes + cycle highways = magic formula for a greener and more connected Europe Speed E-bike
- 9. of all trips in Flanders < 15 km %
- 10. But there are more reasons to invest in cycle highways
- 13. Daily integration Exercise Sports = Exercise Health Well being G r o c e r y s h o p E xe r c i s e H e a l t h We l l b e i n g R e l a x F r e e t i m e C o o k i n g P i c k u p k i d s B r i n g k i d s t o s c h o o l Cycling = Recycling lost travel time
- 14. = Survey conducted during the CHIPS project – interregb NWE https://cyclehighways.eu/
- 18. A shared cycle highway language www.cyclehighways.eu
- 19. A smart approach
- 20. Planning tools f.i. European map of potential cycle highways
- 22. A toolbox around branding & wayfinding Cycle Highway Academy Copenhagen
- 30. If you think future proof use c-codes & don’t copy the metro strategy
- 31. Keep it simple on higher scale & avoid copyright problems with Jackson Pollock
- 32. Much more in the readability toolbox https://cyclehighways.eu/tools/readability-toolbox.html
Editor's Notes
- My name is Joris Van Damme, I work for the province of Flemish-Brabant as a mobility planner and project-leader for cycle highways. On this map you see our cycle highway netwerk. As you can see our region is like a big donut around Brussels. A lot of our cyclehighways are planned towards Brussels. The provincie of Flemish-Brabant is also the projectleader of the CHIPS project. And I particated intensively in different aspects of the CHIPS project.
- CHIPS is a European cycle highway project. It’s the abbreviation for cycle highway innovations for smarter people transport and spatial planning. The aim of the project was to exchange insights and experiences, establish good practices and develop standards and tools regarding different topics around planning, designing, building and promoting cycle highways. You can find the results on www.cyclehighways.eu.
- CHIPS was funded by the interreg B program of North west Europe. So we mainly collaborated with regions from Northwest Europe. But fortunately we had also interesting associated partners outside the region, we collaborate a lot with the region of Copenhagen >>
- 5 regions were involved: Flemish Brabant, Gelderland, FrankfurtRheinMain, Rhein-Neckar, Ruhr Area 1 academic partners: BUAS. Joost and Lisette who will also give some presentation work for Buas and were also intensively involved in the CHIPS project. 1 UK partner: Sustrans (cycling association) 1 Bike cluster (Flanders Bike Valley) 1 European Federation: European Cyclist Federation. ECF for instance helped us to organise different cycle highway academies in several velocities world conferences. F.i. in Nijmegen, Dublin. Apart from these partners, we had sub-partners and associated partners (other regions, federations, national authorities, local authorities) helping us to implement the pilot projects and helping with dissemination How did it start: developing the cycle highway network is an important policy priority for Flemish Brabant. We were already working with other Flemish provinces creating a visual identitiy , and we had already been exchanging with Dutch partners. But the aim was to influence things on a European level. We started using our contacts in other regions to build a consortium to cover (most of) NWE and to tick all the boxes: academic partner, corporate partner, dissemination partner, . (we tried to include France, but that did not work at the time) . We were also in contact with Copenhagen, but they are outside the NWE programme area and finally, we only included them as associated partner.
- This is Rudy. An older guy I met a couple of years ago when we opened an important piece of the F212 cycle highway that crosses the motorway ring around Brussels. Rudy told me that the new cycle highway infrastructure convinced him to buy a speedpedelec. Rudy lives in Asse and works in Brussels. Normally he uses his car to go to his office in the centre of Brussels. Because of the F212 he is now able to arrive at his work twice as fast as with his car during rush hour. His speedpedelec in combination with a cycle highway is magic formula.
- This matrix shows the strong synergies between E-bikes and cycle highways. With a time budget of 30 minutes and good infrastructure you can easily bridge a distance of 15 to 20 km. And we know that in Flanders there are many more people like Rudy.
- 78 % of all trips in Flanders are less than 15 km. This means that in theory there are a lot of Rudy’s in the house.
- That’s why the province of Flemish-Brabant invests in cycle highways. Cycle highways are a very concrete and efficient way to create a greener and more connected Europe. They can be very important for the Green Deal. But there are more reasons to invest in them. Let me briefly elaborate some synergies.
- Different synergies: f.i. social and more inclusive, a bicycle is much more affordable than a car. Or combination with public transport. Cycle highways can be seen as a very low carbon public transport solution. They enlarge public transport options, important in corona times. And if they are planned well, they can also complete the exiting public transport and fix flaws. F.i. in this case they help you to solve the last mile from the trainstation to your work.
- And last but not least, and very relevant to today’s topic. Cycle highways provide people more opportunities to integrate more exercise and sports in their daily lives. So even when you cycle trip takes more time than sitting in your car, you in a way gain time. You f.i. gain time in the evening. When you don’t need extra time in a fitness room. When you don’t need to plan your evening run or walk to have some exercise.
- Let me conclude with another interesting result form CHIPS. We conducted a large transnational survey and there we learned that most important motivation of cyclists is not the climate or saving money or reducing traffic time. 57% of the cyclistis is motivated by health!
- This conclusion is also in line with this interesting result from the European week of sport. 65 % of sports and excercise happens outdoors, just on the way to your work or in a park. Here we see how cycle highways can tap into this very important trend. Investing in attractive cycle highways is also investing in the most important sports infrastructure we daily use.
- Let me discuss and illustrate some results of the CHIPS project. It’s of course impossible to summarize all the results, but I will outline some of them as a teaser. Let me start with an unexpected, but very important result. This is result we did not program in advance when we designed the proposal. When the CHIPS project started in 2016 we realized with the different partners form the different countries that we didn’t had a common understanding of the concept of a cycle highway. So we needed a strong shared definition and vision.
- Here you can see that we defined a cycle highway as a mobility product. It’s a mobility product like a metro, a tram or a bus service or a motorway. And just like the metro, it is in the first place designed as a more functional connection. For example for commuters. It is also a longer distance connection, up to 30 km or a bit more or less. But nut much more. It’s not like the hundreds or thousands of km motorway. A cycling connection of 200 km or more can make sense for touristic recreational cycling tours and holidays by bike, but not for daily commuters. And it’s also important that we see cycle highways as a backbone of a more local cycle network. They are connected with feeders to residential areas, attractions, suburbs etc.
- In line with this definition, we can say that the most important result was that the CHIPS project helped us to create a shared cycle highway language. At the end of the project we developed a whole language to discuss, create, improve and share knowledge. This resulted in an online cycle highway manual. On www.cyclehighways.eu And we see now how this language is used by Brussels or other regions who start to work on cycle highways.
- Another result is that we developed a very convenient smart approach to work around cycle highways. Here you see what we have called the life-cycle of a cycle highway. With 4 central stages. This approach is now used by different regions to work around different cycle highway topics. It is f.i. also used in the region of Kopenhagen.
- One of the more concrete tools we developed was a map with all the high potential cycle highways in Europe. The methodology and artificial intelligence behind it is briefly explained on the CHIPS website. This map is very useful when you start planning a cycle highway. But it is also helpful to envision the bigger picture and scale of the future network in your region or whole Europe.
- We also created design tools. On the website you can find a lot of information around design principles, f.i. width.
- We also worked on a toolbox around branding and improving wayfinding. Like you can see here, most first generation cycle highways are not all the way self-explaining. They are often a mixture of infrastructure. They don’t have self-explaining infrastructure like motorways and need some extra wayfinding measures. In CHIPS we worked around tools that help you to glue the different pieces together and promote your cycle highway as a mobility product. Let me elaborate it a bit in the next slides.
- We made an important distinction between two aspects of readability. The first aspect is infrastructural readability. This aspect has to do with elements that make the infrastructure more uniform, continuous and hence readable. For instance things like uniform infrastructure, type of asphalt,… but it can also be landscape elements like a cycle path along river or a railroad.
- The second aspect of readability is what we have called the awareness aspect of readability. Let me illustrate this point with an example
- Take for instance Bert. How can Bert know that he is entering a cycle highway? How can he become aware that the cycling infrastruture he wil use in a minute is a specific mobility product? How can we trigger him to see the infrastructure not merely as infrastructure?
- We can to this in this way. By bringing him touch with a brand or identity layer. In this concrete case we make Bert aware that he will be using the F3 cycle highway. And if he is curious, he wil discover on the website that it’s the cyclehighway between Leuven and Brussels. And mabye he will talk to his friends about this F3 mobility product. The ”code-logo” enabales Bert to understand the mobility product and talk about it, look for more information and so on. This picture is also an example of the CHIPS cycle highway pilot our region. It is on this first generation cycle highway between Leuven and Brussels that we first tested our new wayfinding tools. With this brand (F3 number logo), the cycle highway becomes a mobility product that can easily be communicated, promoted and used by new users. Let me get back to the theory.
- If you combine both aspects of readability, you get an interesting matrix. This matrix shows the interaction between the two aspects of readability. In the top right corner you have the ideal situation: uniform cycle highway infrastructure with wayfinding. Most first generation cyclehighways, like the F3 CHIPS pilot, are more like the bottom left situation. You can improve them by adding a brand and wayfinding so that they can become a mobility product that you can use (bottom right). Or course, you can only do that if there already some qualitative infrastructure. You need al least a minimum of good infrastructure. But on the other hand, we believe that you don’t need to wait for the maximum. Not only because you want sustainable solution in the short time. But also because creating a mobility product can be an efficient strategy to arrive faster in the top right corner. By creating and promoting the mobility product, you get more users and more reasons and pressure to improve it. The branding improves the support base to invest in better cycle highways.
- Here you see more pictures of the measures we took. The F3 cycle highway was the central CHIPS pilot in our region. And inspired by this pilot and our approach, another similar CHIPS pilot was implemented in the Netherlands. And we learned a lot by doing this pilot togheter with the Dutch partners.
- This is an example of the wayfinding CHIPS pilot in the Netherlands. This is Joost De Kruif presenting an interesting innovation. But lisette will tell more about it in the next session.
- Let me highlight a last insight. But there is more to discover on the chips website. “Don’t copy the metro colour strategy.” We discoved that it is important to make your branding strategy furture proof. As you noticed in my presentation, in Belgium and the Netherlands we use codes for cycle highways. F numbers. With the F from the Dutch word for cycle highway, fietssnelweg. In Belgium, we work with a code-logo strategy and central brand colours: blue and white. Some cities or city regions are tempted to copy the metrostrategy. They want to brand their important cycling routes with different colours, just like the colours of the metrolines. But what will you do if in the future you need more colours then the rainbow? I don’t have the time to elaborate this point, but there are strong arguments to stick to one central color and logo and to aim for the highest scale of branding. This strategy creates huge economies of scale.
- In Flanders we succeeded to get the 5 provinces on board. Now we have one website and when one of the five is promoting the mobility product, everyone is surfing on these efforts. This would never work with 7 seven colours.
- These and other insights can be found in the readability toolbox