Kirchberg Cycling Network

Kirchberg Toolbox

Cycling Network

Client: Fonds Kirchberg www.Fondsskirchberg.lu

Consultant: Project team: Gehl Vesterbrogade 24, 5th floor 1620 Copenhagen V Denmark +45 32 95 09 51 mail@gehlpeople.com gehlpeople.com

May, 2019

Solvejg Reigstad, associate, project manager Andreas RĂ¸hl, associate Ewa Westermark, partner, director Malin Nilsson, project architect Christian Gjessing Bruun, student architect Jules Kleitman, student architect

Contents

Prologue p. 3 Introduction p. 4

Cycling Inventory

p. 8

1.1/ Stakeholder input p. 11 1.2/ Current cycling volumes and flows p. 12 1.3/ Who cycles - the profile of people cycling today p. 14 1.4/ Current infrastructure p. 16 1.5/ Bicycle parking conditions p. 18 1.6/ Infrastructure conditions as experienced by residents and commuters p. 20 1.7/ Summary of potentials and challenges p. 22

The Cycling Network

3 4 5

Where to Start

p. 64

Summary

p. 68

Appendix

p. 72

p. 24

2.1/ A complete bicycle network p. 28 2.2/ Link to current planning p. 30 2.3/ Facility definition p. 31 2.4/ Get the mix of design solutions right p. 32 2.5/ Focus on connections to and from Kirchberg p. 42 2.6/ Add new connections within Kirchberg p. 46 2.7/ Improve crossings within Kirchberg p. 48 2.8/ End-of-trip facilities are part of the network p. 52 2.9/ Good operations p. 56 2.10/ Be aware that infrastructure is also communication p. 58 2.11/ Network to-do list p. 62

Gehl â&#x20AC;&#x201D; Cycling Network

R E D L O PLACEH IMAGE

Prologue The purpose of this document is to provide overall guidelines for a high quality cycling network in Kirchberg. The tools and embedded recommendations are developed to support the delivery of the Public Space Network Plan for Kirchberg. The document is both a standalone document and a subtheme to the overall Public Space Network Plan developed by Gehl in close cooperation with the Fonds Kirchberg. Important input has been provided through interviews and workshops with key stakeholders such as The City of Luxembourg, The Ministry for Transport & Public Infrastructure, LVI, residents and workplaces in Kirchberg. Furthermore, IMS has been so kind to share data from their 2018 “Positive Drive” campaign in Kirchberg.

A part of a bigger project

The Public Space Network Plan

Toolboxes and guidelines — delivering the Plan

Kirchberg Cases — applying strategies and tools

The objective of the overall plan document is to deliver a holistic and people-centreed public space network for the whole Kirchberg area that can serve as a tool to manage future development of the area. The public space plan is anchored in local user patterns, identities and environments through an analysis of the potentials and challenges in the existing built fabric and planned projects.

The Public Space Network Plan is the main frame for the project, and more specific topics - like cycling network - will be unfolded and explained further in related toolboxes and strategic documents.

Strategies and tools are applied at sketch design level, to selected Kirchberg sites, illustrating how the tools can be combined to create synergies and how different strategic moves are balanced.

Kirchberg

Toolbox

Kirchberg

Toolbox

Kirchberg

Toolbox

Kirchberg

Toolbox

Public Sp a Network ce Plan

Kirchberg

Ur ban Furniture Toolbox

Cycling Ne twor k

C ases

Applying Strate gie s&

and to ol s

Densifica tion Toolbox

To ol s

Car Park ing Strategy

Gehl — Cycling Network

Introduction

Why focus on the bicycle network

Current modal split in Kirchberg

The overall purpose of this work is to contribute to a Kirchberg Area that is attractive to live in, attractive to work in and attractive to visit – and thereby also attractive to invest in. One crucial element in achieving this is a high quality public space network.

cycling 2.3 %

Then why a focus on the cycling network? Because the quality of the cycling network affects the quality of life and the use of the public space in many ways: • • • •

Convenience of access to work, school, shops and homes Amount of people in the public realm The distribution of space Car ownership and use, and therefore pollution emissions, traffic accidents and traffic congestion

An overriding concern for Kirchberg is to keep the level of congestion on the roads down – or in other words to keep Kirchberg accessible.

Legend

7.7% 18%

4.4%

67.5%

Car Public Transport Walking Mix Cycling

Source: MDDI 2017 Survey of trips to and from Kirchberg

Kirchberg heat map Illustration from the IMS Positive Drive campaign, mapping travel speed by car through an app downloaded by commuteres. The red dots indicate where speeds are low i.e. congestion points.

IMS - Positive Drive analysis, September 19th 2018]

Gehl — Cycling Network

The main drivers for the high volume of car traffic to and from Kirchberg are: • Geography: Kirchberg is like an island with – in reality only 2 entry points for car traffic • Mix of functions: Unhealthy balance between workplaces and housing (too many workplaces creates relatively high volume of trips to/from) • Historically a lack of high quality public transport • A strong tradition of car focused planning including too many free and/or easily accessible car parking spots

Red Bridge entrance: Evening peak 2018

Red Bridge entrance: Long term Low ratio Evening peak

Based on current trends, the car traffic and related congestion is only going to increase. The Fondss Kirchberg is working together with partners on improving the mix of functions and the quality of the public transport to address this. By including guidelines for a better cycling network in the work of Gehl, the Fondss Kirchberg is taking steps towards using cycling as an integrated part of the effort to keep Kirchberg accessible. This document consists of the following sections: • Current status of cycling in Kirchberg • Network layout recommendations • “Where to Start”

Modelling of expected motor vehicle volumes, afternoon peak hour. The modelling shows significant increases, for example +40% on the Red Bridge. TR Engineering 2018

The newly established two-way cycle track along Avenue J.F. Kennedy, one example of ongoing improvements of bicycle facilities in Kirchberg

Gehl — Cycling Network

A people focused cycling network

Approach to the network design There are already today decent cycling facilities in Kirchberg. In general the quality of cycling is considered better in Kirchberg than in most other parts of Luxembourg City by the people surveyed as part of this project. Yet based on input from people surveyed, research on cycling, and experience from best-practice cities, considerable improvement is needed in Kirchberg if the cycling network is to be improved to a truly high quality network and a level matching international best practices. To ensure such a level of quality, the recommendations presented in this document are based on the following approach to designing the network: Cycling at eye level in Kirchberg

The quality of cycling should be for all ages and abilities, meaning that the quality should not just be for people with a lot of experience in cycling but also for kids and other groups with less experience in cycling:

Cycling in Kirchberg is percieved as safer than in Luxembourg city Kirchberg Kirchberg

Luxembourg city • Cycling between key destinations such as Luxembourg City workplaces, schools, shopping and residential 2 3 4 5 6 7 8 0 1 areas should be direct and intuitive (and should not Very un-safe involve looking at a cycling map) Bicyclists traffic safety feeling • The perception of safety is a key parameter to Source: Summer Survey Interviews respect and improve • Travel time is important and should be competitive with other modes in as many travel relations as possible • Cycling should support walking and public EU institution commuter distances transport • Focus is on commuter trips to/from Kirchberg and on local trips inside Kirchberg 8% 0-5 km 0-5 km

The basic of the design is to provide physically separated cycling infrastructure on all larger streets and traffic calming on the smaller streets. This is to be combined with a path network and a focus on intersections.

8% 9%

30%

4.793

17%

22%

6-10 km 6-10 km 11-20 kmkm 11-20 21-30 km 21-30 km 31-40 km 31-40 km 41-50 km 41-50 km >50 km >50 km

Commute distances for European institution workers [source: Verkéiersverbond, June 16th 2017]

Gehl — Cycling Network

9 10 Very safe

Consequences for other traffic modes The main consequence of this approach for other modes of transport is that space for cars on some streets will be partly allocated to cycling facilities, that conditions for walking will improve due to the increased separation of walking and cycling, and that local streets will move further towards a public space rather than (just) a road for cars. The network approach is designed to ensure an overall positive effect on public transport both through improved connectivity between the cycle network and public transport and through a general contribution to a less car-dependent lifestyle. Though depending on more detailed design on specific street sections, some local negative effects on buses cannot be ruled out.

Potential for more cycling!

66%

of the commuters, living within <5 km radius, arrive by car Current modal split broken down in distances... [source: IMS - Positive Drive analysis, November 22nd 2018] (49 out of 76 participants... a total of 326 participants)

The long term aim is that an increased focus on cycling will contribute to better mobility, not only for people cycling but also for car users, as more trips will be converted from car to less space consuming modes including not only bike but also public transport, ridesharing and walking.

The Green lane project

32% No way, no how

1% Strong and Fearless

7% Enthused and confident

60% Interested but concerned

“Only 2% of the interested but concerned group felt very comfortable on a major street with four lanes, on-street parking and traffic speed of 30-35 mph with a bike lane (...) When the Separated bike lane was suggested, 43% said they would feel very comfortable riding in this facility” People for bikes; The Green Lane Project

32%

60%

The adult population can be diveded into the above four segments when it comes to cycling. And the size of the segments is rather constant no matter which city is measuring using these categories. Source: People for Bikes; The Green Lane Project

This segmented approach to cycling orginally developed in Portland - is also relevant in a Kirchberg context. The “Interested but concerned” is the key group to get cycling when the goal is a volume that positively affects the overall mobility in the area. This is where facilities such as physically seperated bike lanes on busy streets are crucial.

Gehl — Cycling Network

1/ Cycling Inventory

1/ Cycling Inventory This chapter consist of a short status on cycling in Kirchberg. The status focuses on the following themes:

1.1/ Stakeholder input Challenges & potentials as identified by local stakeholders and experts 1.2/ Current cycling volumes and flows 1.3/ Who cycles - the profile of people cycling today

1.5/ Bicycle parking conditions 1.6/ Infrastructure conditions as experienced by residents and commuters 1.7/ Summary of potentials and challenges

1.4/ Current infrastructure

Cycling in Kirchberg is also to sense the greenery

Gehl — Cycling Network

One element in increasing cycling is to “normalize” cycling, not just when the sun is out but also in less attractive weather

CYCLING INVENTORY

1.1/ Stakeholder input

Stakeholder input on the challenges and possibilities related to cycling in Kirchberg was provided throughout the project, starting with a workshop on cycling in October 2017. Below are highlighted some of the challenges and potentials mentioned during workshop.

A lot of people would bike if infrastructure is good and if itâ&#x20AC;&#x2122;s fast! Input from Stakeholder workshop October 5 2017

Why should I use a bike when I have a tram driving every 5 minutes through the centre of Kirchberg? Get on the tram with a bike? Input from Stakeholder workshop October 2017

Raising the security level of the cycling ways; faster and healthier than driving by car. Input from Stakeholder workshop October 5 2017

Challenge to get people to use their bicycle instead of their car Input from Stakeholder workshop October 2017

A potential of going fast from point A to point B! Input from Stakeholder workshop October 2017

A lack of visibility/existence of bikeways Input from Stakeholder workshop October 2017

Discussion and identification of challenges and possibilities during stakeholder workshop, October 2017

Gehl â&#x20AC;&#x201D; Cycling Network

CYCLING INVENTORY

1.2/ Current cycling volumes and flows An overview of the current cycling volumes and flows in Kirchberg Overall observations are:

Current modal split in Kirchberg

• Low cycling numbers both in absolute numbers and market share, though some volume at the Red Bridge and first part of Avenue JF Kennedy

bicycle 2.3 %

• Signs that cycling is increasing both at local (internal Kirchberg) and commuter level • Cycling is seasonal, with much higher numbers in the summer than in the winter • Lack of solid data based on longer time series to qualify this assesment • Bicycle counts being improved due to automatic counters now installed • Large potential for increased cycling, illustrated among other things by the high market share for the car even for trips below 5 km

Legend

7.7% 18%

4.4%

67.5%

Car Public Transport Walking Mix Biking

Source: MDDI 2017 Survey

The map is illustrating the current flows of commuter cycling flows to and from Kirchberg. A full picture should also include local trips and kids going to and from school [Source: IMS - Positive Drive analysis, September 19th 2018]

Gehl — Cycling Network

CYCLING INVENTORY

75%

66%

102

of the commuters, of the commuters, living within living within 5<_<10 <5 km radius, arrive by car km radius

Current modal split broken down in distances...

216 156 192 138 114

54 78 96

[source: IMS - Positive Drive analysis, November 22nd 2018] (49 out of 76 participants... a total of 326 participants)

168 180 174

246

72 66

594

108 108

228 252

216 12

108

204

36 18

306

312

180

264

174

342

132

648

Winter Cyclist Counts

366

1.764

324

486

Cyclist Count

648 546 720 96 300

300

200

100

Total Flow Count [8:00 - 22:00]

Total Flow Count [8:00-22:00] [Source: Summer flow counts, Tuesday May 29 and Saturday June 2nd 2018]

Bicyclists (Weekday) Bicyclists (Weekend)

Summer Winter

Bicyclists (Weekday) Bicyclists (Weekend)

By which mode do the European Institution’s employees commute?

Legend

22%

4.793

59%

Car Bus Bicycle Walking Train Motobike

EU Institutions The volume of the EU employees makes them interesting as a special target group. Data indicates that this group today is more likely to cycle that the Kirchberg average.

Source: Verkéiersverbond numbers

Gehl — Cycling Network

CYCLING INVENTORY

1.3/ Who cycles - The profile of people cycling today User profiles A range of diffrent groups cycle in Kirchberg. The main group is commuters but also local trips, for example taking kids to and from school or kindergarten is not out of the ordinary. From a cycling promotion perspective, it is positive that there is already a culture of cycling where cycling is done in a rather relaxed way contributing to a picture of “people on bicycles” rather than the more impersonal “cyclists”. As the surveys to the right indicate, the peaks of cycling are different depending where in Kirchberg you are. The registrations also showed e-scooters or similar “micro mobility” devices being quite common. In general a good cycling infrastructure makes it easier to accomodate these modes as well.

7% Legend

17% 10%

63%

Ordinary Bicycle City Bicycle (Vel’OH) Sports Bicycle (Roadbike) Cargo Bicycle Folding Bicycle Other (Scooter, Segway...)

15% bring children/passengers along on their bike [Source: Bicycle type registrations, 530 registrations, Thursday May 31st 2018]

The people cycling in Kirchberg are quite diverse in both age and gender. Not sports cycling, but “casual” or civil cycling, is the dominating image. Furthermore the role of other means of “micro-mobility” in the shape of e-scooters is worth noting.

Gehl — Cycling Network

CYCLING INVENTORY

How often? Below some characteristics of cycling in Kirchberg. Source: Gehl & TR Engineering, counts and questionnaire, Tuesday May 29th and Saturday June 2nd 2018

32%

Legend

32%

Daily / Almost Daily 2-5 Times per Week Occasionally / Rarely

36%

Flow counts (averages)

Recreative or/and local cycling trips seem to be the dominating trip type in the Parc Reimeerwee Flow counts (averages) 60

48 42

Hourly count (total)

Weekday

Weekend

Flow counts (averages) 6

0 9

Parc 12Reimerwee

180 14

300

0 14

0 15

Time of the day

250

0 21

0 22

276

Weekday Weekend 6

6 Peaks in the morning and afternoon illustrates that commuter cycling is the Flow counts (averages) dominating trip type on the Red Bridge 0

Time of the day

Hourly count (total)

198

200

186

120

114 100

18 72

0 14

The Red Bridge

15 Time of the day

18 66

Weekend

Weekday

96 60

Weekday

156

150

Time of the day

0 17

0 21

Gehl â&#x20AC;&#x201D; Cycling Network

CYCLING INVENTORY

1.4/ Current Infrastructure The current cycling infrastruture in Kirchberg is considerable, though also characterised by

Cycling infrastructure in Kirchberg today. A broad variety of facilities. 16

Gehl â&#x20AC;&#x201D; Cycling Network

quite a variation in the design. Below are just some examples of the different designs.

CYCLING INVENTORY

Many actors involved The City of Luxembourg and ministries representing the national level are the key actors when it comes to regulatory framework, decisions on funding, and allocation of space for cycling, potentially with the Fonds as a central partner. Furthermore the many parties

City of Luxembourg

existing in Kirchberg have a role both when it comes to decisions on physical solutions, such as bicycle parking, and when it comes to softer measures for mobility management or other kinds of potential cycling promotion.

Cultural Institutions

The state Ministère de l’Intérieur Ministère de la Mobilité et des Travaux publics

People NGOs

Housing associations

(LVI and others)

living, working and spending time in Kirchberg

Fondss Kirchberg

Workplaces

Retail

Developers

Gehl — Cycling Network

CYCLING INVENTORY

1.5/ Bicycle parking conditions Observations and sample counts have been done at a number of bike parking facilities. Some are highlighted on the map below. The general picture is that bike parking - when available - is characterized by a very functional and modest approach, often as an add-on to buildings and not designed as part of the buildings from the start. The standard is seldom high quality – and comes across as poor compared to the state of the art car parking facilities that most buildings - whether workplaces, residential or other purposes - offer in Kirchberg. In some places, dedicated bike parking was observed as integrated into car parking garages, though the impression was that bike parking was “squeezed into the corner” rather than “prioritized and catered for” through design, signage, access and function. The focus on combining cycling and public transport is illustrated by the mBoxes that are starting to pop up in several places. The newly upgraded bikeshare system - now offering e-bikes - is an important part of the public transport system in Kirchberg.

50 46

22 18

20 24

44 25 5

Gehl — Cycling Network

4 2

CYCLING INVENTORY

15 1

12 1

17 21 12

20 16

40 15 6

20 11

37 12

12 4 5 11 6 7

Legend

parked bicycles - daytime

bicycle parking spots bicycle

If evening survey was made 20 20 5

Bicycle parking which was surevyed surveyed [Source: Bicycle parking registrations, 4th-6th of June 2018]

Gehl â&#x20AC;&#x201D; Cycling Network

CYCLING INVENTORY

1.6/ Infrastructure conditions as experienced by residents and commuters Feedback on the user experience of cycling in Kirchberg has been collected through three channels: • The Gehl and TR Engineering May-June 2018 survey which included short interviews with people in Kirchberg, also people cycling • The IMS Positive Drive campaign • An online survey conducted by Fonds Kirchberg in summer-autumn 2018 focusing especially on signage, but with many inputs on cycling quality in general A couple of elements are repeated themes in the feedback: • The lack of separation or clear separation of bicycles & motor vehicles and bicycles & pedestrians • Issues related to the crossings

“Less mixed zones” “No mixed spaces” “More dedicated cycling paths”

“Drop the speed limit to 40, too many people walk on the bike lanes”

[source: Gehl & TR summer interviews)

Here are some examples of the input given by people cycling in Kirchberg.

[source: Gehl & TR Summer interviews)

“I am regularly cycling through the park (Reimerwee) and I keep experiencing people walking on the bicycle path.” The sign on each end of the park is obviously not enough.

[source: Fondss Kirchberg interviews)

“Buttons for the bicycle traffic lights along JFK have been installed so close to the crossroads that the front wheel is on the crossroad before the button is operatable”

“The tram and bicycle traffic lights are not synchronized, and cyclist are therefore blocked by red lights although the parallel traffic crosses the crossroads”

[source: Fondss Kirchberg interviews)

“Whatever roundabout in the area is a nightmare to cycle”

“At the Red Bridge a white line clearly separates the sidewalk and this should be done all over Kirchberg where pedestrians and bicycles share the sidewalk”

Gehl — Cycling Network

“Less traffic would be great” [source: Gehl & TR Summer interviews)

[source: Fondss Kirchberg interviews)

CYCLING INVENTORY

IMS Survey results In the IMS, survey participants were asked a range of questions concerning mobility - among them was cycling. For example, they were asked “which is the best and the worst place to cycle in Kirchberg?” The “wordle” below summarizes how people responded. These were mainly answered by people cycling

IMS did the following summary of the responses regarding worst place to cycle: • Pfaffenthal because there is a competition for space. Bikes and walkers share the same space creating tension in Kirchberg. This was mentioned also directly “around bus / tram station”, “sidewalks”. • Pfaffenthal Station was mentioned by 17% of the respondents to that question • Boulevard Konrad Adenauer by 13% • Other responses focused on road work, Luxexpo and integration with sidewalks

Best cycling conditions in Kirchberg

62% Positive drive participant survey; “Where is the BEST place to cycle in Kirchberg?”. [Source: IMS - Positive Drive analysis, September 19th 2018]

of cyclists asked cited Avenue JFK as the best place to cycle in Kirchberg [Source: IMS Positive Drive)

Worst cycling conditions in Kirchberg

Positive drive participant survey; “Where is the WORST place to cycle in Kirchberg?”. [Source: IMS - Positive Drive analysis, September 19th 2018]

Gehl — Cycling Network

CYCLING INVENTORY

1.7/ Summary of potential and challenges Below is a summary of potentials and challenges regarding the future development of the Kirchberg Bicycle Network. The resume is based on the numbers,

user feedback, observations and dialogue with stakeholders which provided the basis for the inventory on the previous pages.

Current network potentials Low Cycling Numbers but Increasing: Low cycling numbers, though signs that cycling is increasing both at local (internal Kirchberg) and commuter level - yet lack of solid data based on longer time series to qualify this assessment A market for cycling Large potential for increased cycling, illustrated among other things by today’s high market share for the car even on trips below 5 km (66%). A cycling culture to build on The people who are currently cycling in Kirchberg are a diverse group, dominated by “civil cycling”, not sports cycling. This makes it easier to build a mainstream culture around cycling No need to start from scratch Several facilities for cycling in place, also several that work well, such as some sections on Adenauer, local paths and the new two-way facility on Avenue JF Kennedy

Current network challenges An unhealthy mix Cycling and walking often mixed, also on sections where separation would have been a better solution. This causes confusion, unnecessary conflicts and sends the signal that cycling is not real transport Non-intuitive facilities: Facilities often squeezed in based on what is possible rather than designed based on what would be best solution. Furthermore facilities such as separation might be in place, though detailed quality is lacking and causing confusion Missing links Still a fair amount of missing links in the network, i.e. where people on bikes are forced to mix with cars or not have access Travel time Cycling in Kirchberg often suffers from unnecessarily long travel times, for example caused by mix with pedestrians, long waits at intersections, lack of crossings and large blocks The Red Bridge The Red Bridge, a crucial link to the city, is increasingly a bottleneck in rush hour for people cycling and walking Bike parking When bike parking is available it is often based on a modest and very functional approach, seldom high quality – and poor quality compared to the state of the art car parking facilities in Kirchberg Organisation of cycling improvements Some stakeholders find it unclear who is responsible at the end of the day for the “full package” of cycling improvements and promotion in Kirchberg The perception of cycling Cycling is not considered “normal”, and this affects both people working professionally with planning, major stakeholders such as companies, and potential users of the bicycle network

The next chapter consists of recommendations for the development of the network, to take it to the next level. Part of this is addressing how to build on the potentials and how to gradually eliminate or reduce the challenges.

Gehl — Cycling Network

CYCLING INVENTORY

Typical issues with the current infrastructure Below a few pictures from Kirchberg illustrating some of the typical challenges and some of the good examples

which also exists in Kirchberg. “Pink” signals challenge, “green” good example.

Crossings Signals and waiting times

From separate to shared

Clear design

Conflict with bus passengers

Local path, no need to seperate

Unclear separation

Clear design

Sudden gap in the network

Shared infrastructure Mixed with pedestrians

Separated infrastructure Overflow of pedestrians

Missing links No bicycle access

Gehl — Cycling Network

2/ The Cycling Network

2/ The Cycling Network The focus of this chapter is how the cycling network in Kirchberg can be taken to the next level. First presented is the suggested layout for the overall network including the

link to the current planning. This is followed by more detailed recommendations on seven key themes for the development of the network.

The seven key themes to be discussed are:

Get the mix of design solutions right

End of trip facilities as part of the network

• • •

Provide physically separated cycle lanes Provide off-street paths Provide traffic calmed streets with no dedicated cycling facilities

Focus on connections to and from Kirchberg • • •

Improve and future proof crucial links Create new shortcuts Eliminate missing links

Add new connections within Kirchberg • • •

Involve citizens/aquire citizen input Improve the connections identified Include shortcuts when planning new areas

Improve crossings within Kirchberg • • • •

Prioritize bike parking Work with the stakeholders Set ambitious goals

Good operations • • •

Maintenance Building sites Organisation

Be aware: Infrastructure is also communication • • • •

Build infrastructure with consistent quality Provide extra features when network in place Focus on signage Treat bike parking equal to carparking in terms of focus and quality

Improve crossing conditions Implement missing crossings Adjust waiting times Implement new standards gradually

Each of the seven themes are treated by: showing best practice examples; discussing current practices in Kirchberg; providing reccommendations in a Kirchberg context; and by providing illustrations at concept level of how the recommendations can be implemented in Kirchberg. The aim of this chapter is not to compete with or repeat existing design guidelines. The focus is to build on existing work and knowledge, both Luxembourgerish and international, and use this in a Kirchberg context with the purpose not on detailed design, but on creating a framework for how to develop the “Kirchberg bicycle network”, how to take it to the next level. The suggested network layout is presented on the section 2.1.

Gehl — Cycling Network

BE S T P R A C T I CE

Cycling guidelines Various examples There are many good and detailed guidelines on cycling out there:

Figure: A selection of available guidelines of for cycling infrastructure. Based on the ambitions for the Kirchberg Bicycle Network, especially the Crow (NL) and Focus on Cycling (Copenhagen, DK) provide relevant inspiration for more detailed design.

...and many cities are recently implementing or improving their bicycle network with the physically separated cycle lane as the core

Copenhagen & Amsterdam, two cities with a coherent existing high-class cycling network.

0ppp-aaaa.mm.jj-nvv

...and Luxembourg already has quality design guidelines Fußgänger- und Radfahrerfreundlichkeit öffentlicher Gebäude

Checkliste und Illustrationen Formation Fonds Belval 11 janvier 2018 Christophe Reuter christophe.reuter@mob.etat.lu

MAM VËLO OP D’SCHAFF ODER AN D’SCHOUL

USER GUIDE

Modal Split

2017

Luxemborg documents focusing on cycling in different ways, including updated national design guidelines. Documents that are to be consulted in case of doing detailed design in relation to the Kichberg Bicycle Network.

Gehl — Cycling Network

THE CYCLING NETWORK

2.1/ A complete bicycle network A complete bicycle network is made up of different typologies based on the context and needs. This page shows the recommended Kirchberg Bicycle Network layout including types of facilities. Below is our approach to the design in brief. The approach to designing the Kirchberg bicycle network: • Cycling for all ages and abilities • Direct and intuitive connections to all key destinations • The perception of safety is a key parameter to respect and improve • Travel time is important • Cycling to support walking and public transport • Focus on commuter trips and local trips inside Kirchberg Cycle Tracks Physically separated cycling lanes along larger street, preferably 1-way on each side of the street. Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling. Traffic calmed or separated Streets where both a physically separated lane for cycling or traffic calming can be a solution. Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/and change in material is clearly indicating which space is used by whom. ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care. New cycling connections (“short cut”)

New cycling & walking connections (“short cut”)

Gehl — Cycling Network

THE CYCLING NETWORK

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

2.2/ Link to current planning The existing Kirchberg bikeway map shows the intended development of the Kirchberg Bicycle Network. This plan has functioned as a base on which we build on, and our recommendations sometimes concur with this plan and sometimes differ.

Choice of facility - examples where the recommendations differ: • The recommendations in this document include to implement one-way separated facilities on each side of both Adenauer and The Red Bridge • The recommendations in this document include to consider traffic calming instead of separated facilities on Alponse Weicker & Marcel Fischbach • The recommendations in this document include to implement a bicycle route all the way through the Parc Reimerwee with space dedicated to cycling (pedestrians should still be able to take the same route with a clear separation to indicate on which side to cycle and on which side to walk) • The more long term recommendations in this document include to implement one-way separated facilities on each side of both Circuit de la Foir International and Pierre Frieden

Gehl — Cycling Network

Design approach - example of a difference: • As part of this document, the following is a recommended standard design: When a street has the combination of separated bicycle facility and onstreet parking, the bicycle facility should be between the sidewalk and the on-street parking and not - as illustrated on the map above - the other way around.

In common: • The extent of the network • A focus on physically separated facilities • Avoid mixing cycling and walking

THE CYCLING NETWORK

2.3/ Facility definition Cycle Tracks Physically separated cycling lanes along larger street, preferably 1-way on each side of the street.

Example of physically separated cycle track, Kirchberg How to separate bicycles and motorized traffic...

Physical separation can be done in many ways; examples are rubber bollards, greenery, a concrete buffer, a simple curb or parked cars. Key is a solution that fits local context and provide a feeling of safety for people cycling Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling.

Traffic calmed street, Vestervoldgade, Copenhagen Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/ and change in material is clearly indicating which space is used by whom.

Example of off-street path, bicycle route, Copenhagen ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care. Cyclist and pedestrian heading to Auchan North Plaza Gehl — Cycling Network

THE CYCLING NETWORK

2.4/ Get the mix of design solutions right A cycling network consists of different design solutions. To ensure a network that delivers on the goals defined in the introduction the Kirchberg Bicycle Network should consist of a mix of the following infrastructure solutions: • Physically separated cycle lanes along busier streets (sometimes refered to as cycle tracks) • Traffic calmed streets with no dedicated cycling facilities • Off-street paths

Recommendations regarding these solutions are presented in this section. Prior to that is a section discussing one of the key issues when designing a high quality cycling network:

“When to separate and when not to separate?” This question is referring to the decision on when it is needed to introduce a physically seperated cycle lane separate from the motor vehicle lanes, and when a solution for cars and bicycles to share the lane is more appropriate.

Example of traffic calming street, Amsterdam

Example of off-street path, Copenhagen

Gehl — Cycling Network

Example of physically separated cycle track, Kirchberg

THE CYCLING NETWORK

12 m

2,5 m

3,5 m 1 m

13 m

When to separate cars and bicycles Based on thorough guidelines such as the Dutch CROW and research among people cycling or wishing to cycle in different Western countries, the following rule of thumb should guide the decision on when to separate and when not to physically separate bicyles from motor vehicles:

This is also why several streets on the map showing the suggested Kirchberg cycling network are highlighted as streets were both a solution with a separate lane and a solution with traffic calming and no separate lane can be good solutions. Decisions on the design of those streets should depend on a more detailed local analysis.

If daily motor vehicle volumes are below 1,500-2,000 P - or can be down to that through traffic 2m brought 2.5m 9m 2.5m level 2m calming - AND the speed limit is 30 km/h or lower, then a solution where bicycles and cars share the road should be considered and might very well be the best solution. If daily motor vehicle volumes are above 2,500 vehicles or/and the speed limit is above 30 km/h, a physically separated lane for cycling is recommended.

12 m

Local Streets, 30 km/h

2,5 m

Separation Prognosis based on daily motor vehicle volume 7m 2,5 m 3,5 m 1 m 13 m 2,5 m 3,000 + Probably

As indicated by the vehicle numbers mentioned, it is not an exact science to make the decision, especially not when daily motor vehicle volumes are somewhere between 1,000 and 3,000. Not only the volume and speeds of cars should be taken into consideration, but also the urban context – what functions, what other uses – and the profile of people cycling on the street should be taken into account before making a decision.

11 m

1 m 2,5 m

2,5 m

3,5 m 1 m

2,000

Maybe

1,000

Probably Not

Source: City of Vancouver, AAA Guidelines

13 m

P 2m

To separate or not to separate - Rue Alphonse Weicker

2.5m

Rue Alphonse Weicker is an example of a street where both traffic calming and a cycle track might work, though on this street our reccomendation is to prioritize traffic calming. Physically separated cycle lane - potentially with added density

11 m

1 m 2,5 m

2,2 m

6-7 m

2,2 m

2,5 m 1 m

13 m

Traffic calmed street - potentially with added density

11 m

1 m 2,5 m

2,5 m

3,5 m 1 m

13 m

Gehl — Cycling Network

THE CYCLING NETWORK

Provide physically separated bicycle lanes along busy streets A

As mentioned in the introduction to this chapter, many thorough guidelines are written on how to design physically separated bicycle lanes. A classic is CROW, the Dutch design book on cycle infrastructure, but most countries have similar handbooks. Some cities have their own versions to ensure a coherent standard of design, one such example is “Cycle Focus in Road Projects” from the city of Copenhagen. A good buffer

Firstly and most important is to make sure the buffer to the car lanes is sufficent so the perception of safety people cycling is high. A buffer can be a narrow strip of greenery, parked cars, a curb, bollards or other kinds of physical barrier. How the buffer is more precisely designed should be decided in a local context and with an eye to other factors such as maintenance costs, standardization and aesthetics. Design that communicates clearly

Secondly, it is important that the design clearly communicates that the track is reserved for cycling, this to avoid conflict with pedestrians. More on the importance of “infrastructure that communicates” below.

Sufficient width

Fourthly, there is the matter of width. One person cycling just requires a width of 1 m. But based on the overall ambitions of cycling in Kirchberg, the minimum width should be based on two people to be able to cycle along side by side to have a conversation, whether it is child and parent or two colleagues. Such a width furthermore ensures that people cycling fast can overtake people cycling less fast. While a 2 m width for a one-way facility meets this criteria, it should be considered that many cities are seeing a recent growth in the use of cargo bikes including e-cargo bikes. A design that can accommodate a normal cycle overtaking a cargo bike or vice versa is recommended. This means a width of around 2.2 m. For two-way facilities the recommended width is 3-3.5 m and a mimimum of 2.5 m.

Bike Path Width

Theoretical Capacity Subjective Capacity

Subjective Capacity

Physically Possible

Comfortable

(Max. # of bikes)

(Max. # of cargobikes)

1,35 m 1,60 m 2,0 m

The space reserved for cycling communicated through clearly visible icons, Red Bridge.

Aim for one-way tracks

There is an ongoing discussion on two-way cycle tracks vs one-way cycle tracks. It is recommended as a first priority to aim for one-way cycle tracks on each side of the street. This provides a future-proof capacity, better access to destinations along the street, a more intuitive interlink of the different tracks and most importantly makes safety issues at crossings easier to handle. Although, two-way solutions function perfectly well in many cities all over the world - just as the two-way cycle track on Avenue JF Kennedy is considered by many as the best place to cycle in Kirchberg. So again, it is recommended to have oneway solutions as the clear first priority, but also to design based on an understanding that a two-way cycle track for a range of reasons can turn out to be the appropraite – or the possible - solution in a specific context. 34

Gehl — Cycling Network

2,2 m 2,4 m 2,5 m 2,7 m 2,8 m 3,0 m Capacity on cycle tracks, theoretical and at eye level perspective, original figure from City

of Copenhagen. Capacity on one-way cycle tracks depending on width, theoretical and percived by people cycling (“subjective”), figure from City of Copenhagen.

THE CYCLING NETWORK

Example: Rue Erasme

Future of Kirchberg In Rue Erasme, both the potential of the street, the traffic volumes and the general goal of separating cycling and walking supports a redistribution of space with a reduced number of vehicle lanes. Due to Rue Erasme’s role as an important connector, physically separated cycle lanes are proposed. The buffer towards the motor vehicle lanes is formed by a “flex lane.”

North Rue Erasme - Wide street section with plenty of space, still pedestrians and cyclists are to share a rather narrow sidewalk

See Kirchberg Cases report,for Rue Erasme concept design in more detail

South Rue Erasme - Different paving materials, but uncertainty remains where cyclists and pedestrians should travel

Vision

Now

Current - Two car lanes in each direction. Mainly “shared space” for people walking and cycling.

2,2

2,5

2,2

4-5

2-3

10 ca

Proposed - An upgraded street including physically separated cycle lanes on each side, the buffer to the car lane is a “flexlane” with a35mix of use such as trees, on-street parking, turning lanes and bus stops.

Example: Boulevard Adenauer It is recommended to introduce one-way cycle tracks on both sides of Boulevard Adenauer in the full length of the street. Below is a quick visualisation. Concept design for this end of Adenauer should be coordinated

Now

2,2

with improvements of the area around the Funiculare / Phaffental and the crossing of JFK. Design should also be coordinated with decisions on a potential tram line on Adenauer.

Vision

2,5

2,2

4-5

2-3

10 ca

2.2

Three lanes for motor vehicles and a rather narrow sidewalk to share for cycling and walking.

A generous one-way cycle track, better conditions for walking. The number of lanes for motor vehicles reduced to two.

Gehl — Cycling Network

THE CYCLING NETWORK

Traffic calming streets to complete the network B

On many smaller streets there is no need for dedicated bicycle infrastructure. As mentioned above, as long as the speed and the volume of the cars is low, it is perfectly fine just to cycle on the street. Therefore traffic calming streets are a central part of the Bicycle Network. Crucial for well-functioning traffic calming streets is that they are not just regulated through signage indicating low speed limits, but are also designed in a way that visually indicates that the street has many different kinds of users, and that only slow-going cars are welcome and permitted. This ensures that car drivers do not go too fast and communicates to other users that fast cars are not to be feared, and activities such as cycling are safe. • Focus on physical traffic calming not only through posted speeds but also through physical solutions such as curves, bumps, chicanes, surface change, etc. If on-street parking this can be located so it strengthen the traffic calming. • Treat the street not just as a link for traffic, but also as a public space with greenery and urban furniture such as benches, play elements and bicycle parking integrated in the design. • Design the road network in a way that secures traffic calmed streets are not used as short cuts for cars. Today: there are some markings indicating to vehicles to slow down on Rue Alberte Borschette, but the street design itself could further support this.

Today: Street in Grünewald where low speed is indicated through signage but road design does not support this

Gehl — Cycling Network

THE CYCLING NETWORK

Future of Kirchberg

A neighbourhood street The Kirchberg street shown below is existing and its dimensions are unlikely to change. Though the quick visualisation shows how it could look, the key is to understand and design the street much more as a place which can be used for meeting neighbours, playing and

Now

adding green values while also functioning as a local street for residents. Potential interventions: A more compact street and the addition of urban furniture susch as seating and play elements.

Vision

2,5

Existing street: very wide and dominated by parked cars.

Traffic calming, proportion of city-streets:

85% Munich

2,5

Same street but another approach: the street as a public space, more compact with cars only as “guests”

A key player As the numbers to the left illustrate, traffic calmed streets play a large role in many European cities. This shows the potential of this typology for the cycling network, but also - with the right design - for adding to the quality of the public space.

78% Berlin 75% Vienna 63% Basel 54% Zurich 50% Hamburg Source: Pucher and Buehler 2017

Bern, one of many cities where traffic calming streets help create both public life and good cycling conditions

Gehl — Cycling Network

BE S T P R A C T I CE

Traffic Calming & Play Various examples Kirchberg already hosts several schools and even more are in the planning stage. Traffic calming next to schools is important both for traffic safety concerns and to make it attractive for children to cycle or walk to school. At the same time, these streets are where children, parents and teachers all

meet before and after school and potentially during breaks. Therefore, traffic calming design for such streeets provides an opportunity to create not just streets but meeting places. Below are a couple of good examples of this approach.

Play street outside a school in Odense, Denmark. The space can be used both by school children during or after school, and by adjacent residents

Vestervoldgade, Copenhagen. Originally a quite busy street, now reduced to 1 car lane each way and traffic calming including a street section that works not just as a link for movement along the street, but also as a public space with a widened sidewalk, added greenery, seating and play elements in relation to the neighbouring school (the red brick building to the right in the picture)

Gehl â&#x20AC;&#x201D; Cycling Network

BE S T P R A C T I CE

Traffic Calming Various examples Not one but many good solutions Traffic calming can be done in many ways and the exact solution should be tailored to the local context. Below are some good examples.

A narrowing of the street through refuges shifting from side to side reduces speed and creatse small spaces to use for planting or urban furniture, such as seating or bike parking. Luxembourg City.

A traffic calming street crossing a pedestrian priority street. A shift in paving and patterns plus a slightly raised area indicate the need to slow down. MalmĂś, Sweden.

Sand boxes, public seating and playhouses are very efficient traffic calming measures. The street is also a public space for residents to use for social or play purposes. The Potato Rows, Copenhagen.

Different material and colour, and a wide median both changes the character and calms car traffic. Amsterdam.

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

Off-street paths

A good cyling network is not just the big scale, the official streets and the regulated crossings. It is also about small local connections and shortcuts, and respecting desirelines at the microscale. The third major element of the Kirchberg Cycling Network is the off-street paths. In Kirchberg such paths come - and should continue to come - in two shapes: • A path that is divided into a space for cycling and space for walking • The path where cycling and walking share the same space Type of off-street path – to share or not to share Only use shared-paths on very local paths or where there is a parallel separated off-street path or on-street facility. The latter case ensures that there is another option than the shared path for people cycling faster (and often longer), limiting the risk of mixing faster bicycles with people walking. Width This depends on context and how local the path is. If it is a potentially busier path with a district wide function, the minimum width of an off-street cycling-only path should be 2.5 m. This is comparable with the recommended width of a two-way on-street cycling track (see previous section on on-street facilities).

Today - In parts of Parc Réimerwee people walking and people cycling are led through on separate routes which decreases social safety, yet the intended use of the different paths is not clearly communicated, which leads to confusion, according to user feedback. The crossing of Kalergi is also highlighted as being in need of an upgrade, to make people cycling across more visible to cars, to make people cycling slow down when crossing the street, and to make the entrances to the park more appealing. 40

Gehl — Cycling Network

Separation between cycling and walking This should be visually clear for everybody. The separation can be done in several ways. A commonly used method is to differentiate materials. If the surface of the walking part is slightly rugged, it further improves the chance that people cycling will stay on the designated cycling part. Signage or other visual indicators on the ground should be added along the path to remind users of how the path is divided – or shared. This will also address users accessing the path from unexpected places. While it is a balance, too much signage can clutter the public space.

Today - Shared space for people walking and people cycling in some routes

THE CYCLING NETWORK

Shortcuts & traffic calming for bicycles Focus should be on how off-street paths can help create shortcuts for people walking and cycling. All local paths should, as a starting point, be allowed for cycling. If problems arise with people cycling at high speeds, the first step should be to introduce bumps and other measures to reduce the speed, rather than making cycling forbidden. Awareness of the potential for shortcuts is an important part of a well-designed cycling network - see more on this below in the section on local connections and shortcuts. Barriers Sometimes barriers at entrances or elsewhere are established to slow people down or to deter cars from entering the path. In this case, barriers should be designed to enable the passage of cargo bikes.

Kiem: An example of a local path where separation between cycling and walking is unnecessary

BEST PRACTICE

Off-Street Paths

A clear difference in paving combined with cycle related urban furniture (the slightly tilted bin) communicates where pedestrians and cyclists should be. Lighting is incorporated through discrete LED lights in the paving surface. Amager Faelled, Copenhagen.

A clear difference in paving combined with signage communicates where pedestrians and cyclists should be. Ă&#x2DC;restad, Copenhagen.

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

2.5/ Focus on connections to and from Kirchberg Most commuters in Kirchberg live outside Kirchberg, and residents in Kirchberg often run errands in other parts of Luxembourg City. At the same time, Kirchberg is more or less comparable to an island due to the height differences to nearby neighbourhoods. This makes the quality of the connections to and from Kirchberg crucial for the overall experience of cycling to and from Kirchberg. The geography creates an equally important opportunity time-wise for creating substantial advantages for cycling compared to car based travel.

Improve and future-proof crucial links

The Red Bridge is by far the main entrance to Kirchberg for people on bikes, and the potential for more cycling between areas in Luxembourg City and Kirchberg is huge. Already, there are capacity problems for cycling and walking on the northern side of the Red Bridge during rush hour – especially when the weather is pleasant. This will only become worse, which will harm conditions for both cycling and walking. Therefore, even though it is a big move and the bridge has just been renovated, it is recommended to commission a study on how the capacity for cycling can be increased on the bridge in parallel with better conditions for walking. Another entrance to Kirchberg for people walking and cycling is not the Red Bridge, but the crossing of Boulevard Robert Schuman and Avenue de la Porte Neuve/N52. It is strongly recommended to do an analysis on how waiting time can be reduced for people walking and cycling across the Avenue de la Porte Neuve/N52, and general better conditions can be improved, including a more clear separation between people cycling and walking. B

Create new shortcuts

Establish ambitious new shortcuts that can substantially alter the travel time advantage for cycling from areas around Kirchberg. The most interesting such shortcut is a new bridge connecting Kirchberg with Cents. This will not only make cycling from many nearby areas as quick or quicker than by car, it will also make the bike-train combination considerably more attractive, as it now will be possible to transfer from the Cents Station to Kirchberg by bicycle in 10-15 minutes. This should only be the beginning of a programme focusing on these kinds of improvements.

Gehl — Cycling Network

Eliminate missing links

Eliminate small missing links such as today’s lack of a cycle track / lane on the 100 metres of Pont Joseph Bech closest to the Boulevard Konrad Adenauer.

Today: The crossing before the Red Bridge - the real entrance to Kirchberg, with a very long waiting time for people walking and cycling to Kirchberg and unclear separation between space for cycling and walking.

THE CYCLING NETWORK

Legend Important connection to/from the Kirchberg Plateau

Planned/potential elevators

Planned/potential cable car

Planned/potential bridge

Today: The Red Bridge already today has capacity problems during peak times

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

Kirchberg example: Pont Joseph Bech The last part of Pont Joseph Bech leading up to Boulevard Konrad Adenauer is a small missing link in the network. There are several options for how to create a bicycle connection at this location, depending on number of motor vehicle lanes and the planned developments around the intersection. Below are two quick visualisations of how this can be done, one showing an example where the number of lanes for motor vehicles is reduced, another showing where this is not the case. The latter solution might involve extending the construction line to the left. Also indicated on the visualisation is the potential for walking improvement and densification.

Now

Vision

~1,5 2,5-3

13.5

~1,5 2,5-3

2,2

3,25

11 3,25

2,2

3,25

2,5

Two car lanes allows for more space to create generous cycle tracks, and for the new planned devlopments to form a more defined street

If a separate turning lane for cars is still required

A bridge to Cents The bridge to Cents that is currently being considered is an example of an ambitious shortcut that will significantly improve the connection to and from Kirchberg. It will significantly reduce the travel time by bicycle (and walking) between Kirchberg and Cents and neigboring areas; furthermore it will rapidly make Cents Station an attractive hub for commuters arriving by train and using bicycle or e-scooters for the last part of their trip to Kirchberg. Through these effects - and based on Copenhagens experiences on the effects of “ambitious shortcuts” - such a bridge has the potential to change in a measurable way Kirchberg’s modal split in favour of cycling and trips combining train and bicycle/e-scooter.

Gehl — Cycling Network

Visualisation of a potential bridge between Kirchberg and Cents. Source: Nico Steinmetz, partner and urban architect for Steinmetzdemeyer. https://luxtimes.lu/archives/1136-latest-plans-submitted-forneudorf-cents-kirchberg-lift-and-bridge

BE S T P R A C T I CE

Ambitious shortcuts Bridging across water and topography

Luxembourg: Building on a strong tradition for ambitious shortcuts.

Shortcuts work! from 6,000 to 18,000 bicycles a day

The Brygge Bridge created a new connection for walking and cycling across the Copenhagen Harbour. Opened in 2006, the bridge links an urban development area to an existing train station - significantly reducing travel time and increasing comfort for many interCopenhagen bicycle trips. First prognosis was 4,000 bicycles a day crossing the bridge. Within a couple of months from the opening the number was 6,000, and now on a yearly average weekday, 18,000 bicycles cross the bridge plus numerous pedestrians. Cost-benefit calculations show an +12% return on investment.

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

2.6/ Add new connections within Kirchberg A good cycling network is not just the big scale, the official streets and the regulated crossings. It is also about small local connections and shortcuts, and respecting desirelines also at the microscale. Small scale elements add greatly to the convenience of cycling and makes cycling more intuitive, especially for local trips such as children cycling to school or residents doing their local shopping by bike. These are exactly the kinds of local trips that have the potential to grow in Kirchberg, a potential that will only increase as more residents move to the area.

• Create clear and uncomplicated processes for doing minor improvements to the cycling (and pedestrian) network, including a platform where citizens young and old can provide hints/suggestions • Include a focus on shortcuts and desirelines for cycling (and walking) in the planning of new areas

It takes respect for the user perspective, attention to detail and local knowledge, to thoroughly integrate these elements into the network. The map on the opposite page illustrates both where local connections might already exist but should be improved, and where they might be all together missing. Such local connections are just as important – if not more - for the pedestrian network, which is why the map also highlights where local connections/shortcuts for pedestrians should be focused.

Stairs without ramps or rails for wheels create barriers through blocks

The map is based on input from surveys and workshops in Kirchberg. A

Create shortcuts and local connections

• Update and qualify the map further based on input from people living and working in Kirchberg; kids, young people, elderly people, residents, commuters etc. • Implement/improve the connections identified The beaten path. A local short cut.

BEST PRACTICE

Physical solutions

If stairs are a barrier - use ramps or rails to create passage for wheels Allow bikes through a cul-de-sac

Gehl — Cycling Network

One-way street - allow two way bikes

THE CYCLING NETWORK

Legend

Missing cycling connections (“short cut”), to be done New cycling & walking connections (“short cut”), to be done

BEST PRACTICE

Partnerships

Giv et praj! (“Give us a hint”) A webpage, designed to make it simple to report wishes for small improvements. City of Copenhagen

Children often know best. There is potentially useful knowledge to gain on local connections by involving children and other people who live in the area. Pictures from a workshop on how to improve conditions for cycling to school including the chance to test solutions in real life. Photo credit: Johan Heichelmann, “Traffic at kids height”

The magic of cooperation. A powerplant hitherto closed for the public agreed to open up the area for a cycling route, thereby providing both a shortcut and a very different experience for the people cycling (and walking). Ørsted Powerplant, Copenhagen.

Gehl — Cycling Network

THE CYCLING NETWORK

2.7/ Improve crossings within Kirchberg Once you are inside Kirchberg on your bicycle – or if you live in Kirchberg - it is of course great with a network of physically separated cycle lanes, traffic calmed streets and off-street paths. Though the sore point in most cycle networks is the crossings. A focus on the theme of crossings is necessary for Kichberg. The theme can be divided into two categories: • •

Existing crossings (intersections) where improvement is needed Missing crossings

The map to the right highlights locations where improvements or new crossings are recommended. The locations are identified based on field visits, stakeholder workshops and interviews, plus input from surveys among people cycling in the area conducted both by Gehl and Fondss Kirchberg. A

Improve existing crossings

• Prioritize the work. The crossing and section at Phaffental is confusing and uncomfortable for both people cycling and walking. A new design of this area should have high priority (and is also somewhat connected to the recommended implementation of high quality coherent one-way facilities on both sides of Boulevard Konrad Adenauer). • Waiting times at traffic lights: Commission an analysis of the signalized intersections in the area; do the current waiting times for people cycling and walking match the vision for Kirchberg or should they be adjusted? This should be coordinated with a similar analysis of the intersection Bouldevard Robert Schuman and Avenue de la Porte Neuve/N52 (see section above on links to and from Kirchberg). • When physically separated cycle tracks are implemented on roads such as Adenauer and Rue Erasme, this should be used as an opportunity to develop a template for how to design intersections in a way that offers good conditions for both walking and cycling. See concept design for Rue Erasme for guidelines on this. • Highlight to cars that people walking and cycling have the right of way, see illustration. • Avoid pulling back crossings for walking and cycling in roundabouts and smaller non-signalized intersections. Engage in dialogue at the national level if this demands a change in regulations.

Today: The section at Phaffental mixs a busy transport interchange, high volumes of pedestrians, people cycling and a narrow space, making it uncomfortable for many users.

Today: The cycletrack in front of the Auchan Shopping Centre disappears for a short stretch, the result being that the natural travel line for people cycling is very often blocked by pedestrians waiting to cross Avenue JF Kennedy. Photo credit: David Tron 48

Gehl — Cycling Network

THE CYCLING NETWORK

2 3

1 3

1 4

Cases

4 1

2 4

Cases

1 4

Where to add or improve crossings for cycling. Improvements should also include pedestrian conditions

Legend

Missing crossing

Leg of Crossing missing

Detour through crossing Reduce distance to cross/avoid pulled back crossings

Unclear space allocation Improve indication of who should be where in the crossing

Cases

Zoom In Design of crossing addressed in Kirchberg case document Sections Sections with several crossings interlinked

Traffic Signals Analyze if waiting times at traffic lights can be reduced. This theme is not pinpointed on map, as it involves all signalized intersections B

Fill in missing crossings

• Update and detail the map of missing crossings. Base this on input from people living and working in Kirchberg: young people, elderly people, residents, commuters, etc. Merge the focus on cycling with attention to pedestrian crossings

Avoid pulling crossings back at non-signalised crossings, which creates detours for cyclists and pedestrians

• Implement 2-3 ‘pilot crossings’ and evaluate based on consequences for traffic safety, car capacity, and cycling and walking conditions • Develop a Kirchberg-wide programme adding more crossings for cycling and walking based on the experience from the 2-3 ‘pilot crossings’

Today: Some jaywalking will always happen, though today the lack of crossings results in high amounts of jaywalking at locations such as the European School Gehl — Cycling Network

THE CYCLING NETWORK

Concept design: Fully signalized intersection

The case document includes a concept design for Rue Erasme. Below is a zoom-in on the intersection with Rue Alcide de Gasperi to illustrate conceptual recommendations for a signalized intersection: *Use color to create extra awarenes, Luxembourg national guidelines recommend the use of red color in crossings to indicate when a person cycling has the right of way over motor vehicles turning across his or her path.

*Clearly indicate which space is prioritised for the different modes to avoid conflicts and confusion. One example: Cycle tracks are part of the roadway and for pedestrians to cross them is similar to the crossing of the car lanes. The design should clearly indicate this fact.

*Small interventions to improve safety and convenience: 1) left turn boxes to reserve space for people on bikes waiting to do the “second part” of the left turn 2) Pulled back stop lines for the cars to give better visibility to people cycling. In larger intersections, pre-green lights for people cycling or a separate phasing for right turning vehicles is also an effective tool.

Concept design: Small quick improvements This intersection where Rue Leon Hengen meets Boulevard Konrad Adenauer is mentioned in the user surveys as an example of how a lack of clarity in the design causes confusion and leads to pedestrians on the cycle track. The illustrated small intervention reduces confusion and also adds more space to the bus platform; the latter will (further) limit the risk of people waiting for the bus to spill out on the cycle track.

Now

Gehl — Cycling Network

Vision

LIVRAISON

THE CYCLING NETWORK

Concept design: Continuous sidewalk and cycle track across sidestreet

Vision

Examle of how both the sidewalk and cycle track along larger streets as standard design should continue across the smaller side streets. Blvd Pierre Friden and sidestreet.

Now

BEST PRACTICE

Getting across Large Intersections

Small intersections

Pulled back stop line, left turn box and traffic light dedicated to cyclists. Three examples of the use of small measures to improve intersections for people cycling

Sidewalk and cycling track pulled across side street, creating priority

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

2.8/ End-of-trip facilities are part of the network The quality of parking affects the experience of the whole trip. Kirchberg is an area where most, if not all workplaces: 1/ have a high proportion of staff who do not consider it “normal” to cycle 2/ have dress codes that demand more formal attire These characteristics only increase the importance not only of parking, but also of services related to parking, such as how you enter parking and the building, access to lockers and changing rooms, etc. In fact, for many people that would potentially consider cycling, access to lockers and changing rooms might very well be a precondition for considering cycling in the same way a coherent and safe network of cycling facilities is.

The following is recommended: • Integrate design of bicycle parking – numbers and quality – in building codes and in the checklists for conversations with developers, both regarding office and residential buildings • Develop checklists including polished graphics, for example based on “Fussgänger- und Radfahrerfreundlichkeit öffenlicher Gebäude” (Reuter, MDDI 2018)

Kirchberg classic situation: Bike parking squezed into a corner in the car parking garage of a large workplace.

Gehl — Cycling Network

• Walk the talk; ensure that Fonds Kirchberg and other public employers and institutions in Kirchberg implement high quality bikenparking • Ensure that bicycle parking is high on the agenda for a more robust mobility management programme, for example through grants to improved bicycle parking and competitions regarding best and worst bicycle parking • Dialogue with stakeholders: Collect knowledge from people living and working in Kirchberg; kids, young people, elderly people, residents, commuters, etc. Where is better bicycle parking needed? • A bicycle station at Place de la Europe? Conduct a detailed analysis on the potential for a high quality bicycle station serving offices in the area. A station could potentially double as a café/bakery or/and a mobility hub hosting a mobility manager for the full Kirchberg area (see also considerations on a “TMA” in the car parking strategy) • Set a goal: For example, at least five high quality office bicycle parking facilities by 2020 and 25 by 2025. Make bad bicycle parking the “unnormal”

Kirchberg classic situation: Bike parking not planned from the beginning but an add-on, resulting in modest facilities with convenient location in a large workplace

THE CYCLING NETWORK

Example: European School Integrate bicycle parking as a natural part of an improved public space at the entrance.

Vision Now

The corner towards the park at the European School. A meeting place and the start and stop of many trips. Not just seating and play opportunities but also bicycle parking should be added as part of an upgrade.

Example: Place de l’Europe Potential for a ‘bike station’ should be investigated

Now

Vision

The high density of workplaces at and around Place de l’Europe makes it a sensible location for a centralized, high quality ‘bicycle station’ with facilities such as bike repair, showers and lockers - an alternative to updating the bike parking of individual buildings. It is natural to consider combining such a station with a café, bakery or similar. An example bike station catering for commuters is found at Millennium Park in Chicago, just next to the central city business district. The next step towards making a decision should be to conduct a more detailed analysis of demand.

Gehl — Cycling Network

THE CYCLING NETWORK

Bike parking: Grunewald Residential Building Kirchberg (and elsewhere) classic situation: When it comes to bicycle parking, the situation to the right happens not just in Kirchberg, but many places. Bicycle parking is located in whatever space/ small room is available. When choosing the room and designing access, a user perspective is forgotten. The result is that the majority of the bicyles are not parked where intended, leading to waste of space and frustrations among both people who cycle and those who do not.

BEST PRACTICE

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Luxembourg guidelines The document “Fussgänger- und Radfahrerfreundlichkeit öffenlicher Gebäude” (Reuter, MDDI 2018) contains a wide range of good examples of bicycle parking and also provides a check list for use when designing bike parking.

Fußgänger- und Radfahrerfreundlichkeit öffentlicher Gebäude

Checkliste und Illustrationen Formation Fonds Belval 11 janvier 2018 Christophe Reuter

7.4 Die jeweilige Anzahl der sofort herzustellenden Fahrradabstellplätze entspricht

mindestens den Empfehlungen des Ministeriums, welches für Transport zuständig ist. Der für spätere Erweiterungen der Fahrradabstellanlagen* freizuhaltende Platz ist mit der für Radverkehrsplanung zuständigen Stelle in demselben Ministerium abgestimmt.

MDDI

Situationsabhängig: Abstimmung mit MDDI -

Checklist

Gehl — Cycling Network

Good examples

NEU V

ALT R

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christophe.reuter@mob.etat.lu

BE S T P R A C T I CE

End of Trip Various good examples

Millenium Park, Chicago - “Bicycle Station” serving the central business area. Same concept should be considered for Place de l Europe

Companies increasingly sees integrated high quality bikeparking (including easy access and changing facilities) as a natural part of the office building to cater for staff and stimulate a healthy lifestyle, Nordea Bank, Copenhagen & Rabobank, Utrecht

Bench AND barrier AND bicycle Quality parking at educational institutions is a low hanging fruit as students is an important target group for increased cycling. Cph University & Sydhavnen School, Cph parking, Guldbergsgade School, CPH

High security entrance to the UN City in Copenhagen. People in cars need to park further away while employees arriving on bike can bring the bicyle through the security gate and cycle right to the door

Decentralized and good access from bicycle parking to residential building, Java Island, Amsterdam

Gehl — Cycling Network

THE CYCLING NETWORK

2.9/ Good operations The scope of this task has been to design the Bicycle Network - thus the reason for a focus on infrastructure in the recommendations provided in this document. But to build the Bicycle Network is not enough. What is in place must aslo be maintained and continuously adapted to changing conditions in weather, major events or building sites.

Maintenance of cycling facilities is not rocket science; the main thing is to have an asset management system in place that includes cycling facilities combined with the people responsible having knowledge about how it is to cycle, and how important small things often are for the overall quality of cycling. Small things in this sense can be potholes, roots from trees making bumps on the cycle track, lack of small ramps to access an elevated cycle track, etc. Feeling safe when cycling is very much about the quality of cycling being predictive - no unpleasant surprises, thanks. Being predictive is at the same time a very important condition for cycling to become a habit, something that is done day after day without thinking about it, just like taking the car or bus to work on a steady basis. Therefore, a sudden stop in the cycle path due to construction work is not just resulting in the 50 metres you might have to cycle on the road, and then everything is good again. Such an experience also results in a reduced lack of trust in the cycling network in general, and the same is the case if snow removal is not prioritized.

during building periods, and much less on walking and cycling – or public transport waiting facilities for that matter. Based on experiences from cities such as Copenhagen, it is not enough to develop rules regarding temporary measures in case of construction work. It is crucial to supplement this with a system for enforcement if the rules are to be followed by the construction companies – such a system should include eyes on the street checking solutions in real life. 2/ A second recommendation regarding operations is to

double-check if the current asset management system/ maintenance system includes cycling facilities. 3/ A third recommendation regarding operations is to

revisit the current snow-removal system to ensure it includes cycling facilities.

3 Recommendations: 1/ For Kirchberg, the first challenge related to operations

seems to be how to handle building sites. This conclusion is based on observations, input from workshops and the sheer volume of construction going on in Kirchberg. It is therefore recommended to implement stricter demands on developers, regarding temporary solutions when building sites affect the cycling and walking network. Today’s impression is a situation where the primary focus seems to be on how to keep the car capacity unchanged

Gehl — Cycling Network

Common situation in Kirchberg: Sidewalk and cycle track are interupted by a building site. No temporary measures in place.

BE S T P R A C T I CE

Operation and Maintenance The case of building sites and snow removal

Management of building sites

Snow removal

8-10 years ago, Copenhagen had ongoing issues with construction sites blocking cycle tracks and sidewalks. Out of old habit, the temporary solutions prioritized car traffic - in direct conflict with the stated political goals. To change this situation, processes where revisited and redesigned, and standard temporary solutions aimed at cycling and walking were developed, and most importantly, someone in the city administration was made responsible for the enforcement. The gentleman in the picture is out inspecting a temporary sidewalk and cycle track implemented by pushing the buffer (made of concrete barriers in this instance) into the roadway.

It does not snow often in Luxembourg - but for cycling to be a trustworthy mode of transport, the quick removal of snow is important for those few times when it actually snows. Based on a very small sample of one snow fall, our tentative conclusion is that the snow removal along major streets such as Avenue JF Kennedy happens rather quickly, whereas the snow removal on sidewalks and cycle tracks along less high priority streets, such as Rue Erasme seems to be less swift.

Gehl â&#x20AC;&#x201D; Cycling Network

THE CYCLING NETWORK

2.10/ Be aware that infrastructure is also communication Both workshops with stakeholders and observations have highlighted a general problem in Kirchberg when it comes to the existing cycling infrastructure. The design in many locations creates confusion and unnecessary conflicts, especially between people walking or waiting for public transport and people cycling – but to some degree also between people in cars and people cycling.

Four reasons – at least: • • • •

The design is not intuitive There are sudden gaps in the network It is not clearly communicated where to cycle and where not to cycle, even though the facility is there The possibility and legality of cycling is not clearly communicated to people walking

Several of the recommendations in the previous sections have touched on how to avoid these problems. To have a focus on the communicative aspect of the infrastructure is crucial, which is why it is highlighted here as an individual theme. One reason for this is to emphasize the importance of avoiding missing links and gaps in the network, of design with care for detail, and of consistency when separating not just bicycles from cars, but also bicycles from people walking. Another reason for this is to highlight the fact that while all infrastructure design is about function, the design is also very much about communication, and infrastructure solutions should be evaluated through that lens. In this case, the design should also be about sending signals both to people cycling and those not cycling that are closely aligned with the overall goals for Kirchberg - promoting cycling, normalizing cycling and using Kirchberg as a best-practice example. No use in claiming this, if it is not mirrored in the design. The design is one of the most important channels for changing how the public perceives cycling. Is it “real transport” that is as serious and mainstream as public transport and car use, or is cycling a niche, an element just to be “squeezed in” where possible? This equally applies to whether we are speaking about facilities on the street or the location of the bike parking in some corner of the parking garage.

Gehl — Cycling Network

Crossing before the Red Bridge, no dedicated space for people on bicycles

Missing link with no cycling allowed sign - to be updated

Boulevard Adenauer, sudden gap in the network [see page 37]

Confusion outside the European School where many walk on the cycling track

THE CYCLING NETWORK

Communicate well through infrastructure A

• Do consistent good quality design, and review the design through a communication perspective. The design does not need to be fancy but it does need to be good and robust. Each piece of bad design is like a sign saying “we do not care about cycling” • Small things such as public air pumps, foot rests, designer bike parking and angled garbage bins are both functional and very strong communicators. Be aware that these “extra features” should only be added when the basics of the network are in place, otherwise such extra

features may be seen by many as just “cheap points” trying to compensate for a lack of real progress • Focus on signage and surface marking • Focus on waiting areas at crossings to avoid conflicts between pedestrians and people cycling • Give equal treatment to the focus and quality of bicycle parking and car parking

Kirchberg example: Outside the European School along the Boulevard Adenauer This is a location with high volumes of people at specific times of the day, with parents and siblings waiting to pick up kids, crisscrossing the cycle track to get from school to bus/car or vice versa.

Now

Today, the cycle track is not clearly marked, which results in people walking or standing on it. A few short-term interventions are visualized: • Clearly indicate the cycle track by markings, colour and/or a change in material • Add seating and elements of play • Expand and upgrade the quality and look of the bicycle parking

Vision

This site - including the waiting facilities and access to bus stops and the pick-up/drop of area for cars - is recommended for a larger make over as part of an overall redesign of Boulevard Adenauer. This should be coordinated with a potential tram extension along Adenauer.

Gehl — Cycling Network

BE S T P R A C T I CE

Infrastructure that communicates Various examples Below is a selection of good bicycle infrastructure examples that communicate respect through attention to detail and/or a willingness to prioritize cycling

Green wave for the speed of cycling, Copenhagen

Snow removal on cycle track, Kirchberg

Good quality design of walking and cycling street, Stockholm.

High quality bikeparking, Nordea headquarters, Copenhagen

Gehl â&#x20AC;&#x201D; Cycling Network

Dedicated bicycle traffic light, Copenhagen

Finding your way and different kinds of surfaces to indicate who should be where, Odense, Denmark

Bicycle Counter, Kirchberg

High quality bicycle and walking bridge, a function and a statement of intent, Utrecht, Holland

BE S T P R A C T I CE

“Handle with care” The case of minor add on´s Small interventions that provide a function but also clearly communicate a focus on cycling can be an efficient way of promoting cycling. Apart from making cycling a bit more convenient, they communicate very clearly that cycling is a priority. Three examples are shown below. These small measures should be

Foot rest

handled with care, because if such small measures do not go hand-in-hand with more challenging and basic improvements, they can easly be seen as “cheap points” by people cycling or wishing to cycle, and end up doing more harm than good.

Angled garbage bin

Air pump

Gehl — Cycling Network

THE CYCLING NETWORK

TO DO

2.11/ Network to-do list Based on the recommendations on the previous pages this map provides an overview of the physical interventions needed to complete a high quality Kirchberg Bicycle Network

Existing street with missing bicycle track, track to be done Existing shared path, separation to be done Traffic Calming to be done (or cycle track) Existing cycle track, seperation to be improved

Crossings, to be improved

Missing cycling connections (“short cut”), to be done

New cycling & walking connections (“short cut”), to be done

Cycle Tracks Traffic calmed streets Traffic calmed OR separated Bicycle route ‘slow speed’ bicycle route Currently missing connections (should be made)

Report: Page 67

Gehl — Cycling Network

THE CYCLING NETWORK

Gehl â&#x20AC;&#x201D; Cycling Network

3/ Where to Start

3/ Where to start Underlined at the start of the document, the key is to remember that the focus for all design improvements should be the people who are not yet cycling, rather than those who already do. This target group is commonly referred to as ‘the interested but concerned’. Thus the ‘where to start’ recommendations have this focus as an underlying condition. Short-term actions A

Two-way cycling facilities

Finish implementation of coherent, high quality two-way cycling facilities on both sides of Avenue JF Kennedy, with a quality check of the crossings including the phasing of the traffic signals B

One-way cycling facilities

Introduce coherent, high quality one-way cycling facilities on both sides of Boulevard Konrad Adenauer, including an upgrade of the link to and from the Red Bridge - as the situation at Pfaffental is chaotic and unpleasant for people cycling, walking and transferring between public transport modes. Improvements for cycling should be coordinated with current considerations on a potential tram extension on Boulevard Konrad Adenauer. C

Small but ‘quick & dirty’ improvements

Identify and implement a range of smaller improvements, whether linked to shortcuts, missing links, unclear design at crossings, or bumpy cycle lanes. D

Involve citizens

Involving citizens could happen through a “give us a hint” campaign or/and through establishing a Kirchberg Cycling Advisory board of some sort. This should include different user groups, residents, commuters, kids, etc. And should only be done if there is a willingness and resources to actually act on the advice. E

Traffic calming

Implement 1-2 examples of more diverse and attractive traffic calming streets, for example in the Grunewald area. This is strongly linked to broader public space topics such as public space improvements and parking. F

Create links

Push for ongoing improvements of the links to and from Kirchberg. A bridge to Cents and improvements on the Red Bridge are key projects that can make cycling substantially more competitive.

Developers advertising condos in Copenhagen - with the fact that it is only 15 minutes by bicycle to the city hall square as one of the key selling points. The high quality bicycle network in Kirchberg is becoming a reality - also in peoples mind when similar advertizing starts to be seen in Kirchberg...

Pilot projects

Involve companies and developers in a push to make high quality bicycle parking standard in Kirchberg and an integrated part of human resource management. Three steps to start with: 1) Develop ambitious norms for bicycle parking in new buildings, not just amount but also related to quality 2) Develop a pilot project with a high quality parking facility at the new University campus, and 3) Do a pilot project with 1-3 existing companies on high quality parking, including services such as shower and lockers. H

Organisation

Create a clear line of responsibility; create a dialogue with the City of Luxembourg to define who has the responsibility for improving and promoting cycling in Kirchberg, and create a coherent bicycle programme with the necessary staff and financial resources to do this. I

New developments as opportunities

Use the new developments such as the University and the schools currently being planned as a chance to experiment with higher quality of traffic calming, bicycle parking and other measures recommended in this report. 66

Gehl — Cycling Network

WHERE TO START

Existing street with missing bicycle lane, lane to be done Existing shared path, separation to be done Existing bicycle lane, seperation to be improved Crossings, to be improved Traffic Calming to be done (or bicycle lane) Needed physically separated bicycle lanes Needed traffic calming Needed separated lanes or traffic calming Needed bicycle route Needed ‘slow speed’/shared bicycle route Missing connections (“short cut”), to be done New cycling & walking connections (“short cut”), to be done

Do today “Where to start”: Map highligting where improvements have the highest priority

Do tomorrow

Normalize cycling – non-infrastructure related actions

“Normalizing cycling”. A Luxembourg example of promoting cycling (also) through soft measures

The elephant in the room Improvements in Kirchberg can only do so much when it comes to increasing cycling. To limit the risk of Kirchberg mainly becoming an exhibition of good infrastructure for cycling and not having substantial amounts of people, improvements to the cycling facilities in the (rest of) City of Luxembourg are needed. This is not something Fonds Kirchberg can control, yet, it is still important both to be realistic about how much increase in cycling is possible without significant improvements in the city, and to prioritize the cooperation with the city regarding the development of the overall cycling infrastructure.

The scope of this task has been to design the bicycle network - thus explaining the focus on infrastructure in this document. But for the overall purpose of increasing cycling to, from, and internally in Kirchberg, our collection of observations, interviews, and workshops clearly point to the fact that working with the cultural aspect of cycling is just as important for a growth in cycling. This is about mobility management and a communication strategy focusing on how to change the perception of cycling, or how to “normalize cycling” so to say. This is about working consistently with everything that communicates such as pictures, numbers, wording, role models and choice of partners when promoting cycling. It is also very much about seeing the design of infrastructure as an integrated part of the “framing of cycling”. This is due to the communicative power of infrastructure, both when it comes to communicating positively and negatively about cycling. One of the first actions should therefore be to create an organisational set-up that can handle cultural and communicative aspects as fully integrated with the planning and design of the physical solutions.

Gehl — Cycling Network

4/ Summary

SUMMARY

Recommendations for the Cycling Network

Actions

Needs

1/ Get the mix of 2/ Focus on 3/ Add new 4/ Improve design solutions connections to & connections crossings within right from Kirchberg within Kirchberg Kirchberg To ensure a network of high quality the Kirchberg Bicycle Network should consist of a mix of the following infrastructure solutions that altogether creates a coherent network

Most commuters in Kirchberg live outside Kirchberg, and residents in Kirchberg often run errands in other parts of Luxembourg City. This makes the quality of the connections to and from Kirchberg crucial for the overall experience of cycling to and from Kirchberg.

•

Physically separated cycle lanes on all larger streets, preferably one-way on each side of the street Maximum speeds of 30 km/h and physical traffic calming on all other streets (streets with no dedicated cycling facilities) Off-street paths to supplement the onstreet facilities

Gehl — Cycling Network

• •

Improve and future proof crucial links Create new shortcuts Eliminate missing links

•

Improve the connections identified as part of this work Involve citizens to ensure that local short cuts are identified and combine this with a clear set-up for how to act on input Include shortcuts for cycling (and walking)/detours for cars when planning new areas

The sore point in most cycle networks is the crossings, this is also the cae in Kirchberg, why a key focus should be to improve crossings.

•

• •

More intuitive design with space clearly dedicated to people cycling, this also to avoid conflicts with people walking Reduce waiting times at traffic lights Implement new standards gradually

SUMMARY

5/ High quality bike parking is part of the package

6/ Good Operations

7/ Be aware that Infrastructure is also communication

Kirchberg is an area where most, if not all workplaces 1) have a high proportion of staff who do not consider it “normal” to cycle and 2) have dress codes that demand more formal attire. These characteristics only increase the importance of parking.

To build a Bicycle Network is not enough. What is in place must also be marketed, maintained and continuously adapted to changing conditions in weather, major events or building sites.

A consistent theme in the feedback on the current cycling conditions in Kirchberg has been that the design in many places creates confusions and unnecessary conflicts. Part of reducing this problem is to understand the infrastructure not just as function but also as communication.

•

Work closely with stakeholders, especially larger workplaces and developers, through building codes, examples and check-lists Walk-the-talk; ensure that the Fonds and other public workplaces provide high quality bikeparking Set goals, for example at least 5 high quality bike-parking facilities by 2020 and 25 by 2025 Conduct an analysis; is Place de l´Europe a good location for a “bicycle station”

• • •

Implement procedures to ensure good temorary solutions for cycling (and walking) past building sites Revisit and check if current asset management system includes cycling facilities Revisit and check if plans for snow-removal should be strengthened Combine the focus on a physical bicycle network with a robust Mobility Management programme promoting not just cycling but alternatives to the car in general

•

Build infrastructure with consistent quality and design Provide a quality that matches the nice words about cycling including treating bikeparking equal to carparking in terms of focus and quality In short - walk the talk

Gehl — Cycling Network

5/ Appendix

APPENDIX

A complete bicycle network The approach to designing the Kirchberg bicycle network: • Cycling for all ages and abilities • Direct and intuitive connections to all key destinations • The perception of safety a key parameter to respect and to improve • Travel time is important • Cycling to support walking and public transport • Focus on commuter trips and local trips inside Kirchberg

Cycle Tracks Physically separated cycle lanes along larger street, preferably 1-way on each side of the street. Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling. Traffic calmed or separated Streets where both a physically separated lane for cycling or traffic calming can be a solution. Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/and change in material is clearly indicating which space is used by whom. ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care. Missing cycling connections (“short cut”), to be done

New cycling & walking connections (“short cut”), to be done

Gehl — Cycling Network

APPENDIX

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APPENDIX

Connections to and from Kirchberg

Important connection to/from Kirchberg

Planned/potential elevators

Planned/potential cable car

Planned/potential bridge Cycle Tracks Physically separated cycling lanes along larger street, preferably 1-way on each side of the street. Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling. Traffic calmed or separated Streets where both a physically separated lane for cycling or traffic calming can be a solution. Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/and change in material is clearly indicating which space is used by whom. ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care.

Gehl — Cycling Network

APPENDIX

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APPENDIX

New connections within Kirchberg - shortcuts

Missing cycling connections (“short cut”), to be done

New cycling & walking connections (“short cut”), to be done Cycle Tracks Physically separated cycle lanes along larger street, preferably 1-way on each side of the street. Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling. Traffic calmed or separated Streets where both a physically separated lane for cycling or traffic calming can be a solution. Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/and change in material is clearly indicating which space is used by whom. ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care.

Gehl — Cycling Network

APPENDIX

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APPENDIX

New connections within Kirchberg - crossings 1

Missing crossing

Leg of Crossing missing

Detour through crossing Reduce distance to cross/avoid pulled back crossings

Unclear space allocation Improve indication of who should be where in the crossing

Cases

Zoom In Design of crossing addressed in Kirchberg case document Sections Sections with several crossings interlinked Traffic Signals Analyze if waiting times at traffic lights can be reduced. This theme is not pinpointed on map, as it involves all signalized intersections Cycle Tracks Physically separated cycle lanes along larger street, preferably 1-way on each side of the street.

Traffic calmed streets Streets with low vehicle volumes and less than 30 km/h, comfortable for cycling. Traffic calmed or separated Streets where both a physically separated lane for cycling or traffic calming can be a solution. Bicycle route Off-street path through park, nature or plaza. Both people cycling and walking are using the route, color, median or/and change in material is clearly indicating which space is used by whom. ‘Slow speed’ bicycle route Off-street path, can be a “bicycle route”, but can also be a path where cycling is allowed on pedestrian premises, meaning the space is shared and people cycling have go slower and take extra care.

Gehl — Cycling Network

4 4

APPENDIX

2 3

1 3

1 4

Cases

4 1

2 4

Cases

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APPENDIX

Network to-do list Based on the recommendations on the previous pages this map provides an overview of the physical interventions needed to complete a high quality Kirchberg Bicycle Network

Existing street with missing bicycle lane, lane to be done Existing shared path, separation to be done Traffic Calming to be done (or bicycle lane) Existing bicycle lane, seperation to be improved Crossings, to be improved

Missing connections (“short cut”), to be done New cycling & walking connections (“short cut”), to be done Cycle Tracks Traffic calmed streets Traffic calmed or separated Bicycle route ‘slow speed’ bicycle route Currently missing connections (should be made)

Gehl — Cycling Network

APPENDIX

Gehl â&#x20AC;&#x201D; Cycling Network

APPENDIX

“Where to start” The map provides a summary of the physical interventions needed to complete the Kirchberg Bicycle Network with the recommended first and second priority sections highlighted

Do today Do tomorrow

Missing cycling connections (“short cut”), to be done

New cycling & walking connections (“short cut”), to be done

Cycle Tracks Traffic calmed streets Traffic calmed or separated Bicycle route ‘slow speed’ bicycle route Currently missing connections (should be made)

Gehl — Cycling Network

APPENDIX

Gehl â&#x20AC;&#x201D; Cycling Network

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