PROPOSAL FOR DEVELOPMENT OF ZAGREB BICYCLE TRAFFIC
CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
March, 2011.
Authors:
Niko Gamulin, dipl.ing.arh. Jasmina Sirovec, dipl.ing.arh. Dubravko Ĺ irola, mag.ing.prom.
Director:
Ivica Fanjek, dipl.ing.arh.
CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
March, 2011.
Contents: 1. Introduction 2. Project objective 3. Current state 4. Cycling within physical planning documentation 5. Cycling within current legal regulations 6. Bicycle traffic development proposal 7. Conclusion
CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
March, 2011.
1. Introduction
Bicycle is considered the first ecological vehicle in the world, and one of the most widely known inventions. It can even be thought of as man’s best friend, along with dogs and horses. History reveals that the old Etruscans used to run while holding something like a wheel shaft in their hands. Short bicycle history in pictures:
First “wooden” bicycle was constructed by Compte de Sivrac in 1971.
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The modern bicycle history begins with the introduction of chain drive in 1885. (J. K. Starley, J. H. Lawson i Shergold)
Further improvement comes with pneumatic tyres in 1888. (John Boyd Dunlop)
The basic concept of bicycles hasn’t changed much to this day, but the technological advance in terms of high quality materials wastly contributed to today’s bicycle managebility and security
At the start of the 20th century bicycle became safer and more available in terms of price, and because of that it enabled wider mobility to those who otherwise couldn’t afford transportation, thus marking modern society.
Today bicycle is becoming more and more popular as means of transportation as well as recreation – there is approximately two billion bicycles in the world.
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Cycling wheeled into Zagreb very early (the name of Koturaška Street witnesses this: koturati se = wheel)
First Zagreb cyclists (koturaši) used to ride Velocipeds (funny bikes with huge front wheels and tiny back wheels – riding meant propelling with legs)
The First Croatian Cycling Society was founded in 1885. in Zagreb (a city of merely 36 thousand inhabitants). They set up a racing ground and organised cycling races at Nikola Šubić Zrinski Square.
The famous Ferdo Budicki made his own bicycle and traveled on two wheels all over Germany, Scandinavia, Russia, France and Spain
In history however, Budicki remains known for first ever automobile drive through Zagreb in 1901.
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2. Project objective Promoting and enhancing bicycle traffic in Zagreb city, along with supporting European project “Civitas Elan” to attain set goals: connecting bicycle tracks into a network and adding new ones set within Zg Masterplan
providing necessary bicycle parking spots
developing a functional public bike-renting service
initiating and forming necessary bicycle traffic standards in order to ensure quick and efficient development initiating a revision of current legal regulations to ensure bicycle traffic development and increase safety educating citizens about bicycle use benefits, and eliminating fear and doubts that may be present about bicycle traffic increasing daily bicycle use for transportation from 3% (2009.) to 7% minimum (Source: Reasearch by Faculty of transport and traffic sciences, Zagreb 2009)
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3. Current state Zagreb is not a bicycle-friendly city and there are no statistical indications or traditional references to prove otherwise Bicycle usage depends upon individual creativity and capability Current state characteristics: Approx. 200 km of bicycle tracks do not form a coherent network : No connections between colleges and student housing No connection between the city centre and attractions like river Sava and Mount Medvednica No interconnection between recreational areas Bicycle parking spots are rare and unconnected No public bicycle service No standards or norms for bicycle traffic Legal regulations are not adapted to new requirements and guidelines
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Photodocumentation ilustrates current state:
Maksimirska ulica (unmarked tracks)
Heinzelova ulica (no comment)
Ulica Republike Austrije (confusing)
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Naselje Špansko (a new neighbourhood but tracks are not uniformly marked)
Zagrebačka av. od Zagrebačke do Rešetarove (unevenness)
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„City centar One“ Shopping mall approach – (bicycle symbol done backwards)
Jarunska i Hrvatskog sokola (properly built, but surface markings are not maintained)
Ulica Baruna Filipovića (uneven surface markings)
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Klaićeva ulica (surface markings are uneven and incomplete)
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Hebrangova expensive solution doesn’t ensure safety – with small road poles and curb denivelations cyclists are separated from pedestrians, the sidewalk is narrowed
Žerjavićeva ulica (expensive solutions, unevenness)
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Gundulićeva ulica (expensive solution with no results, only damage to pedestrians)
Kvaternikov trg (expensive solution with no results, only damage to pedestrians)
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Vukovarska avenija (surface markings not maintained)
Vukovarska avenija (out of function industrial gauge with possibility for conversion to bicycle track)
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4. Cycling within current legal regulations The following paragrafs of Zagreb Master Plan (GUP) offer regulations for bicycle traffic: 1.2.9. Infrastructure surfaces – IS : Article 18. 1.2.12. Surfaces for future development – BR: Article 22. 6.1. Traffic and infrastructure systems: Article 37. 6.1.1. Squares and street network: Article 38. 6.1.2. Parking lots and garages: Article 39. 6.1.4. Network of bicycle tracks and lanes: Article 41. 6.1.5. Pedestrian zones, paths and other: Article 42. 8. URBAN DESIGN RULES; 8.1. General provisions: Article 56. and article 78. General rules; Parks: 11. Measures for preventing unfavorable impact on environment : Article 98. Protection and improvement of air quality CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
March, 2011.
Bicycle tracks shown in following charts: 3a TRANSPORTATION AND COMMUNAL INFRASTRUCTURE NETWORK – TRAFFIC (PROMETNA I KOMUNALNA INFRASTRUKTURNA MREŽA – Promet)
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5. Cycling within current legal regulations 5.1. U Zakonu o sigurnosti prometa na cestama (N.N. 67/08 i 38/09) nekoliko članaka odnosi se i na korištenje bicikala u prometu, kako slijedi: Članak 2: 18) »biciklistička traka« je dio kolnika namijenjen za promet bicikala koji se prostire uzduž kolnika i koji je obilježen uzdužnom crtom na kolniku i propisanim prometnim znakom, 19) »biciklistička staza« je izgrađena prometna površina namijenjena za promet bicikala koja je odvojena od kolnika i obilježena propisanim prometnim znakom, 49) »bicikl« je vozilo koje ima najmanje dva kotača i koje se pokreće isključivo snagom vozača Članak 112: (1)Vozači bicikla dužni su se kretati biciklističkom stazom ili biciklističkom trakom, a ako one ne postoje, što bliže desnom rubu kolnika. (2) Ako se dva ili više vozača bicikala, mopeda ili motocikala kreću u skupini, dužni su kretati se jedan iza drugoga. Članak 113: (1) Vozač bicikla, mopeda i motocikla mora upravljati vozilom na način kojim se ne umanjuje stabilnost vozila i ne ometaju drugi sudionici u prometu, a osobito ne smije skidati istodobno obje ruke s upravljača, pridržavati se za drugo vozilo, prevoziti, vući ili gurati predmete koji ga mogu ometati u upravljanju vozilom ili ugrožavati druge sudionike u prometu. (2) Vozač bicikla koji se kreće kolnikom na javnoj cesti izvan naselja dužan je noću i danju u slučaju smanjene vidljivosti biti označen reflektirajućim prslukom ili reflektirajućom biciklističkom odjećom.
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5.2. U Pravilniku o prometnim znakovima, signalizaciji i opremi na cestama (N.N. 33/05, 64/05 i 155/05) nekoliko članaka odnosi se i na korištenje bicikala u prometu, kako slijedi: Članak 22: Znakovi opasnosti su: 26) znak opasnosti “biciklisti na cesti” (A39); Članak 30: Znakovi izričitih naredbi: 16) znak izričitih naredbi “zabrana prometa za bicikle” (B16); 17) znak “zabrana prometa za mopede i bicikle” (B17); Članak 31: Znakovi izricitih naredbi koji sudionicima u prometu na cesti stavljaju do znanja obveze jesu: 3) znak “biciklisticka staza” (B46); 5) znak “pješacka i biciklisticka staza” (B48); Clanak 37: Znakovi obavijesti jesu: 2) znak “obilježen prijelaz biciklisticke staze” (C03); 14) znak “završetak biciklisticke staze” (C18); Članak 77: Oznake na kolniku i drugim površinama.2.Poprečne oznake na kolniku: 9) prijelaz biciklisticke staze preko kolnika je dio površine kolnika namijenjen iskljucivo za prijelaz biciklista (H19); Članak 78: Oznake na kolniku i drugim površinama.2.Ostale oznake na kolniku i predmetima uz rub kolnika: 4) Natpisi na kolniku daju sudionicima u prometu potrebne obavijesti (H49);
CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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6. Bicycle traffic development proposal
CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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6.1. Connecting Zagreb and it’s surrounding regions:
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6.2. River Sava – the central bicycle connection line between the city and sports & recreational facilities on the banks of Sava
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Sports and recreational localities on the banks of Sava
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6.3.
Baseline standards and professional regulations:
6.3.1. Laying down standards for bicycle traffic: London bicycle traffic is an example of well formed development that should serve as guideline for Zagreb. It is defined through 71 standards divided into 5 categories: A. Baseline standards *; B. Bicycle tracks – surface markings *; C. Bicycle areas *; P. Bicycle parking *; S. Vertical signs *; *not original text, translation from Croatian Setting standards ensures: - reducing development costs (having cost estimations it is possible to know the price by meter, sq.meter or by unit) - ensures realistic planning - public recognition of this way of transportation - ensures unique rules applying throughout city area The following are some characteristic examples of standards: CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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6.3.1.1.Symbol
6.3.1.3. Different types of separations between tracks
6.3.1.2..Bicycle tracks
6.3.1.4. Construction details
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6.3.1.5. Shared path at bus stop
6.3.1.7. Shared use courtesy signs
6.3.1.6. Route number road markings
6.3.1.8. Cycle parking signs
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6.3.2. Professional Guidelines: The following actions are necessary for bicycle traffic development in Zagreb: 1. Revison of Zagreb Master Plan and identifying whether real possibilites exist for realisation of planned bicycle corridors : Zagreb Master Plan sets possibilities for planning bicycle traffic development, but it needs implementation. Implementation should offer flexibility: in areas where separate bicycle tracks are impossible to implement, special zones (surfaces) for shared use should be established, but with precise use regulations.
2. Legislation should be amended, if necessary, in order to develop bicycle traffic further, following examples from EU members : A. Road traffic safety regulation (N.N. 67/08 i 38/09) should be amended: A1- „space sharing and speed limit zones“ - space sharing participants and rules should be defined by this regulation; A2 – „pedalek“ (bicycle with motor power) - power and speed; A3 – setting speed limit for bicycles and “pedalek”s; CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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B. Rulebook on traffic signs, signalisation and road equipment (N.N. 33/05, 64/05 i 155/05) should be amended with: B1- vertical traffic signalisation that‘s missing: - “shared use of space” sign - “speed limit zone” sign, and define users in concern - direction signs and bicycle track numbers sign B1- horisontal traffic signalisation that’s missing: - rules for marking lanes, tracks and surfaces - surface markings (arrows, track numbers...) 3. A book of standards and norms should be formed, as well as construction documentation with cost estimatations.
According to previously mentioned actions, and after implementation and realisation:
Establishing primary bicycle network, and then creating the secondary network according to Zg Master Plan guidelines Establishing and developing bicycle parking spots system Establishing and developing public servicing and bike renting system
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6.4. Bicycle tracks network categorisation : 6.4.1. Primary bicycle tracks network:
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Primary bicycle network consists of the following communications and target points : East - West:
Sava embankment, northern and southern from Podsused to Petruševec The “Green wave” streets (one track) Vukovar Avenue from Trešnjevački trg to Borongaj Campus Dubrovnik Avenue
North - South:
Vrapčak stream (Mikulići stream) from Mount Medvednica to Jarun lake Ilica street (Trg F. Tuđmana – Nova cesta-Knežija-Jarun ) Šestine-Pantovčak-Ilica-Savska-Sava Bliznec-Jazbina-Svetošimunska-Ravnice-Borongaj-Gospička-Koledovčina-Radnička-Sava
Points of exit to surrounding regions:
Samobor i Žumberačko gorje Turopolje Sesvete Mount Medvednica with 4 exits towards Zagorje (Zaprešić, Šestine, Bliznec, Kašina)
Target points of interest:
Colleges Schools Sports and recreational facilities Public transportation stops and Central stations
Secondary bicycle network consists of the remaining tracks defined by Zagreb Master Plan CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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6.5.
Specific projects:
6.5.1. NOVA CESTA: Proposal for upgrading Nova cesta traffic condition : Instead of space left at the mercy of “tin pets” and generally gray ambient, a street with tree rows, defined bicycle tracks and sidewalks, and much needed public garages is suggested:
TODAY:
TOMORROW:
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6.5.2. VRAPČAK STREAM: Vrapčak stream is one of the few Zagreb streams that flows to this day in its natural watercourse, 5,5 km in length, through highly urbanised western part of the city. An open watercourse within urban system is unquestionably valuable, so this position should be preserved in the arrangement of the traffic network and considered as a starting point for city’s future development: reducing motorised traffic and it’s unfavorable impact on environment (reducing exhaust gas, noise, ambient devastation and space dehumanising) Aiming for current state upgrade, neighbourhoods Malešnica, Špansko-Oranice, Rudeš, Vrbani and Jarun should be connected with pedestrian paths and bicycle tracks to sports and recreational centre Jarun: A continuous pedestrian and bicycle connection is set between new neighbourhoods and Sava recreational zone Establishing high-quality pedestrian-bicycle connectedness for the greater southwestern city area Spreading the city’s communal infrastructure – street lights, promenades, benches, trash bins, equipment for pets – this contributes to the city’s design, order and cleanliness Installing bicycle servicing facilities in each neighbourhood promotes and initiates development of non-motorised form of transportation, thus reducing environment pollution CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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The following are some ideas – charecteristical cross sections demonstrating the relation between Vrapčak stream and pedestrianbicycle paths – these are minimal conditions for establishing north – south primary connection between Ilica street and Sava river :
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Stream section
Proposition for pedestrian and bicycle traffic
KOŽINČEV PUT – ULICA IVANE BRLIĆ MAŽURANIĆ
Pedestrian path on the western side bicycle track on the eastern side of the stream
ULICA IVANE BRLIĆ MAŽURANIĆ – ZAGREBAČKA CESTA
Pedestrian path on the western side, bicycle track on the eastern side from I.B. Mažuranić up to Pavlenski put Shared use path on the eastern (northern) side of the stream from Pavlenski put to Zagrebačka cesta
ZAGREBAČKA CESTA HORVAĆANSKA CESTA
Shared use path for pedestrians and cyclists on the southern (western) side of the stream
HORVAĆANSKA CESTA – SAVA (SRC JARUN)
Shared use path on the southern (western) side of the stream
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6.6.
Bicycle parking: Introducing high-quality parking spots for bicycles is a key element in developing bicycle traffic and an important stage in forming urban standard Parking spots for bicycles should be set at all important city sites, including schools and other educational facilities, hospitals, concentrated working areas, public transportations stations (trams and railway) and at locations for public happenings. Research has shown that a bicycle parking spot near target point is the main reason for choosing bicycle as means of transportation, no matter what transportation purpose may be. Studies have also shown that combining bicycle traffic with public transportation may prove to be a very valuable component in developing strategy for resolving city centre traffic problems The location of parking spots within the city and the level of security they offer, can be considered as two principal factors in planning bicycle parking
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Bicycle parking spots – good practice: Visible and accessible:
It’s easy to find because it is visually accessible and falls within 50m from final destination, without architectural barriers in it’s approach, but away from pedestrian flow
Safe disposal and easy access:
Users should be convinced that their bike is safe and that it will still be there when they come back (video surveilance if necessary). In places like shopping malls, it is better to form a sequence of smaller parking spots, than one large because of change frequency.
Covered and attractive :
Protection from sun and rain must be assured, because bad or no protection prevents longer periods of use. Parking spot should be designed attractively and with recognizable markings.
Easy and ready to use:
Parking spots for bicycles should function easily for every user no matter what technical properties bicycles have. Automated systems or more complex solutions of parking spots should have clear instructions written on them. Fees, if necessary, should be symbolic, set at rate that would not turn people off from using it.
Combined with other cycling requisites:
Connected to public transportation stops, with renting and servicing facilities, and with tourist attractions as well.
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Legal procedures – guidelines of city’s communal order:
When there is not enough space for bicycle parking spots, a conversion of car parking spots should be possible, just like in case of restaurant terraces.
Identifying demand:
Parking spots for bicycles should be forseen at locations that attract users. The primary aim is satisfying existing demand, but also planning for future expansion. The city bureau for traffic should continuously monitor demands and react promptly to newform demands by setting up new or adding to existing parking spots. The demand can be defined through specific data about bicycle use gathered through population census, various statistical model or through surveys.
Oxford centre bicycle parking
Oxford example: bicycle parking on sidewalk, along the curb
Oxford example: bicycle parking on the expanded sidewalk
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Specific examples of specific bicycle parking types: 1. „Sheffield“ Type: The type got it’s name after the city where it was first used. Very simple and efficient design, based on a reverse-U-shaped bar. It is widely known as best design for bicycle parking in all it’s variations, and often recommended. When installed properly, Sheffield ensures high level of service with low cost instalation and easy maintenance.
„Sheffield“ type in practice:
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2. A wall-lined design for bicycle parking: This solution best suits short periods of use. Design variates from simple rings hanging from a wall to complex racks and machines for hanging. Maintenance and safety are questionable when in public use.
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3. Locked parking spots Reasons for choosing this type: • long periods of use • safety and cost • easy to use • modular construction, easy to add more space if needed Locked parking spots are usually made of steel or other materials set in hard frames. Several lock options are at disposal, including real locks or electronic locks with digits or smart cards. This type of parking spot requires some form of surveilance and management, to prevent vandalism. It is appropriate for places like railway stations and working areas. A reasonable monthly fee is usually applied to this type of parking.
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4. Bicycle parking centres : This type of objects are very popular in Germany and Netherlands. They consist of a large depot area for app. 1100 to 4000 bicycles, opened 0-24 h, with employees. Other services can be offered along with parking, for example renting, selling, mending bikes, offering local and tourist informations, small shops or grocerys.
Finsbury Park
Leicester Park
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6.7. City bike - proposing a bicycle-renting system: Bicycle-renting services in city areas are expanding throught the world, a third generation of such attempts is in force. The first project of this kind started in Netherelands durring the 70’s. Bicycle renting is considered part of public transportation, not a competition to it. Such public service consists of three recognisable parts: - Bicycle depot area (safe parking installations) - Check-in desk (kiosk) – sometimes powered with solar energy - Rented bikes (returned or left at other location) An invisible operative part of the system exists also. In order to achieve optimal use, it is necessary to develop a logistics model with cost analysis and financing proposals (ex. Private-public partnership). The level of technical (technological) use and protection should also be defined. The following shows an overview map with proposing locations for implementing this kind of service in Zagreb. Locations are chosen according to following criteria: - it complements public transportation, primarily urban-suburban railway - in greater traffic demand zones - in recreation areas - near educational facilities and public institutions - near tourist attractions CITY BUREAU FOR PHYSICAL PLANNING ZAGREB
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CHOSEN LOCATIONS: Črnomerec turning point Ljubljanica turning point Borongaj turning point Dubrava turning point Savski most turning point Student centre FER (Faculty of electrical engineering and computing)
FSB i FF (Faculty of mechanical
engineering and naval architecture, Faculty of philosophy)
Western central station Tomislavov trg Trg Stjepana Radića Britanski trg Petrinjska Gajeva Kvaternikov trg Kennedyev trg Vukovarska-Heinzelova Jarun Bundek INA Zapruđe
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Examples from France:
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6.8. Education, popularisation and presentation of bicycle traffic : The intention is to reduce the number and severity of injuries and deaths among cyclists, and especially among children on bicycles, along with furthering their capability and safety in traffic. The mission is to create new traffic virtues in order to improve life conditions (with less CO2, without noise, traffic jams, waiting, spending money on gas, and with greater security and quality of life..) and improve bicycle traffic management. Further, to increase traffic safety through specialised education program in primary and secondary schools, and various workshops lead by teachers, police officers, sport federations, volunteers representing organisations and other users. Promoting “healthy living” and physical activity using bicycles is also necessary: Riding bicycle 20 miles per week reduces risk of heart attack by 50% compared to those who don’t ride bicycles (Source: British Heart Foundation, Morris) People who regularly ride bicycles live 2 years longer on average than those who don’t Riding a bike influences mental health, reduces depression and anxieties durring rush hour, bicycle is 2 times faster than cars – convenient for short journeys If 1/3 of short car journeys would be substituted with bicycle, the number of heart attacks would drop by 5-10 % (Source: Bikes not Fumes, CTC, 1992).
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To eliminate percieved bicycle traffic problems: “Rich vs. Poor” predjudices, citizens ignorance about motorised traffic adversity, lack of education, low media coverage, insufficient financing, Traffic studies don’t pay enough attention to bicycle traffic issues ...it is necessary to identify subjective shortcomings of the system, like: there’s no standards for bicycle traffic, a precise plan of education and popularisation of bicycle traffic doesn’t exit there’s no planning, yearly or otherwise, for bicycle network upgrade and addition, that would include clearly defined cost estimations, deadlines and target results of construction
Actions initiated by European Union project „CIVITAS ELAN“ have been the only real effort in promoting bicycle traffic in Zagreb, but that’s not enough, if there is no active participation from the whole community.
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7. Conclusion: Current physical planning documentation provides all the requirements for bicycle traffic development (Zagreb Master Plan -GUP, articles 18,22,37,38,39,41,42,56,78 i 98). In order to develop bicycle traffic more promptly, these actions should be taken: Define a development strategy for Zagreb bicycle traffic The City should adopt the strategy with consensus and legal act, and follow it’s implementation, with adjustments if necessary A special department for bicycle traffic issues should be formed within City’s traffic sector (investments, development and education) Form necessary bicycle traffic standards Draw detailed designs with cost estimations Legislation in concern should be reviewed if necessary, to ensure prompt implementation Sava river should be defined as baseline for bicycle traffic development and bicycle tracks categorisation should be implemented
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Thank you! Prilikom izrade korištena je fotodokumentacija i digitalni ortofoto tvrtke Studio HRG d.o.o., kao i javni slobodni izvori
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