'Free parking' is expensive and does not sell more

When considering free or cheap parking in shopping areas, it is important to research what this will bring to the shops. Most municipalities aim for a thriving retail sector but the research and practical experience available to CROW-KpVV in The Netherlands, show free parking to be an an expensive measure that hardly contributes to the number of shop visits or shop revenues. Moreover alternative measures are cheaper and contribute (much) more. These measures are in the fields of investing in a high quality public realm, a good mix with other entertainment functions like bars, cafes and restaurants, museums, and special events at or near the shopping area. Looking at the impact of transport related variables, the most important factor is that it is well organised. Easy accessibility and ease to find a parking spot is influential in the choice of the  shopping area for a mere 15 percent of the visitors. Parking rates play only a role for 6 percent of the visitor. Altogether municipalities have measures to their disposition promoting the retail sector that are much more effective than free or cheap parking. There is no such thing as free parking because the cost of free parking is very high for the municipality, i.c. the tax payer; An attractive shopping environment'  is key to the success of shopping areas, not free parking. Read more here.

Beyond statistics

http://cities.human.co/

4.200 bcycles parked under stairs

Utrecht opened its – so far – largest indoor bicycle parking facility. It is the first new permanent solution to park bicycles in the area around central station. Under the new monumental stairs to the new station hall (that has yet to be finished) this huge new facility can accommodate 4,200 bicycles.Utrecht is rebuilding its station area and up to now most of the facilities were temporary. But the area at the west side of the station is now in a stage that the first permanent structures are being finished. One of those is the 8 metres high massive entrance stairs. The steps lead up to the new municipal office building that has also just been finished and the new station hall over the railway tracks. These stairs offer great views over the square ‘Jaarbeursplein’ that will also be used for events. For those events the stairs can double as a grand stand with seating for many people. That already happens. People use the seating areas in the stairs – which cleverly hide windows for the space under the stairs – the moment the sun is out. People can use elevators. Read on here.

How fair and efficient are our streets?

Matthew Blackett: Happy City: Transforming our lives through urban design

Should Urban Cycle Hire Schemes be Financially Self-Sustaining?

It’s perhaps not surprising that bike-sharing was born in one of the world’s most prolific transport innovators. France brought us the stylish automobiles of the 1960s, high-speed TGVs, Airbus jetliners – and urban bike-sharing. 40 years ago, the French city of La Rochelle launched what is considered the world’s first successful bike-sharing programme, Vélos Jaunes (Yellow Bikes). Incredibly, the bikes were actually free to use at first, and 30 years later ( in 2004) the fellow French city of Lyon would launch the world’s first major bike-share scheme using next-generation, computerized bike racks and memberships cards. Some 600 cities around the world now have a bike-share system, most of them being wildly successful in terms of market penetration and user-rates. In fact, we’re positively hooked on them. New York City’s own Citibike was launched earlier this year and in only a few months the programme has already grown to nearly 100,000 members. User numbers aside, however, the vast majority of these systems have floundered financially, much to the dismay of city governments. But can (or should?) bike-sharing be financially self-sustaining? Read more here, also in Portuguese.

View The Bike-sharing World Map in a larger map

5th generation of Dutch Royals on bicycle

Draft London Cycling Design Standards Copy/Paste them at will!

Last published in 2005, the revised London Cycling Design Standards (LCDS) is a technical document that should inform design options and promote an integrated and ambitious approach to delivering high quality infrastructure for cycling in all parts of Lond. It has now been comprehensively updated to reflect established and emerging best practice, and to help planners and designers meet the aspirations of the Mayor’s Vision for Cycling. Through this consultation, they welcome your comments on all parts of this draft document. You can view the draft LCDS as a single document here or as individual chapters. These are the chapters: Ch1 Design Requirement, Ch2 Tools and Techniques, Ch3 Cycle lanes and track, Ch4 Junctions and crossings, Ch5 Cycle friendly street design, Ch6 Sign and markings,  Ch7 Construction including surface, Ch8 Cycle parking, Appendix Cyclists at roadworks. Read on here.

When there is not enough space people get priority

Utrecht has decided that the dominant types of transport in the old city centre should be cycling and walking. Streets which are due for maintenance are therefore reconstructed to reflect that policy. The newly reconstructed Domstraat and Korte Jansstraat show the city keeps word. These streets, which were clearly designed for the car in a different era, were changed into streets for people. This was done by drastically narrowing the main carriageway so the side walks could be widened significantly. The worn asphalt surface was removed and replaced by a much more friendly brick surface. Most parking spaces were removed as well. The area became a 30km/h zone and that means most traffic signs could be taken away. Before, the streets had priority over every side street and there were signs at every intersection to indicate that. In a 30km/h zone the priority is the default priority, which means that traffic from the right, so traffic coming from the side streets, has the right of way. Signs are not needed to indicate the default priority arrangement. All these measures combined send out the signal: motorists, you are a guest here, this is a people’s place now. The streets are optimised for walking and cycling. Read on on Bicycle Dutch.

Even electric quadricycles are not safe on the road

Euro NCAP has tested four heavy quadricycles in a special safety campaign. All vehicles have performed very poorly and some have shown serious risks of life threatening injuries. In recent years, a new class of sub-compact vehicles has emerged in Europe. Although street-legal, quadricycles do not have to pass any of the rigorous crash tests to which cars are subjected. The tested models were the Club Car Villager 2+2 LSV, the Renault Twizy 80, the Tazzari ZERO and the Ligier IXO J LINE 4 Places. While some vehicles scored better than others, all fourquadricycles showed serious safetyproblems.The vehicles were scored primarily on data from crash dummies but penaltieswere also given for poor performance of the structure or restraints. ‘Our test campaign confirms that quadricycles generally provide a much lower level of safety than regular passenger cars. The poor results, however, urge us to ask ourselves whether consumers should really be satisfied with the protection currently being offered? As quadricycles look set to become more and more popular, Euro NCAP is calling for manufacturers and legislative authorities to ensure a minimum level of crash safety for this vehicle segment’ stated Michiel van Ratingen. Read more here.

CycleCities: 'More bicycles sold than cars' requires better planning