Cyclability

Cyclability

Cyclability

Degree of the ease of cycling

Cyclability is the degree of ease of bicycle circulation.[4] A greater degree of cyclability in cities is related, among others, to benefits for people's health, lower levels of air and noise pollution, improved fluidity of traffic or increased productivity.[5][6][7]

Segregated bike lane in Valencia.
Map of the cycle lanes of Valencia (in blue).
The city of Valencia has increased its cyclability by extending and connecting its cycle paths with each other through segregated bike lanes. In just a few years, it has managed to increase both the number of users in general[1] and the number of female cyclists in particular.[2][3]

Cyclability factors

Among the factors that affect cyclability are:[8][9][10][11][12][13]

Safety

Main article: Bikeway safety

The safety of cycle paths is a requirement for high cyclability:

  • The safest roads are those that are segregated from motorized traffic (bike lanes), followed by shared paths and, finally, lanes shared with other vehicles.
  • The width of cycle paths should be wide enough for two bikes to cross or pass each other safely.
  • The visibility of the road must make it possible to anticipate possible braking and intersections, avoiding curves at right angles.
  • Intersections must, in turn, be well marked for both cyclists and motorized traffic.
  • The routes must avoid obstacles, such as lampposts or benches. Also prevent carrying the bike, such as on stairs, in which case bicycle ramps can be incorporated.
  • The pavement must be smooth, with lowered obstacles such as curbs, with materials that do not offer too much resistance, that drain and are not slippery when it rains.

Coherence

Main article: Permeability (spatial and transport planning)

A coherent cycling network implies:

  • The cycle paths must cover the entire extension of the city, so that the bicycle can be used to go to as many destinations as possible. Ideally, there should be a cycle path within 250 meters of any point in the city.
  • They have to be connected to each other continuously.
  • There must be secure bicycle parkings both at the origin and at the destination of the routes.
  • The design of cycle paths must be uniform, so that all citizens can quickly perceive the use of that path, avoiding conflicts.
  • The routes must be correctly signposted, including the destinations offered by each of the routes.

Directness

Main article: Permeability (spatial and transport planning)

Bicycles are driven by people's physical exercise, therefore, a highly cyclable cycling network must allow direct movement without great effort:

  • The routes between origins and destinations can be made in the most linear way possible, without the need to make large deviations.
  • The cycle paths should go through the main streets, as they are usually the ones that host the majority of shops and services.
  • They should avoid or minimize slopes.
  • Reduce the number of stops such as traffic lights or intersections, which require greater physical effort. This may included Idaho stop, dead red, or red-light-as-yield traffic laws.[14]

Cyclability indicators

One of the best indicators of the degree of cyclability is the balanced proportion of genders and ages that make daily use of the bicycle. Women, children and the elderly are the ones who have a greater perception of insecurity, so if a city has low cyclability, they will not consider the bicycle as a usual means of transport. On the contrary, a composition of bicycle users similar to the demographic structure will indicate a highly cyclable space.[6][15]

See also

References

  1. [1]
    "Los usuarios de los carriles bici crecen en Valencia un 214% en cinco años". El País. 19 September 2021.
  2. [2]
    Bono, Ferran (3 February 2020). "Las mujeres usan más las bici en Valencia en cuanto aumenta la seguridad". El País.
  3. [3]
    "Se incrementa el uso de la bicicleta en València en las mujeres de entre 25 a 55 años". La Vanguardia. 8 April 2021.
  4. [4]
    "Ensayo metodológico para evaluar la ciclabilidad de los carriles bici de la ciudad de Málaga. Caso del carril bici Universidad – Rectorado" (PDF). 2014. {{cite journal}}: Cite journal requires |journal= (help)
  5. [5]
    Howell, Nicholas A.; Booth, Gillian L. (24 February 2022). "The Weight of Place: Built Environment Correlates of Obesity and Diabetes". Endocrine Reviews. 43 (6): 966–983. doi:10.1210/endrev/bnac005. PMC 9695105. PMID 35201344. S2CID 247082694.
  6. [6]
    "Estrategia estatal por la bicicleta" (PDF). Ministerio de Transportes, Movilidad y Agenda Urbana. June 2021.
  7. [7]
    "Ir al trabajo en bicicleta mejora la productividad". Cinco Días. 2 December 2015.
  8. [8]
    Mollo, Ramiro Moler (March 2011). "Manual de Diseño para el Tráfico de Bicicletas". CROW.
  9. [9]
    "Postura de ConBici ante las vías ciclistas". ConBici. November 2017.
  10. [10]
    "Manual de parámetros para definir una clasificación según el grado de ciclabilidad" (PDF). Ministerio de Agricultura, Pesca y Alimentación de España. May 2020.
  11. [11]
    "Plan de ciclabilidad para Burgos 2020". Burgos Con Bici. 14 September 2020.
  12. [12]
    "Claves para la integración de la bici en la movilidad urbana". ConBici. 13 October 2020.
  13. [13]
    "Quality criteria for long-distance cycle routes. European Certification Standard" (PDF). European Cyclists' Federation. December 2021.
  14. [14]
    Stromberg, Joseph (2014-05-09). "Cyclists should be able to roll through stop signs". Vox. Retrieved 2024-03-07.
  15. [15]
    "2ª Fase del Plan de Ciclabilidad. 2017-2022. Pamplona-Iruña" (PDF). Ayuntamiento de Pamplona.
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