1. Arnoud Mouwen Ruud van der Ploeg 1

2. © 2012 Strategy Development Partners Arnoud Mouwen, Ruud van der Ploeg, Amsterdam Metropolitan Region, EMTA General Meeting Berlin, September 18th. 2012 Improving Utilization of Infrastructure in Amsterdam Region. Analysis for cycling and Public Transport

3.  Less money from central government for operations and infrastructure.  Public Transport supply cannot keep up with the pace of growing demand, planning and control cycle lags behind.  Forecasts for the region hints at a rapid mobility growth towards the year 2040.  The region –and specifically the city of Amsterdam- can’t handle more car traffic than there is nowadays.  Reasons for Regional Executive minister mr. Wiebes to start - together with the City of Amsterdam and Schiphol Airport- a new initiative aimed at improving utilization of Public Transport Infrastructure.  In this presentation we will address the following topics : – could the bicycle contribute to the goal of better utilizing PT? – and what are the opportunities within the PT-system itself? Context, in Amsterdam Region:

4. Cycle education for youngsters An analysis of mobility patterns

5. In Amsterdam for distances of 1 - 10 km the bicycle has a larger share than in other municipalities in the Stadsregio Share of cycling to destinations within the Stadsregio, distance one way trip, 25-59 year old Amsterdam Other municipalities

6. Share of cycling is high amongst teenagers (15-17 years); elderly cycle less and take the private car more often 100% =10k Car Walking Bicycle PT * Trips in range of 2,5-5 km one way with destination inside Stadsregio (working day) 19k73k94k EXAMPLE *Because of short distance (almost) only bus, tram & metro Similar pattern in range 5-10 km one way

7. Youth over 11 years travel larger distances to school and use public transport more frequently 100% = 0-11 12-17 18+ 252k5,0 mln 2,2 6,4 24,1 Avge kms single trip Share PT Trips for education >1km aimed at destinations within Stadsregio Amsterdam (working day) 4% 21% 58%

8. A large part of the public transport trips of 12-17 year olds seems quite suited to cycle… However… 15+ km 0 – 2,5 km Trips of 12-17 year olds with motive education in the Stadsregio on a working day (%; number) Distance single trip 2,5 – 5 km 5 – 10 km 10 – 15 km PTCycling & walking Car 14% 17% 4% 45% 86% 6% 3% 4% 2% 93% 80% 51% 12% 100% = 68k 17k 14k 24k 6k 7k 60% of all trips are under 15 km long; 41% is less than 10 km

9. 18-24 year olds take public transport on short distances more often than car or bike 100% =10k Car Walking Bicycle PT * Trips of 2,5-5 km single trip with destination in Stadsregio on working days 19k73k94k EXAMPLE * Because of the shortest distance practically only for bus, tram and metro Similar image on range 5-10 km single trip

10. Bicycle is important at origin (home), on arrival from train to destination, walking is predominant Pré and after transport of trainpassengers, working days by main mode of transport (% traintrips) 22% 44% 23% Walking Cycling Car BTM Voortransport (van herkomst) Natransport (bij bestemming) 61% 29% 8% 2% On the activity side less modalities are available, walking is the main modality and (therefore) distances are shorter 11%

11. Bicycle use in transport to train has grown tremendously over the last decade; leads to a considerable storage challenge at stations. Cycling as transport mode to the train +600%

12. 12 Storage facilities

13. A challenge to meet: how to store two-wheelers in public space?

15. 15

16. Development in the use of the OV Fiets

17. 17 Infrastructure for bicycles “Muiderfietsbrug” ( parallel lanes at waterway crossing motorway A 1)

18. 18 Regional network for cycling links (2012) 18

19. Share of PT and cycling in Stadsregio Amsterdam 2006-2010 19

20. 20 Summary cycling and public transport The bike gains popularity as an indepedent mean of transport (< 10 kms), but also to link people to high quality transport (a “hidden potential”). Influencing travel patterns into outside peak start of education has little effect on ‘smoothing’ the PT-peak; it even dupes a majority of pupils at highschools. School pupils need a different approach to be tempted to shift from students, students rarely travel in peaks in public transport and travel longer distances. Growing demand of rental systems mainly in transport on arrival after train trips (a niche?) Fast growth of bicycle leads to a lack in capacity for storage at train stations A need for funding of storage facilities at PT-hubs (bus + train stations).

21. 21 “Cycling is healthy, so eat more bike !”

22. The Present Regional PT-network

23. PT crucial mode for concentrated work locations for distances > 10 kilometers *Sloterdijk, Zuid, Bijlmer, Amstel, CS, Schiphol 250 620 Mode share Morning peak hour, SRA (people x 1,000) Car PT Bike 35% 10% 55% 70% 20% 10% 55% 40% 5% 340

24. ‘Yourney defined as a series home-home trips 24% Mode and trip choice is done at home Trip 3 Trip 5 Trip 4 Trip 2 Trip 1 5 trips; 2 yourneys

25. Car yourneys are scattered; PT yourneys higly concentrated, especially towards Amsterdam Car yourneysPT yourneys Urban areas with > 1,400 journey destinations per sq. km, working day These areas add up to 80% of all PT yourneys in the region.

26. Week days: dominant trip motives ‘must’ (work and education), Weekend: nice’ WeekdagWeekenddag Active PT-yourneys with destination inside of Amsterdam region. x 1,000) 6:0010:0014:0018:00 Work Education Other motives (‘nice’) 6:0010:0014:0018:00 Week days Weekend

27. 6:0010:0014:0018:00 Morning peak hours decisive. Train use most peaked. Off peak Peak Yourneys by train Peak: yourneys active between 7 and 9 uur AM Off peak: yourneys not active between 7 and 9 AM 6:0010:0014:0018:00 Yourneys by BTM

28. Rush hour (“peak”)

29. Off peak

30. 30 Trust: Safe and secure journey Get what you expect Mental effort: No hassle, no stress Travel time door to door: The faster, the better Physical effort: Personal convenience Emotions Time is money Reliability Ease Speed Comfort Experience Safety ‘must’: travel fast ‘lust’: travel relaxed Pyramid of Customer Needs

31. In peak hours PT mainly used for work and education; longer yourneys  Train dominant >10km one way, mainly inter- local Work/business Education 93 22 4 119 (=36% PT share ) 36 (=12% PT sharel) 20 11 3 2 PT yourneys in peak hours x 1,000 air PAX (indication) Nice 1-10km one way, mainly local yourneys Train dominant, 81.000 yourneys in morning peak work/edu pm

32. Off peak hours: mix of motives. 70% yourneys is for ‘lust’. 83 (=14% PT share) 5 10 Nice Foreign visitors 38 30 73 (=25% PT share) PT off peak yourneys x 1,000 31 24 10 8 Work/Bus iness Eductaion >10km one way trips1-10km one way trips

33. Precisely in peak hours, when speed is essential, train is performing less well; dispunctuality and longer travel times. Morning peak dominant over off peakEspecialy in peak 44% more trains delayed than in off peak period Off peak Morning peak Off peak +44% Trains >5 min delayed, march 2012Verdeling treinreizigers spits/dal

34. Municipal PT: especially in peak hours, long distances with slow tram originating from Central train station Average speed PT (km/h) 19k69k Metro Fast tram Tram/ bus outside ring Tram/ bus inside ring Tram inner city Destination passengers originating from CS City center Outside of center 100%=

35. Approach aimed at faster, more reliable and more frequent train and BTM in peak hours on regional distances (>10 km). Betrouwbaarder More often Focus on peak/business hours (economic function). Faster  Yourney distance and travel time diminshes by using nearest PT node.  Selected number of nodes/portals get function as ‘interchange machine’.  More use of faster metro system, that will act as the backbone of PT in the city.  Simplifyinig the network (segregation of freight and PAX, less line interference).  Focus on shorter distances in the peak period for trains (<80 kms) More reliable Scope = peak Higher frequencies leads to less waiting time (perceived as twice the travel time).

36. Metro incl. Noord/Zuidlijn + 800m walking Train stations + 800m walking Zuid Amstel Sloterdijk CS Bijlmer Schiphol 5% 36% 35% 7% 25% 37% 42% 57% 47% 21%28% 77% 73% 72% 5% No extra infrastructure needed. Infrastructure network of train and metro in 2020 serves 69% of relevant destinations directly. Office jobs and higher education institutes per area, 2010 (% of total) 49% 130k 98k 50k 120k 69k 64% 69% Number of jobs and education spots

37. Shift in emphasis between nodes/portals  North/South metro line (in operation in 2017)  South train station more important, Central Station less important.  Also shift from slow tram to fast metro.  Six nodes pin pointed as top nodes.

38. Existing national train plan fits in this ideas, but………….. Sprinter, 6x per uur IC, 4x per uur HSA/ICE, 1x per uur  Shorter lines and more frequent in peak hours.  More differentiation between regional and national train product formulas (through trains need not be that frequent).  Focus train and BTM on the top 6 nodes/portals in peak hours.  Priority in peak on PAX, after peak garanteed freight paths Characteristics supply PT in peak hours High frequent Less frequent 30

39.  Plan attracted much attention and support from both passenger organizations, employers, national transport Minister, local and regional administrations and other interest groups (i.e. travellers).  Is at present transformed to policy yards stick for future infrastructure investments.  Success is greatly due to the energy of the political responsible regional board member.  There is a great need for a reality check in the effectiveness in the use of infrastructure, mainly considering public budget cuts.  Partners in different levels of government and suppliers of transport are challenged to consider possibilities of better use of available infrastructure from a different angle. Concluding remarks