Arnoud Mouwen Ruud van der Ploeg

1. Arnoud Mouwen Ruud van der Ploeg

2. 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. Context, in Amsterdam Region: • 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?

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 Trips in range of 2,5-5 km one way with destination inside Stadsregio (working day) Example 100% = 10k 19k 73k 94k Car PT * Similar pattern in range 5-10 km one way Bicycle Walking * Because of short distance (almost) only bus, tram & metro

7. Youth over 11 years travel larger distances to school and use public transport more frequently Trips for education >1km aimed at destinations within Stadsregio Amsterdam (working day) Avge kms single trip 100% = 252k 5,0 mln Share PT 18+ 24,1 58% 12-17 0-11 6,4 21% 4% 2,2 4%

8. A large part of the public transport trips of 12-17 year olds seems quite suited to cycle… However… Trips of 12-17 year olds with motive education in the Stadsregio on a working day (%; number) Distance single trip PT Cycling & walking Car 100% = 68k 2% 86% 12% 7k 15+ km 45% 51% 10 – 15 km 4% 6k 14% 80% 6% 5 – 10 km 17k 17% 80% 2,5 – 5 km 3% 14k 93% 3% 24k 0 – 2,5 km 4% 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 Trips of 2,5-5 km single trip with destination in Stadsregio on working days EXAMPLE 100% = 10k 19k 73k 94k Car PT * Similar image on range 5-10 km single trip Bicycle Walking * Because of the shortest distance practically only for bus, tram and metro

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) Voortransport (van herkomst) Natransport (bij bestemming) 22% Walking 61% 23% BTM 29% 44% Cycling 8% On the activity side less modalities are available, walking is the main modality and (therefore) distances are shorter 11% Car 2%

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. Storage facilities 12

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

16. Development in the use of the OV Fiets

17. Infrastructure for bicycles “Muiderfietsbrug”(parallel lanes at waterway crossing motorway A1) 17

18. Regional network for cycling links (2012) 18

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

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. “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 Morning peak hour, SRA (people x 1,000) 620 340 250 Mode share Car PT Bike 35% 10% 55% 70% 20% 10% 55% 40% 5% * Sloterdijk, Zuid, Bijlmer, Amstel, CS, Schiphol

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

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

26. Week days: dominant trip motives ‘must’ (work and education), Weekend: nice’ Active PT-yourneys with destination inside of Amsterdam region. x 1,000) Weekdag Weekenddag Week days Weekend Other motives (‘nice’) Education Work 6:00 6:00 10:00 10:00 14:00 14:00 18:00 18:00

27. Morning peak hours decisive. Train use most peaked. Yourneys by train Yourneys by BTM Peak Off peak 6:00 6:00 10:00 10:00 14:00 14:00 18:00 18:00 Peak: yourneys active between 7 and 9 uur AM Off peak: yourneys not active between 7 and 9 AM

28. Rush hour (“peak”)

29. Off peak

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

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

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

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

34. Average speed PT (km/h) Municipal PT: especially in peak hours, long distances with slow tram originating from Central train station Destination passengers originating from CS 19k 69k 100%= Metro Fast tram City center Tram/ bus outside ring Tram/ bus inside ring Outside of center Tram inner city

35. Approach aimed at faster, more reliable and more frequent train and BTM in peak hours on regional distances (>10 km). Scope = peak Focus on peak/business hours (economic function). • 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. Faster More often Higher frequencies leads to less waiting time (perceived as twice the travel time). More reliable • Simplifyinig the network (segregation of freight and PAX, less line interference). • Focus on shorter distances in the peak period for trains (<80 kms) Betrouwbaarder

36. 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) Number of jobs and education spots Train stations + 800m walking Metro incl. Noord/Zuidlijn + 800m walking Bijlmer 35% 42% 77% 69k 36% 37% Zuid 73% 130k 47% 25% Amstel 72% 98k 7% 57% CS 64% 120k 28% 21% Sloterdijk 49% 50k 69% Schiphol 5% 5%

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………….. Characteristics supply PT in peak hours • Shorterlines and more frequent in peakhours. • More differentiationbetweenregional and national train product formulas (throughtrainsneednotbethat frequent). • Focus train and BTM on the top 6 nodes/portals in peakhours. • Priority in peakon PAX, afterpeak garanteed freightpaths High frequent Sprinter, 6x per uur Less frequent IC, 4x per uur HSA/ICE, 1x per uur 30

39. Concluding remarks • 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.