Ministry of Transport and Public Works

Evaluation of the Delft Bicycle Network Plan

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EXPLANATION OF CHANGES IN TRAVEL BEHIAVIOUR - Effects of measures on choice elements

1. Objective alternatives

   A direct change of objective choice options due to the bicycle network plan only occurs in the case of route choice. The construction of new links like bridges and underpasses offer route alternatives that did not exist formerly. An analysis of extensions of route choice seta can be found elsewhere.
   Newly added route alternatives will always attract trips from existing alternatives, even when they do not constitute better options in terms of the relevant attributes like travel time, comfort, etc..

2. Objective attributes of alternatives

   It is clear that the measures introduced generally resulted in an improvement of the objective characteristics of the bicycle network resurfacing and separate bicycle paths lead to better comfort, bridging gaps cause distances to be reduced, safety may be enhanced through separate bicycle paths and improved traffic control at junctions, etc.. The effect of the bicycle network on such network attributes like distance, travel time, surface type, facility type, may be found elsewhere.

   It may be concluded that the impedance to travel by bicycle has been reduced. It has become easier to get to many destinations by bike, also compared to other means of transport. As a result travellers, whose only feasible mode is using the bicycle, will make more trips; individuals having a real choice will opt for the bike more often.

3. Subjective choice constraints

   The distance reductions realized are in general insufficient to remove constraints with respect to activity and mode choice, except perhaps in the case of Tanthof district. The analysis of changes in subjective mode choice constraints showed that the bicycle network plan hardly affected this choice element. The reason for this is that constraints related to road infrastructure hardly existed before the plan was implemented. Consequently, it was not possible to further reduce these choice restrictions.

4. Perceptions

   Individual travel choices are not made on the basis of the objective choice situation, but on perceived alternatives and attributes. Did the bicycle network plan encourage bicycle use through improved perceptions?
   The Delft bicycle network is designed as a hierarchical network with three levels, each having its own spacing and design characteristics. From urban geography it is known that such a network leads to a better 'mental map', - at least if the differences in structure and design are clearly recognizable to the users. Cyclists are able to estimate distances and travel times more precizely. They have a better understanding of the network structure and thereby a better sense of direction. Available links and routes are better known.
   All this may encourage people to travel by bicycle more frequently. Route choice will be clearly affected: the cyclist is inclined to use high-order facilities more since he knows them better and they help him to navigate in the network.

   The analysis of routes followed by cyclists showed that the network is used according to the built-in functional hierarchy.

5. Preferences

   The importance the traveller attaches to various attributes plays a substantial role in the evaluation of alternatives. It is assumed that these preferences are very personal and that they are related to his character and social context. Therefore, preferences are very stable and will not be affected by implementation of the bicycle network plan in the short run.