e e e e e e e e e e e e e e went through which are very similar to the ones that we have right now here and how they were able to overcome it and how long it took them to overcome it so it's not something that is tomorrow you're gonna have bike Lanes Galore all over the place it's something that we need to progressively start thinking about and progressively start um implement menting so without further Ado I'll present to you together P yes can you turn on the lights thank you all right let's roll new the gave of well it's is cycling Paradise um I I think that uh what makes this very different from other cities is that it's a social practice that is that's to mean you you cycle together you talk and there are very few places in the world where uh you don't cycle alone but you cycle in groups and we're cycling sets to pays for other traffic including pedestrians but also for uh for cars there are very few places left in the city after a long struggle where cyclists do not determine the speed with which other traffic uh travels so we have to understand when when I grew up I still remember that uh bicycles were really uh not supposed to be on the streets there were cars everywhere and it was almost it could have happened another way uh the Tipping Point was there so why did the Netherlands really preserve the Cy cultures where in other countries where they had it sort of lost it 3 [Music] yeah I got from day one involved I lived here in Amsterdam not that far from the reich's museum and the and traffic in the 70s was growing you know the the economy was growing so you saw more and more traffic and there were a lot of schools in the neighborhood and I had young children I had one at the fir in the beginning later on a second one and um I noticed the accidents you know it was clear that children on their way to school had a huge risk and if you have a small child you realize okay that's also the responsibility I have as a mother of children to guarantee their saf for and in fact it was also a plea for taking back the street to pedestrians to playing children to um yeah to to give us back part of the street it was taken from the pedestrians and plain children by the traffic worldwide everywhere uh there were plans for ultom mobility and urban uh highways and in the 1950s and 1960s they were on the drawing board but it was only 1970s that people really saw what that meant so whole neighborhoods were scheduled to be torn down and highways were being built and that is that point that people rose up and this was in the H in rdam in Amsterdam um but also in New York so it's a worldwide phenomena it was about what should cities be and Jane Jacobs the very famous urban planner said uh cities are not for cars they're for people and so there was a very broadly shared idea and so it came together uh the point of resistance as well as these Grand plans to bulldozer over Amsterdam and that sparked a movement a very potent movement and if they had been there five years later we would have a very different city this city would be like an American city divided by a a urban highways and so many cities around the world so it is you know it was in a nick of time that this uh this happened and it was part of a political struggle and not something mag that came out of nowhere or some Dutch DNA you know that we are born with this Vision about cycling no it was actually a very ordinary hard political struggle and not only in that time but it has continued to do so maybe not as visible but every inch on the street is a contested Terrain the for new him well the moment you say I don't want to tear down all the houses and I want to keep the streets as they are and I want to use the marketplaces uh the plazas so to say for Market activity and not for just cars so what we did is we uh this compact one we brought them in four parts like you have a cake and you divide them in four parts and you could only enter from the outside of the circle in one of the parts but you never could move from one part into the others that was the idea and that was called uh traffic circulation plan we want to give priority to public traffic and to pedestrians and to the bike and uh of course there was a lot of publicity and there was big fights years before we had the majority decision in this in the city where demonstrations from dwell shop dwellers who were against there were others who supported it but the majority saw problems later it all came okay and we got support but in that period was really hectic fight between the different players and people felt that is something at stake I grew up in a suburb where there were some cycle ways but they were not connected and they were not really so well as we know them today and especially in the city centers there was no cycling infrastructure at all so it was only in the 1970s that the national government started thinking about plans to improve that and they experimented with that in tilberg and the ha those two cities volunteered to do this to get one beautiful cycle route throughout the city when the cycle route inber was built it was a great success and that had largely to do with the fact that they connected the university area with the city center so a lot of students could use this route and the student population is the first to start cycling because they are young uh they don't have too much money they are out of the control of the parents so they are the first to take up cycling because it only has advantages to them so in tilberg the cycle route was used very well and loved very well so after the successful trial in tilberg came the haake and the heg was a totally different story because the he is much bigger the people are different the street pattern is different so you had a lot of shopping streets where the cycle route would go through and the shopkeep Keepers in those streets were very afraid that they would lose income if people couldn't park the car in front of their shops so they were very much against it but the city pushed on and they started building the cycle route and people started using it but the shopkeepers were so against it that they hired people to take out the finished part of the cycle route in the night uh the police had to come the Oldman was cold and then she came out of her bed and they started to have uh discussions middle of the night in the Street that's how much opposition there was in the hay so you cannot imagine that today in the Netherlands there's almost no opposition against any cycling infrastructure but at that time when it was new people were very much against it and that is from the funny thing is that was in 1978 and if you look at it with today's eyes the red cycle paaths are now everywhere so what was then very special is kind of normal now minil of themselves were following these experiments that okay we can try another thing which is the bicycle Network and the bicycle network has two perspectives it's a mantle map in your mind and it's also something on the streets but to build let's say 100 kilometers of separate bicycle routes Al tilberg or would be too expensive and not cost effective enough so the idea was what if we assume that 7 of 80% of the city network is already there the cycle network is there being ordinary streets and Junctions and Roads and we provide for the missing links so the small missing links just shortcuts between an area and a bicycle route uh bigger missing links like Bridges and tunnels Etc it showed that in the part where we did a lot of facilities so where it was completed is that finally more people went cycling they went further on on their bikes and they they they came more often on their bikes [Music] so one of the debates is do you need infrastructure to get cycling or do you need culture of cycling to get cycling uh it's probably somewhere in in between but it's certainly not true that if you have cycling path that you will have cycling so even though the Netherlands is very famous outside and has been pioneering and has been a lot of copying elsewhere in the world it is only one piece of the puzzle infrastructure is important but ultimately need people to cycle the thing that's remarkable about cycling in the Netherlands is how unremarkable it is almost everybody does it they don't even think about it nobody identifies themselves as a cyclist it's just a part of the way they move around their City without uh special clothing special equipment and their bicycle is not an extension of their personality it it's more just a tool that they use to get from made to be yeah over when I came to to Amsterdam that was about 20 well 30 years ago 35 years I'm getting old um then of course a lot of people rode their bikes in Amsterdam and but it was also a little bit Wild West we were very we were very um assertive cyclists and so we taught the motorist alesson each time we encountered them and actually it was also much more dangerous than it is now and in fact at the moment if somebody chooses to to go by bike or by car if that person goes by bike in a city like Amsterdam as a whole the safety is better off if people take their bike instead of taking their car people from abroad visit the Netherlands and they see all the cycling infrastructure in our streets they often think this must always have been that that way well it's not uh we've seen that these experiments in tilberg and the he were were only in the late 1970s then came Del the successful one in the 1980s and that forced the government to think about sustainable safety policies and only when those were in force and with the good guidelines that came with them the city started to build cycling infrastructure of the quality that we see today in in the streets 1990s that's that's 20 years ago so it's strange that people have forgotten about it even in the Netherlands you just take your everyday reality and and think it's always been like that even the Dutch do that but it hasn't it has been very recent this development that's been really part of the success here in the Netherlands is not by building 35,000 kilometers of fully separated bike Lanes but also uh calming the automobile and slowing it down in their cities so almost 3/4s of all streets Urban streets here in the Netherlands are slowed to a speed of 30 kilm an hour or less which creates these conditions where almost every street can be used as a cycle way and not just the ones that happen to be green on uh Google Maps or on the bicycle uh Network um plan so I I I don't think this can be stressed enough is that the relative strengths of a cycling Network are as only as strong as its weaking weakest link and so in a lot of uh cities that are starting to implement cycling infrastructure they build these nice cycle paths uh along the side of the road and then when you approach an intersection um you're suddenly in no man's land and you're left to your own devices and the vast majority of collisions occur at these intersections um where there's no consideration being given to people on foot or bicycle the one area where the Dutch have really excelled has been taking a holistic approach to the intersection design making sure that people when they're turning in in cars are watching for people on bicycle simply through the design of the intersection adding these bul bouts on the corners um and then refuges mid block for the people on bicycles so they're not Crossing more than one or two lanes of traffic and and left out in this area where they're exposed to motor vcle traffic um so by taking this this approach to carrying the protected bike lane through the intersection um they've made uh cycling much safer much more comfortable and uh much more of a viable choice for the more risk inverse people that maybe don't feel comfortable um uh putting their life in in danger every time they happen to get on a bike by the beginning of this Millennium of this Century um the city Drew up a new bicycle policy plan and in the plan they said we want want to maintain our level of cycling at 37% the cyclist Union thought it was not very ambitious to keep it at that percentage but the city said no yeah why uh well we get more immigrant people that don't cycle so much and uh maybe we will lose cycling so it would be great if we get if we remain this 37% that's a plan and that's a number and nobody knows actually what is going to happen in the future and I think everyone was surprised to see that from about 2000 2005 the level of cycling grew started growing rapidly and to a high level I think there are several reasons for that one of the reasons is of course by that time the city had been working on bicycle policy and on improving the bike infrastructure for for about 30 Years also we got more train stations so the combination of bike and train became more and more attractive the parking policy was not only implemented in the city center but started spreading out so then bicycle is an even more attractive alternative for the car the Immigrant people that the city thought well maybe they don't cycle so much so we will lose this number of cycling actually they started discovering the bike from the beginning of the century or a bit later well the whole combination made that in the city center more than 50% of all trips are done by bike and for the whole city uh depends a bit how you look but it is 40 45% of the trips that are done by bicycles so it is growing and that faces us with new challenges sometimes problems but let's say it's a challenge there's certainly momentum right now in response to a lot of this climate action in terms of building cities and moving our planning away from car Centric to more bicycle Centric and we're seeing it more and more in all sorts of different cities big and small where they're starting to take a more serious look at how they plan for cycling especially as you see more and more young people demanding an improvement to how we're approaching the climate crisis and you know hopefully just like in the 70s with the young people that stood up against um the cars infiltrating the city here in the Netherlands we see the same thing happening uh for the Young Generation now that are demanding more um because it's their future it's it's no longer our future and I think if they can really help us and those a little bit older than us recognize the importance of this then I think the momentum will just increase over time and hopefully in 30 years we'll see a significant shift uh not just here in the Netherlands or in you know the cities that are already on the step forward but cities everywhere [Music] [Music] [Music] great work so we have the vice mayor here uh would you like to say a few words uh vice mayor FYI if you don't know the vice mayor she's an excellent dancer good evening I think it's okay to say that good evening my name is Natasha Irving and I am the vice mayor of opaka and I want to say thank you thank you thank you for taking time out of your busy schedules to come here and ride bike with us and all the other stuff that we're doing today I thank you very very much and look forward to working with you and doing this again in the future okay thank you thank you thank you thank you vice mayor um so hi uh let's begin with you the first presentation so I is uh he goes all over the world right Ty and um present this type of topics uh uh I was all that all that I know about bicycle infrastructure sure I learned from this guy so um your guys are in good hand um please welcome T and he's going to talk up a little bit more about how we can uh do uh Road Safety audits from the perspective of cyclist so T good good do you have um a clicker to to swap the slides perhaps okay okay well hello everyone um nice to meet you so feel free to come a little bit in front so I like to make contact so that's uh that's my Approach I like to make it personal so don't I'm I came from the Netherlands I won't bite I'm a nice guy Jesus can uh can can vouch for me so feel free to come to come over here so yeah my name is uh t or you can call me TJ that's that's easier it's been great riding with you together here um really to also explore opaloka uh and really great that that you joined so past days I've been around in uh in Fort Lauderdale with the Broward uh Mo we've been doing some workshops and trainings and um yeah we will continue some uh some learning over here I'm um educated as a traffic engineer and planner and um yeah as Jesus mentioned I well I travel around the world but I also have the world traveling to the Netherlands hosting them there for trainings uh rides as well and uh yeah I hope to share some of my knowledge so that um that you can take some shortcuts in your future history yeah because as you saw in the the movie just now it wasn't always that way so we had a lot of cars in in the 70s 80s a lot of f ities children seniors uh it took some well tough fights there as well took time it took experimenting took perseverance and yes it won't be easy here but with some insights with some well perhaps some better arguments some better evidence yeah perhaps you can uh take the shortcut by five 10 years perhaps 20 years in in your future history so that is what I hope to to help you out with okay let's go to the to the next slide um so we are here on behalf of the Dutch Dutch cycling Embassy the Dutch cycling Embassy is an an NGO in the Netherlands that uh yeah basically has the the ambition to collect well all the knowledge products information infrastructure it has to well to to make that available for the rest of the world cycling for everyone everywhere so it's more than 100 organizations municipalities governments local governments National governments industry suppliers uh consultants and trainers like uh Richard and me that uh that do these kind of of workshops let's go to the next one I would like to tell you a bit about active modes walking and cycling and road safety these cannot do without each other let's go to the next one so some topics that I will be covering okay let's talk about the user who uses our infrastructure there some some basic principles that you can use as a sort of checklist whether you are a consultant whether you are a planner whether you are a civil society organization these kind of insights will help you all of you as so those are the design principles I also highlight some of the details especially on yeah possible dangerous situations as the the documentary showed on the intersections these are potential dangerous situations so a couple of cues some some some takes on that what makes our infrastructure safe and indeed our conclusion that uh that I will lead to we need to think in in Our Roots our networks uh and I will explain that later on okay let's go to the next one I got these pictures from Kus thank you very much um we need to think about who who we need to design for who are we building for if you look at uh some of these pictures you well apparently you see two cyclist but what do you see anyone would like to comment on that I will I will be pick picking but I see a hand here and there yeah they're not professional cyclist they're um like everyday people riding their bikes they they're carrying um cargo they're wearing sandals um and not necessarily like sneakers and like professional biking at attire okay thank you Ian let's go to Valerie over here you you also raise your hand they're not wearing their helmets no helmets here okay good point any comments from you U Claudia they're not in a bike lane they're basically in the sidewalk what it seems or in the road so that's also an observation anymore over here ah she she grabbed it anyone on this this side here to the to the back you Miss May I what do you see normal people um they're not riding on a bike um I can't really see I don't know what he's riding against the one with the up there yeah I don't see them riding that safy like maybe that's what I think he was coming from the uh um the historic city hall because that that was I took that picture when we both pictures were at the Ben weeks ago yes yeah I I see I I see normal people humans and in that sense you saw a lot of people in in the Netherlands that they were all just humans and not wearing their sports attire even we're wearing uh um uh ties ties ties and Suits so it's they are not dressed for it they're just sitting straight just everyday cycling but and what what also characterizes them is well they have two legs two arms you need to use your muscles to get momentum it cost you energy um they don't have suspension these bikes uh they don't have protection they don't have airbags they don't have crumple zones um they don't have AC um what else that I'm missing it's two wheels so what do we need to do if we are riding only two wheels we need to balance so that that takes a little bit of space so we need to think like humans and users if we are planning infrastructure if we are building infrastructure because what characterizes them we need to compensate that through our designs and through our builds so smooth asphalt we need some sufficient width so to accommodate for that that weaving and we need to make safe infrastructure we don't have a like a big truck protecting us it's nothing so we need our make our infrastructure safe and we need to make it fun of course comfortable attractive so it's not okay if you're in a car you just close your window h no noise there's no air pollution so we also need to think about that as well to to have some trees Shades especially down here yeah so this is this is only May so I've been told that uh well the worst part of the of this year is coming with with Summer uh temperatures Rising even up to the what is it 80s or 90s or even more right yeah so it's next to the infrastructure itself is also the experience and then like like like the key thing there is trees and shades okay let's go to the next one yeah so this is uh like what I mentioned but it's also what I forgot to mention is that it's also social activity imagine driving your car together with your friend or partner if you would would be The Driver where would your partner sit next to you not behind you that's the same thing when we are cycling when we are riding together so that's why we also want to have wide lanes and protection yes yes okay next one this is the safe system approach so what what I mentioned we need to make it safe of course but safety as such that's also well it's a comprehensive approach what we need to think of I won't be covering all of this this is also American figure so it's not not just Dutch it's like an international approach what we call Safe Systems some things you see humans are vulnerable already touched upon that uh our responsibility is shared it's our planners it's our uh municipalities it's enforcement it's all of us basically right so that is something that we need to uh think of that serious injury is unacceptable so we need to take action all of us we make mistakes everybody we are not robots we are not machines and uh we need to think of that so in our traffic system there's so much happening and we cannot uh compensate everything by enforcement or through technology so we also need to think about our infrastructure and that is where uh the remainder of my story is about it's more about the the safe roads and the safe speeds they go together so through like design we can also lower speeds and make it safer make it attractive and lower low speeds lower volumes is also attractive to use your bicycle or to go for a walk okay let's let's go to the next one yeah so how can we translate all these characteristics that I just uh explained so how do we take that to design we do that through design principles they are sort of interface between well everything that that characterizes us and what to do on the street and next one please there's five you can consider these as a checklist whether you're an engineer a planner uh citizen uh being part in uh in advocacy groups check use this or consider this as a checklist in the things the plans that the municipality or the the no the TPA the T all these abbreviations are working on uh so all of you have these in mind when you're working on I will explain them one we'll talk about cohesion or coherence directness safety comfort and attractiveness next one please cohesion is really about thinking that we of course we can walk as a recreational activity we can do that for cycling as well for sports but we can also consider these as modes of transportation and uh then it becomes a functional so it becomes a transport mod mode yeah and to be able to have that uh to make that working we need to connect the places where we live and the places where we go to Origins and destinations to provide for cycling from anywhere to everywhere so we need to think okay uh what are possible destinations the Tri Rail station for example City Hall Public Services the community center those are all or the the school for example those are typical destinations where you would or could walk or cycle to and so if we make these destinations connected to our cycle routes and our cycle ways or our walking routes and walking ways then uh we are thinking in a network because it's not just one route one one day you need to go to the station the other day to the City Hall etc etc so it becomes quite normal like every day to to walk and to cycle this is cohesion um let's go to the next one um this is the cohesion principle further continued so as mentioned from your home from your a to City Hall through traffic of course uh to uh to also public transit stations whether it's the Tri Rail Station whether it's the bus stop these could also be destinations in the Netherlands our average cycle trip for commu is up to 3 five miles like the majority we don't use a bicycle for 20 30 some do but generally we don't if you go to work Richard does very good but the majority yeah so we plan for the in essence we we think about the majority but we do not neglect the minority there so but in essence we take a short bike trip to the station and then we continue yeah so also train stations bus stations are very important also in relieving uh congestion uh thinking about climate change this is this is the way of thinking let's go to the next one yes next one please at directness of course we are humans and in essence we are lazy people we are lazy people so if we go there we don't want detours we make it direct as as possible that because it's fast we are also lazy because well if we make a detour that cost us a lot of energy we want to make uh to minimize our stops and in essence if we can do that uh yeah make that possible then cycling and walking is becoming attractive and a protective an attractive alternative let's go to safety perhaps even the most important one so don't take like the the order I'm covering these elements as a hierarchy but just a simple order right safety and that is cannot be stressed enough safety or well unsafe traffic situations are are reasons not to cycle or walk or do that more often right possibly if I would asking you the this question why would you not take your B not walk more or cycle more then probably these could be um important reasons and we want to separate protected yeah so if we are down in traffic like heavy volumes heavy speeds uh so everything above uh 30 miles an hour that's potential dangerous situation where you really want to have protection protected Lanes yeah so you want to have large offsets want to have large distances between you as a as a cyclist and uh and traffic let's go to the next one um but there's also really a great um health benefit to these active modes what you see in this schemes is like the overall benefits in terms of life expectancy so if you do some average like like one or two trips a week by uh by by bicycle or walk then generally put you gain well almost 250 days in your life or if you don't do that you miss 250 days in your life you can live longer and these benefits and that also saves in health care costs so basically this could like like buying a bike and using it could be your health care insurance perhaps that's even cheaper and it's really these kind of benefits in the end like everything together outweigh um like the opposite of a benefit is a negative or an so it outweighs unsafety and pollution okay let's go to the next one Comfort again we are people and we like comfort so uh we also want to create Pleasant cycling experience so that also helps to to get people uh riding let's go to the next one and we can do that by creating Shade that's the protection from the weather yeah especially for the sun uh traffic reasons uh traffic hindrance noise stress uh we want to limit limit stops also guide people from one place to another by wayf finding that's the mental map that was refer to in the documentary uh and even Road surfaces So to avoid cracks and humps and bombs Etc um but that's that's Comfort let's go to the next one attractiveness that really relates to comfort as well so what is in general they put it's also very subjective but there are some general elements that's green spaces openness waterways where possible wellmaintained quiet street and to the left uh you see perace Avenue with some shade nice ashal only one lane so that's like a quiet traffic situation and to the right is a very well I don't know if it's heavy traffic or congested but at least it's like a sort of deserted unmaintained area which is Alibaba Avenue here in noala okay let's go to the next one now these principles can be used as um as a checklist are you following me I have a lot lot to tell but just checking in with you if you're not falling asle sleep uh it's also well hitting six almost but I can I can continue days here but I'm not expecting you to follow me on that one so okay let's uh let's continue with okay how to make it safe um this is perhaps a very strange thing but it was also shown in the in the documentary this is what we call a Dutch intersection or protected intersection you see cars that's well perhaps one or two cyclist in there if you look look well but what yeah what what what strikes you what do you see here what could what what what could make this uh this intersection safe yes okay yes so um the the I guess it's the red Brown Line or it's not line but the path that is for cyclists and so it becomes this like protected space for cyclists to uh to travel so they're not necessarily in the road with uh with cars good good good point yes let's go to just uh this gentleman over here um you see the uh the extended curvs into the uh into the intersection making the uh especially around the right turn areas it makes it a lot a lot wider and a lot smoother um and provides this kind of shielding for uh for anybody who's looking to stand who's waiting on the edge of the uh of the intersection or looking to begin Crossing very good very good protects the cyclist which is pretty cool yeah it protects the cyclist yes exactly exactly let's go to this side any do you have any thoughts you like to contribute not yet okay yeah perhaps anyone else the payment markings guiding the the cyclist or the or the car yes yeah yeah yeah that's point one final one you already okay let's get you U The Refuge islands where you can stop and wait to cross if um you know it's a long walk exactly exactly let's go to the next one um as I've highlighted a couple of them and I believe most of them are covered we uh we used the red ashal for our cycling Lane you usually use a green yes so think green so you see that here the shark deed indicat the priority at least uh the is in the corners but also in the medians the noses uh you see that um here that that's perhaps difficult to see but in the approach in the approach of the arm we we we Bend out so we create some space to put these aisles and what was also mentioned in the documentary so if we have a protected Lane we carry it through the intersection but also by bending it out and having these curbs a car the design makes the car to see pedestrians a cyclist at a 90° angle and well another detail is that like this this buffer area ideally is the length of a car yeah so that also well should there be well upcoming TR that that's not really the case here but in other situation it's also safe for the car to yield there yeah so that's some some things how we do it in practice ideally especially on intersections because that is where speed and mass and heavy vehicles and vulnerable Road users meet uh to the next one yeah this is this is a YouTube video with an explainer so could this uh we I don't know if we tested this just hit play this is not working I think okay this is oh no problem no problem let's uh let's see if we can do that later on possibly so we will skip this now okay how am I doing in time I'm talking too much or do I need to speed up yeah it's good okay yeah let's uh could we put it on full screen again this is ah okay yeah this this is uh like one of these uh guys that Fe featured in the in the documentary is this blogger and he makes this really great explainer videos like animation but also filming on the streets and explaining how how it works and this is one okay how can you use this intersection idea Road from the latest Urban guide with the official Lane wids and this is the latest advice for a cycle Lane with the right turning lane the problem with this design is the extremely bad angle of crossing a driver has to look over his or her right shoulder to see if there's someone on a bicycle for that reason the Dutch stopped building Lanes like this a long time ago they keep cyclists to the right of motorized traffic and deal with the Crossing on the junction itself to make that possible in a safe way you can create an extra curve to connect the cycle Lanes on both streets it has the same radius as the existing curve and cars should turn around the cyclopath anyway you can see there's now room for a protecting traffic Island when we open the curb to let cyclists go straight on we see that we have created a cycle path on the junction itself without needing more space there's room for this in every corner to make things more clear for all Road users we could add some color and at the place of Crossing some markings now we only have to find a new place for pedestrians to cross the street for that we can easily shift back the stopping line a bit add a zebra Crossing and pedestrians have an even better place to cross the street now how does this improve safety a right tning car has to stop here while someone on a bik Waits over here in very clear view of the driver a cyclist will be gone once the car arrives at the Crossing Place but if they do meet there eye contact is possible because both can look to the front this design solves a further problem that of the left turnone you may think this could only work in theory but this is standard design for Dutch Junctions it really needs no more space than a traditional Junction but for people cycling it is much safer and it makes writing a lot more pleasant yeah so it's quite simple HH you can just try to well take take a Google uh Google Earth view and then just start sketching so that's uh like first step just to find some space to to try out these principles and there also these kind of uh principles that are being used all over the world and also being used or or or being included predescribed in in guidelines for planners and Engineers let's go to the next one this another example coming up this is uh Australian I believe today uh it's all left left left left hand traffic okay let's go to the next one we like we like roundabouts or traffic circles even more yeah because there's um uh less conflict points where cyclist and pedestrians and cars uh meet so less less possible locations where they could uh could bump into each other go to the next one please yeah so that uh that basically has some some same elements there so again there you have the the the red the red uh car or the Green carpet these are the protective aisles in the corners that you saw this is the buffering space so one car linked instead of it um instead of um the situation at an intersection you do have like ongoing traffic uh you have the medians uh you have the indication for the priority uh and you have circular traffic so that's um um also Comfort directness that's easy the centerpiece should be wide enough so that it has a speed reducing effect yeah so the the diameter should be broader than the the width of the of the road of the carriageway so basically that is uh that is how it uh how it works here I haven't seen that much of a roundabouts but if you really want to make it space and you have the place then I would say let's try that one out as well right okay let's go to the next one so we know a thing or two about safe design and I've been looking into US manuals as well and in essence they they comprise some quite some quite some good guidance that could lead to quite some safe situations also when it comes to Bicycle infrastructure design so question there is what is keeping us from uh from implementing this perhaps there's too much focus on street level or we forget uh the network thinking okay where should we do it and of course in the end it's always about where to find the space or to make choices or priorities do we choose for the car or do we choose for us as cyclist as pedestrians so that's that is where it becomes difficult and that is uh yeah also coming down to politics okay but but we could have whole discussion about that but that's perhaps not not now the time to do it okay let's continue to the next one yeah so it is about Network thinking so it is yeah so um what I was just saying it's it's difficult to create these space situations or these infrastructures we want and so we really need to choose where do we want to engage where do we want to put up the fight if it's a fight or where can we find a strong case a strong business case uh because we cannot do it everywhere we need to think okay where in our city do we need to start so we need to think in networks like these connections if we can put some like some good lanes and good walking routs to the bus station or the train station or if we can um conect city hall or the community center that could be a great start and if you can well from all the direction North East Southwest if you can like put a network together then we know at street level we need to focus on this intersection and not on that one we need to focus on that link and not on the other one and if we see okay that link carries a lot of traffic perhaps we should find a quieter route because there's more opportunities right so that is Network thing and next one please uh so this was uh where I was was referring to uh to guidance and there's a huge uh huge potential so that's uh what I already mentioned so you could could segment uh cyclist and user profiles perhaps we know these Sports kind of guys in their uh Road runnery cycle bicycles in their spandex we are not talking about these kind of Cycles it's what just mentioned when I show the pictures of Jesus of like the normal users they have normal clothes not just normal people but they are interested but but concerned and you could say that's more than half of the population which is our potential Market that is half of the population in a city that we could possibly Pur uh persuade to get on a bike if we provide safe infrastructure safe infrastructure is the solution or that is the way to go with this segment uh because they have a low stress tolerance and then here to the right where we talk about volumes and speed so basically if there's well I would say uh well the B Clane burer okay but everything with a speed or maximum speed of 20 to 25 miles an hour hour try to really to to burer or to even protect it protected Lanes or where the the volume is very high it's the same story because this together is UN well potentially unsafe well and not comfortable to write okay let's go to the next one um yeah this this also basically illustrates a bit this is this is difficult to read I don't expect you to read it right now but it's smart to show that there is some quite some good guidance available so um it's not just me saying it but this is the evidence it is there there's a lot of great people that know this stuff know how to implement it let's continue to the next one um we also need to think where we want to plan that also relates okay what is our Urban context how does our city look like industry areas or like low density areas that's perhaps difficult to get people riding so if you build something we want to get people using it so to the right to the the the image on the left more to the right you see a more more builtup area there are more people more destinations that's more potential for people to walk and to cycle anything more that I need to see about to say about these other things you help me helped me to prepare this one so we're we're going to Showcase uh further uh the FD context classification because that's uh pretty important for us here in in Florida that we had to follow with especially when we have uh corridors that are part of the the state highway system so okay let's go to the next one yeah so safe infrastructure really is about well thinking about who is the road for what we want to happen want how how we want to use it what is the function we want separate to have uh um like motorized traffic where it's in high volumes high speed together or separated from vulnerable Road users that's homogeneity H we want to Road design in such way that it sort of guides you explains to you what is expected from you in other words if you have like I don't know 15 18 ft wide leg of ashfold and a lot of lanes there that is inviting you to speed if you narrow it down if you tighten your profile a bit you have some well curb sides there then the effect of that is that you will also slow down so how we make things look that's psychology there so that is what is meant with recognizability if we do that in the design we can also reduce um uh reduce speeds a lower uh potential uh um a lower safety risks and in the end if it's uh well quiet or in traffic that's more attractive to walk in cycle in the end we need to think about the Forgiveness we make mistake so that's also Street edges or curb edges so um if we make them a bit uh uh in that way that if we run off that we don't uh hurt ourselves that's details let's H continue to the next one so if we want a highway a highway is designed for a lot of vehicles to go from A to B and we design accordingly so that's called function and design so then the width design speeds Etc maximum speed indicated is following that so the result of that is a lot of traffic in our streets where we have our houses the end where we want to arrive safely at home those local streets those have a sort of um well local Street function a local neighborhood function so that is a sort of the function of that road so we want to make sure that it's not that wide as a highway just narrow perhaps some speed humps some chicanes uh make sure that he or or avoid a situation where a lot of true traffic that makes uh this kind of design makes that it's low low in traffic low in speed and more nicer and safer so from function design use let's go to the next one well speed limits play an important role so this figure indicates what what actually is happening at certain speed so before we can hit the break we need to think and by thinking one second at a speed of 50 mil an hour you're already traveling like many meters yeah so um this is like structured here so the key message here is well safe speeds are up to where we talk about walking and cycling the 20 to 30 mile speed limit that is where we can mingle a bit mix traffic everything that above again separation because also again explained through breaking distances let's go to the next one um briefly touched upon already so um we can classify our well uh our cities our urban urban context and that also relates to this function so if we are downtown if we have a lot of shops or restaurants that is more sort of place function yeah so it's nicer to be there it's you go in and out preps are some nice Terraces or so or some nice restaurants where you want to be so if that is a sort of place yeah that kind of feeling that you would like to plan for then you also want to lower traffic again I like far to the outskirts in uh well in between cities again that is more for for Speed and uh uh well highways so we also need to think about the where we are in the city when we are planning our streets and in improving our streets okay let's go to the next one yeah so this is the this is American Floridian or local context yeah that's the classification of our roads based on the fhw uh we just wanted to mention that the minimum speed limit within the city boundaries is 30 m per hour and uh you could see that in the map the distribution of the rways whatever you don't have a color is consider a local road which is the majority of the roads that we cycle today but we did cycle in a collector which you know is Northwest 5 151st Street which is um a minor collector so yes Lo local um in in Miami day County unless you are in cities like uh Miami Beach uh it's 30 m per hour for example the city nearby which is ha Alia the speed limit the minimum speed limit is 30 m per hour um Miami Beach I think is one of the very few cities in the county that has reduced the local Street spit limit to 25 yeah so if if we can draw a conclusion here taking it from the cyclist and pedestrians so if we want to create night walking routs or cycling routs we can also take a map and then the only routs in the network the only roads in the network that are potentially useful to planning this and like roughly put are the local roads and perhaps the minor collector roads and like that that's that's my Dutch rule of thumb for this kind of situation yeah so but but that like the pitfall there was that we are searching for how to plan a bike lane on like a minor arterial or PR like like a freeway that's very difficult and if if you make it then it's not so nice to cycle there because it's so noisy and so smelly with all these trucks so that's again this user thinking us as human beings okay next one please uh that so and this is the Dutch explanation of okay if we plan on cycleways let's try to explore what the local roads like a block up or block down if there are some opportunities lower volumes there's more spare capacity less parking pressure preps and it's Pro there's also more more space in political sense there perhaps less of a fight necessary to uh to get it uh built okay next one please yeah so if we look at a street at an intersection or a street or a road how do we can make how can we make it safer also think okay is this like a major arterial Road or is it a local Road where can we plan so it's a sort of we need to zoom in and zoom out to come to good decisions next one um and that is how we want to want to prioritize so basically again this is visualized this idea of thinking in networks where do we want to concentrate is also where do we want to put the money where are uh potential where's our Market where are our cyclist where are our pedestrians and if we find some good some good market then we build and then we prioritize it on these these networks and to the right that's again your input KES said that's the existing cycling Network already so that's uh yeah that's also U well comparable at left is the Dutch the Netherland to the right op which we have a print out for for you guys and that's going to be part of the workshop after we do the presentation about the train stations so yeah Yes Network um okay next one that because there's uh if we talk yeah think in these networks if you apply this principle further we can search for the opportunities to get things uh done uh and also thinking in terms of stress level and I think this is always yeah almost um um like a reflection of the road classification with the arterials the collectors Etc yeah that the the level of stress that we are show showcasing there comes from people for bikes where uh the uh anything that is higher than uh 30 m per hour is considered stressful if you don't have a facility so uh that's why you see a lot of red in there and the other one is the the traffic volumes that we have in in in um within the city in some of the Cities as some as you can see some of the roads are have high volume uh some of them are in the 20,000 uh vehicles per day so uh that's why we need to find uh good opportunities to implement the strategy yes today we bik thank you today we biked on um bike lanes that were separated by paint and then some sherow would you consider the paint protection in this analysis or is it just physical barrier thank you tala um the the the sense is you don't have to have a protected bicycle lane everywhere um again we have to go by context um the bike lanes that we we wrote today in on purose Avenue we pretty chill one lane on both sides you had trees you had you know a very low volume um even though it's 30 m per hour um but it it's very you know very residential so you with the facilities that you have you're good there however that's what that was important about choosing that route and we when we switch to 1501 that's when you get the the the stress way up and we were we were chilled because we we have the police escorting us but if you're a regular cyclist your intuition will put you to ride on the sidewalk because you will not feel comfortable riding your bike on a shower on a facility that is 40 m per hour and has a a traffic volume in the 20s 20,000 so that's that's kind of like what we're trying to see let's pick those locations where we could have opportunities and implement the infrastructure that is applicable for that context so often times we force an infrastructure that is not really needed in that context so that's why we want to make sure because the effort should be meeting the context and meeting the the the neighborhood character so that's very extremely important when we implementing this type of in infrastructure okay thanks uh let's go to the next one yeah so this is where I'm going to conclude um to conclude my my story again this thinking in networks for cyclists and pedestrians where are they coming from where are they going to need to think of these Road classifications and to make sure that we well find the ways in our roots in our streets and our roads where we can find well the space the quietness so to say to develop safe and successful active Mobility infrastructure and I think this was the final final one yes the next one please yeah yeah yeah yeah yeah yeah good um thank you ta that was fantastic um and and we try to make this um as local as possible so you could see uh that you know even here in South Florida you can make those changes but one one of the things that also I wanted to include as part of this presentation is that the importance of having a Transit Hub as uh in the city uh the traval station is the center of the city it it it's you have a lot of ridership you have a lot of buses using it uh a lot of folks it creates a a pattern of traffic that people coming in and out of the station crossing the Alibaba uh Boulevard uh unsafely because there's no mid block Crossing or anything and and they go to the station so the the the the trial station is The Hub of the city and as such it generates a lot of traffic so when when we were putting this together we thought well we need to bring an expert in here where Richard come um uh we needed to have an expert uh of how to design access to the train stations and make them accessible for all of us not just those who drive and park and ride uh we want to make sure that we have access as for all all types of of um of modes and uh Lenny and I when we did the uh the bike pad needs for the Tri Rail stations in Miami day County as part of the TPO we looked at the station and we saw that there's a lot of potential with the opaloka station so that's why we got Richard and without further Ado Richard thank you yeah the big organizer thank you pleas do so James also welcome here so we had a fantastic Workshop yesterday in Brower County so we do the same after my talk we are going to make your city better make designs for cyclopaths uh my name is Richard aest I work work for the dut s Embassy and one of the members is kle Professor kle found it um it 60 years ago so in the 60s I was born I'm from 62 and I'm also 62 years old or young and um this is a thing bike number 10 in the US so I started in San Francisco in Los Angeles then San Jose then Austin Texas in 2012 Houston Washington DC uh Minneapolis and uh Broward County and now here and it's amazing to uh help yeah to make plans together with you um yeah now we are talking about the Heart of the City one of the hearts because you have also a nice city hall and other Pearls of your chin in opaloka who's using the train every month no here here in who who is from opaloka every month every every week okay do you like to train why a lot quicker I don't have the issues of traffic lights and um just bad traffic nothing impedes my way to go to work work it's comfortable can pay it is it affordable for you um it's affordable uh Miami day County makes it affordable they have different rise subsidies uh federal government myself as a federal employee we also have um subsidies as well so um there's a lot of flexibility with the public transportation and how um one can access it or use um get like a card and put their funds on it to be able to ride monthly or however they want to use it yeah okay I also got a card so this is my card who is another user of TR rail who tries it every day every day every week hello everyone so um I grew up um I grew up in Miami Gardens which is the neighboring city um it used to be Carol City for I was there before it was Carol City and it was always opaka but um I do use TR rail um I live in myar right now and I used to try to Yeah myar country no no no not myar the country but myar the [Laughter] city yeah so I live in myar and what happened is that um I work in downtown Miami so I used to catch I95 Express but we get caught up at the golden glaze interchange so and I used to always try to go to the golden glaze Interchange to the catching 95 Express however because they just open Tri Rail into downtown Miami sometimes I could take 302nd or 402 Avenue down and cut through the neighborhood in our park at the opaka station um it takes me literally like probably no less than probably four or five minutes to get from opaka to 79th Street and then I just transfer over to the um um to the either Metro Rail or the new Tri Rail train um it's a shuttle train and then I go into downtown Miami they got a new train This is 40 years old yes so they just opened the new line it's a shuttle right now um it's a it's a shuttle right now but hopefully in the future they'll have a line I mean you can just take one train but the person who takes it Faithfully is my colleague over here and I would love for you to get his opinion on it okay the king of the Mr try try it try it King a tri wow okay um Kevin work mypo and I I live in bar County up in corl Springs and I take the Tri Rail um Faithfully every single time I working down to Miami pretty pretty much simple it's it's been it's been being lot easier now with the show connection but um and of course the train goes through through this uh um oplock every every every day and I see a lot of people coming on and off at this station both in the morning and in the afternoon so you know that there is this this station is a is serves as a mode to the area do you use your legs or your uh are you pedling or take the car to the station I I drive to the station it's only 100 meter uh no it's a half hour drive okay uh buy a ebike next time so I'm very proud of very proud of you all the three um and it's it's excellent that you have those kind of infrastructure with the with Rail and and with the station and we want to tell a bit about how to how to improve that heart of your city one of the hearts and can someone start the presentation just you know that the the data about the station fiscal year 2023 opaloka had aund um about 200,000 U Riders um and bicycle boardings were about 7,000 um in uh boardings and then 8,000 people getting off um and then you have uh about 2,000 scooters and a little bit more than 2,000 scoters getting up so there's a lot of bicycle P bicycle scooter connectivity with the train just wanted to share that you one one more yeah just want to say that my my counterpart I know work I work with myp my counterpart of the BR MP we were the past two days he does the uh flip of what I do he he he works he lives dto Miami and works up there so he he takes the train north south I trat the train South North so with with you got a relations hi I yeah okay that's nice okay we will run through some slides next is yeah next one okay yes next one so the combination of this is a typical train station area in the Netherlands um so here is the Tri Rail station but we have access by U yeah we also have cars by a roundabout so we have 65% less accidents at a roundabout if you compare it to it um with intersection with signals so under that roundabout there is a Non-Stop bike route but also a sidewalk in Gray a bicycle parking in front of the entrances and um the cars have to walk a bit more to the train station next one yeah uh why is this a perfect combination uh sometimes I say the young urban people only need a bit a bike internet in a train my daughters do have a driving license but they don't use the car anymore um yeah then the case City where are we working for so we have three maps on the tables with the station in the middle and we going to look to the all the bike route going to that uh train station and where are the difficult points to cross the five requirements how to make it an ideal spot next one yeah next one okay the combination of speed now it's not that much speed so we in our rails in the Netherlands we have three types of trains so we call it sprinters so every station it's it stops second are the inter cities so every 30 kilometers and then the highspeed trains European trains and now you have the dry rail with only the sprinters and you got got the brid line on only with the inter inter C so maybe they can combine it in the future uh so the high speed of the trains you can combine with the door-to-door opportunity of uh walking and cycling and exist this area of cycling is much bigger next one yeah and there are already some cycle infrastructure examples in this County and also here in this uh city um we just saw it and it's not only about cycopath but it's also the quiet areas where you don't have to make uh cycopath so we did work in London and uh 75% of all the cycle tracks are within areas with a maximum speed of 20 mil so 30 m per hour is much too fast so my question is what kind of city do you want do you want 30 miles per hour in your residential area I I would say not maybe the f um um mayor will come back and we can ask them all the neighborhoods 20 m per hour and all the materials Max maximum 30 so we were in BR County they had a state road with six Lanes 45 milph and they reconstructed to four lanes with 35 miles hour and a bike lane like like that one the like this one the green one and looking to the numbers of cars there were 20,000 cars and 40% of all those cars are short car trips shorter than five miles so if you get rid of those cars local trips you only need two lanes so that's what we did in Los Angeles in the downtown area there were five lanes for cars and now two and it is better to cross the road you can have more terasses with outdoor seats uh and they have more space to make parks in LA Downtown the next one so uh here's your own City with um with the train St and the current cment area so within 5 minutes you can walk from these streets to this uh train station and 50 minutes in green walking to the train station Red is um half an hour so if it's too hot I think you are yeah have to go on the C colder day uh this is this are all the um bus stops in combination with walking and now the next one one if you combine it with biking you see everything blue and um green so the whole city is covered by the combination of biking and uh to the train station with u high speed to other cities next one so the catchment area of walking is half a mile and a catchment area uh by bike is uh 2 miles or three miles and sometimes we say ebike and Regional bike routes for example uh cycle highways um it's five miles here you see an example of a bike share system uh under the train station of uh the city the whole county is visiting uh within three weeks so Ty and I will be there he will be there uh to talk about with all the 40 elected people and manages going into uh three cities in the in the Netherlands to see and believe and they come back and they want to say we want to make a Dutch City and do you have made plans yeah we did it today we have good plans for your city as well uh yes next one yeah also for the bus um is it is it busy here on some streets in PE hour yes then the bus is stuck in traffic and then you have to wait and then the next time you say I I buy an old car because yeah it's not so good so it's good to make a separate bus lane and also separate bike Lanes so that is what we doing in Latin America and Africa as well because of the booming cities over there uh they want to have livable cities for the millions of people who live there next one yeah this is a network uh and the smart program with all the transit lines uh very proud of this and that's why all the people from New York come to live here and Austin does not have those lines you like that or not yeah we just wanted to highlight that um of course paa uh and her Department they're uh moving forward with the smart program and one of the lines that are coming or will be close to the area that we are right now is the north Corridor and and as part of the smart program there's also the smart trails and a lot of the smart trails are connecting those stations with um the the transit centers so the idea is that if you have a station you will have a trail right next to it so that's why we're showcasing both the smart program um and the smart Trails so yes and and also is struggling to get the money for a metro line or light rail to the for example the the airport and they need also uh State money from Texas no they are not it's not easy to get the money for those kind of infrastructure and it's the fast moving fast growing city in the US with uh, people per day extra next one yeah and okay this is your case you already have some good examples of bike parking and also so with uh you can uh lock those systems in the Netherlands we have more and more electric bikes which cost uh €2,000 EUR so and they are there are a lot of Thieves they pick your bikes so we have also thinking about guarded they're not here okay so we are rebuilding uh car parking garages uh um we make bike parking garage we guarded people uh yeah also 1 hour uh after closing the supermarkets and it's also work for all the people and it's it's surfice also yes next one so yeah that's um yeah yeah you know everything yeah as part of the um the Lenny and I when we did the uh the the Tri Rail um bik pet needs of the evaluation of the opaloka um station we used the again dtpw uh 2021 framework and then that's uh those are the Clusters and the high injury segments that were identified then I know that the if you're curious about it the dtpw just updated the 2021 plan so I would invite everyone to look into that and see in comparing into the um this location actually what we rode on one of the roads that was identified as one of the top 50s which is Shazad Boulevard um and then the map that you see right next to it the the the reason why we're showcasing that is because we wanted we wanted to tell you the land use that we you have surrounding the station you have a lot of residential but you also have a lot of industrial use surrounding the the trial station so that makes it a little a little bit complicated to have a network um next and then we also as part of the um the bip needs that we did for the Miami daypo you can see over here the sensus tracks that are considered historically disadvantage um and then the the sensus tracks are considered areas of persistent poverty both uh unfortunately correlate and they're always uh go hand inand and another thing that we wanted to Showcase is in the since um teenagers and school children are tend to use mass transit more often because they don't have a car then you can see as well that there's a more than normal concentration of of um young uh people surrounding the station so that's an opportunity for folks to actually use the the train system next one back one back please we don't he's [Music] calling one back yes we don't have information about poverty it's in the netland for us it's important to do that yeah maybe we will learn from you to do that as well um we use also we we are using maps for for heat in the in the summer then we want to know um the older people where they live they they need more care but we don't know how they how much money they earn the reason one of the reasons why not only because it's important but one of the reasons why is we need to do this is because a lot of the federal funding is tied to doing this type of analysis so you have to ensure that the the money is is going to areas that have never received any money pretty much that's the whole thing yeah that's good those are the new European plans so it start with congestion then Road Safety then app in usion uh climate and now inclusion so that's uh yeah next one please so five requirements to improve your station and also the environment of the station first is densify um to get more uh activities and buildings around your station the second is connect connect with the network for cycling for buses uh for parking uh the third one is enjoy make a nice area it's not bad here but I don't know if you want to walk at night here there are also no restaurants or places to yes a bit quite a bit um improve Mobility service and hubs uh it's maybe it's yeah we came from um Cypress Creek Trail that's that's have for Park and Ride uh and also share cars you can do it on those hubs and attract uh more in the terms of behavior influence to give people incentives when they use those areas the second thing is uh the ABC zoning so the downtown area is a a Zone with a low speed uh for cars and U priority for biking and walking and probably parking policy but I don't know if it's uh we can talk about it okay uh next slide yeah I cannot compare compare this with your city but um uh because you have low dense streets but our idea is the a zone is in downtown and we embrace the Central Station this is a city in ut U number four in the in the Netherlands So Pro priority for walking in parking uh no parking on the streets but in garages Shar space uh so no car Lanes um and the B zone is more balanced between all the modes and the C zones are the suburbs with separated structures like bus lanes and free parking um so a a good Mobility plan is a l use plan next one yeah and also uh we making new new towns and we start for example 25,000 new houses near um UT and we start with The Walking Network then the bike network with uh Regional routes to connect it with the stations and the local routes uh through all the neighborhoods then they get two light rail or uh speed trim um stops with the catchment area and the final thing is make a road at the edge of the whole new town and that is connected with the highway next one yeah then about parking right um maybe some people are using yeah for example you uh half an hour driving and you can you don't have to pay it's for free okay um yeah if it's congested and uh you want to have narrow streets and uh more um yeah more hubs at the edge of the city you can decide to make a hub at the edge and then give Alternatives by buses by um by bikes ebikes yeah that's opportunity and this is what we're doing now in the Netherlands yeah the next one then the station area um next one this is yeah we are very proud of the train station of Rotterdam uh who knows Rotterdam the Second City Harbor City uh it was full of Roads you could not cross uh this area in the in the 19s so they redesigned it for people again next one and the idea is yeah uh you go from home to your work and and the first mile is okay walking or cycling um then you have to wait for the train and then you have maybe it's uh nice weather or too hot so make it nice at the train station and then you have the last mile walking or cycling uh to your work or vising your mother next next one um so it's important to have a nice experience at the train station and uh offer some comfort next one and for example uh here's a combination with the train and with the trim in Amsterdam uh together with a lot of bike uh facilities and there are no roads in this area so it's easy to cross the street next one yeah what is an attractive and joyful environment so the the French and the Spanish Architects are very good uh to make those kinds of um Landscapes but also buildings but also this building here is not bad so at your own training station it's kind of a architectural yeah it's an i icon next one next one yeah next one next one yeah this all Theory and if you want to know want to know more about how to measure experience um and in waiting time if you have nice experience then you think it's not that long waiting so that's good to make a nice and Pleasant area of your train station yeah the next one yeah this is the idea make direct bike routes and walking routs to your train station without um uh high stress streets and make it also accessible but I think you already have the made uh made some First Steps here yeah next one and then yeah the second thing is maybe more buildings around the training station that's good for enironment and also for the people for short trips uh from the station yeah next one and here is uh you can compare the opaloka TR rail with bike parking and car parking with an a station in the nland not far from me with the bike parking under the train station and uh um yeah and and the car has to go a bit further the next one next one is all Theory so some examples of how to make it nice and interesting um and then nice architecture um lant time clear make it clean um and also a place to stay uh yeah next one okay very short and yeah so now we're GNA get you guys to go to the tables please move to the tables and then we're going to start doing um exercises where we're gonna be uh looking yeah and that and oh hello Mr Alex um so we're gonna be working on selecting routes that will take you guys to the train station and um in the shortest way and safest way so yes e all right folks folks let's work welcome sir good to see you how are you great great great come and help us design some bike stations okay and we folks when you're looking at the locations and where you're going to put the bike lanes and whatnot I want you to look at all the different exhibits that you see over there um and then I want you to see where the crashes are happening the dots that with the highest intensity that's where the crashes are happening you can see the intersection of 22nd and opaloka Boulevard is one of the um the worst ones we also have the one on State Road 9 and 22nd Avenue so as you can see 22nd Avenue is becoming the candidate um then we also want you to see uh here the roads that have the the traffic volume the one that we were on today which is Norwest 50 uh Norwest 151st uh Streets between 5,000 and 10,000 um and here you also can see the different now Citywide where all those red dots are happening and so you can look at where to not put the the bicycles or where traffic uh intersection safety is needed and again here is 27th Avenue which is another candidate where a lot of the accidents are happening so the idea is that we have to connect uh the train station with the network that we have and make sure that people have a safe way to um get to tr here so [Music] um uh we have like uh the Cray's U that yes uh Lenny as Lenny go ahead I know that you you you can't wait e e e e e e e e e e e e e e e e e e e e e e for