This design highlights a major failing with UK cycle "infrastructure". Here, we often have shared use pavements with sometimes a bit of white paint to designate the pedestrian and cycle lanes, but they cede priority at every single side road. The problem is that it makes cycling using them really awkward as it takes significant energy for cyclists to slow down and then speed up multiple times. The irony is that if you just use the main road instead, then you have priority over all the side roads, so the bike "lane" is pretty much useless.
Of course, we also suffer from just having fragments of cycle infrastructure that don't join up and most of the time, the infrastructure consists of "magic" paint that is somehow going to prevent motorists from parking and blocking the lane (it doesn't and they do).
Edit: Thought I'd share the sheer incompetence that we're faced with. Here's a "cycle lane" in the centre of Bristol that doesn't even use a different colour, so pedestrians aren't particularly aware of it which just leads to unnecessary confrontation - peds and cyclists fighting over the scraps left over from designing for motorists.
Italy has exactly the same problem. Not only we have a horrible infrastructure (the quality of our asphalt is abysmal), but cycle paths are pretty much always shared with pedestrians, and they're filled with obstacles (manholes, poles, chicanes...).
Moreover, bike paths are usually built on only one side of the road as a two-way path. It's dangerous for everybody involved, especially when a car has to stop and give way to both sides (spoiler: cars don't do it).
Everything makes biking on a bike path a slower and horrible experience, so nobody uses bike paths and then a vicious circle ensues.
Italy is often associated with cycle sport and I believe there are some excellent rides over there, but certainly the cities that I've been to (only Rome and Naples) don't look at all encouraging to cycle around.
Naples is almost a perfect example of how to cram in cars into the smallest possible streets and a lot of the streets have to have metal bollards to provide some kind of protection for the pedestrians from the cars and mopeds.
Yes, both Rome and Naples are in the "South" of Italy, and the situation is worse there than in the North.
Milan, Ferrara, Bolzano, Modena, Bologna are just some Northern cities where cycling is encouraged and I can see them trying to get a better infrastructure; but unfortunately there's still a long way to go.
I was pleasantly surprised to find one of the major London cycle lanes that goes from Tower Bridge to Greenwich gives priority to cyclists crossing side roads https://maps.app.goo.gl/b3SweRqzvNehTcE38
In Ireland, Dublin City Council has mostly gone with lanes which are either on the side of the road (with or without bollards), or entirely separate, whereas South Dublin County Council prefers shared use pavements. The two local authorities are contiguous, so it's all a bit jarring when you go between them.
It's astounding that we can't seem to just copy successful ideas from other countries and then ensure that all the councils etc. adhere to the standards.
Of course, it doesn't help that the UK seems to keep producing highly aggressive drivers that want to punish cyclists that dare to use the public roads.
ideas are only one part of a successfully functioning sociotechnical system. The bike intersections won't work if users behave differently (just like how automobile traffic is terrible if you get different driving styles mixing).
That path has been there a long time and is actually quite popular with cyclists as it goes alongside a very busy road that has an almost permanent queue on one side and lots of big lorries/coaches coming along the other side, so it's quite challenging to filter past the stationery vehicles without getting in the way of oncoming traffic.
For some more giggles, here's one of my favourite bits of "infrastructure" that's further along that same road (Coronation Rd, A370) on the other side. 5m of faded paint.
lol that's a place where a modal filter would be perfect; they could make a "hole" in the curb to only let bikes go straight through. Instead, they decided to put 5 metres of white paint in a random way. Great!
Yeah it really strikes me when reading the OP article that this is what a country that's "got it's shit together" looks like...
OTOH I did wonder how feasible it is to transfer such a well-designed system to UK towns and cities where it seems like available space would be too cramped to recreate all those nice features though
Have been there, have also been to the Netherlands. There isn't really a big difference in the total space available, in my limited experience. You can find a big difference for a photo op, sure.
Based on where I have been, I guess the big difference is that the Dutch allocate continuous space to bikes and the British have a patchwork of bike space and parked cars.
The Dutch use of space seems more effective, the space they use for bikes is connected, rather than unconnected/ineffective bits.
But note that on the first photo, you see four streets meeting at an intersection, that's eight sides, and there are cars parked on only two of the eight. Look at the the next intersection you pass on the way somewhere and compare the number of sides with parking space with that "two".
The UK isn't alone in having old narrow streets, so it's just a case of re-allocating space. However, it does require a change in mindset so that rather than designers focussing on how to maximise driver speeds, they need to minimise driver speeds at junctions and make it clear that pedestrians have priority.
The Netherlands really does a great job on infrastructure. It's not like they're even particularly anti-car: driving there is a pretty decent experience too. It's extremely depressing driving onto the ferry in Hook of Holland and then driving off at Harwich.
First we have to understand that, all things being equal, cars "win" by default on the roads. They are bigger, heavier, faster and more powerful (thanks to burning fossil fuels), and the operators are more reckless and inconsiderate due to being shielded from the outside world. That means their presence on the roads automatically makes it more dangerous and unpleasant for everyone else.
Second notice that primary routes are always designed for cars first. Every two places has a primary route connecting it. Depending on the importance of the route that route will have some level of protection against things like flooding, subsidence etc. and also be generally higher quality. That primary route is always for cars. Due to the above, that generally makes it undesirable or often practically unavailable for non-motorised traffic. See, for example, dual carriageways. Technically everyone has a right to use them by any means (they have paid for it, after all), but you'd be crazy to walk/cycle down one.
Third notice that cars are basically untouchable. It's considered a perfectly acceptable and normal part of driving to put people's lives in danger by driving too close and too fast etc. But nobody dares touch a car. They have the capability of killing or seriously injuring people, but people don't have the capability of killing them (the cars). The police will laugh at you if you report a car driving too closely. But scratching a car or something? Police will be on your case. Basically, we value metal boxes on wheels more than people's bodies.
Fourth notice that every part of the road network is designed to make it easier for cars at the detriment of pedestrians and cyclists. Why does a pedestrian need to press a button to cross the road? Why, upon pressing the button, must the pedestrian wait to cross? Why doesn't the light cycle start immediately? There is absolutely no sense at all in making the pedestrian wait. But everyone is used to it and doesn't question it; it's just the way it is. But what it does is makes being a pedestrian a third class status. It's these little things, like having to sit at the back of the bus, that chip away at people's ability to feel like an equal member of society. If you walk or cycle you are under no illusion that you come second to cars. It's little wonder people choose the car if they can.
> See, for example, dual carriageways. Technically everyone has a right to use them by any means (they have paid for it, after all), but you'd be crazy to walk/cycle down one.
I regularly cycle along the dual carriageway part of the A370. Whilst I get that it can be unnerving for most cyclists, dual carriageways are well designed for cycling along as they typically have great visibility (drivers can see you from a distance) and there's a whole lane for drivers to overtake safely.
> Fourth notice that every part of the road network is designed to make it easier for cars at the detriment of pedestrians and cyclists. Why does a pedestrian need to press a button to cross the road? Why, upon pressing the button, must the pedestrian wait to cross? Why doesn't the light cycle start immediately? There is absolutely no sense at all in making the pedestrian wait. But everyone is used to it and doesn't question it; it's just the way it is. But what it does is makes being a pedestrian a third class status. It's these little things, like having to sit at the back of the bus, that chip away at people's ability to feel like an equal member of society. If you walk or cycle you are under no illusion that you come second to cars. It's little wonder people choose the car if they can.
I think a big part of the problem is that politicians are heavily influenced by car/oil lobbyists. What we need are brave politicians that are forward looking and have a vision.
By the way, I like to refer to the pedestrian crossing buttons as "beg buttons".
> and there's a whole lane for drivers to overtake safely.
But do they actually use it? Last time I biked on a dual carriageway I had cars and lorries passing at 60+mph with a centimetre gap. I've given up cycling for the most part as I disliked basically every ride feeling like it was almost my last.
I run forwards and rear cameras so that I can report dangerous/close passes. Strangely enough, I've had more issues with driver aggression (e.g. horn sounding) along the A370 than I've had with close passes. Of course, I've reported a fair few close passes in other areas (Avon & Somerset Police seem to be one of the few pro-active forces when it comes to dealing with video submissions).
Thats absoluyely not true. There is the so called principle of dual causality. If you hit a car you might have to pay 50% depending on situation. If its clearly the biker its still 0% for the car.
> They are bigger, heavier, faster and more powerful (thanks to burning fossil fuels)
Or perhaps thanks to a DC motor and a battery? Not sure exactly why you’re singling out ICEs in this point you’re making. Would be curious to know if there is some particular reason? I’d argue EVs are more powerful on average, if not the staggering majority of cases.
The roads are paid for in a large part by road taxes and fuel taxes. Cyclists pay zero towards it in direct taxation, apart from general taxation that everyone pays anyway. Why should cyclists be able to free load off of infrastructure paid for by tax-paying vehicles, and dictate that they are built to favour cyclists when they are not contributing a single penny?
Also your point about being "near" is kinda ridiculous. The police would take an interest if someone cut your skin deliberately, but would equally not take any interest if you just walked near a car. You're comparing apples to oranges.
I agree on your point about waiting to cross as a pedestrian though. It is often quite unreasonable for multiple people to be standing there - often in rain or other inclement weather - waiting for a single person in their nice dry car to drive past.
Life is too short to care about these trifling matters really though isn't it? Sure, die on this hill if you want but for most people it is easier to just buy an electric car, pay the taxes, and move on with the important things in life. Life isn't fair - if you want to dedicate your ire to something unjust then there are IMO better causes to champion than the first world problem of not having nice cycle lanes in an otherwise safe and secure developed first world democratic country with low infant mortality, high quality water, universal free healthcare, and high adult literacy levels. You have already won the life lottery, but many tens/hundreds of millions around the world are not so lucky. Or you can just moan about the white lines on your cycle lane being a bit crappy. Up to you.
> The roads are paid for in a large part by road taxes and fuel taxes. Cyclists pay zero towards it in direct taxation, apart from general taxation that everyone pays anyway. Why should cyclists be able to free load off of infrastructure paid for by tax-paying vehicles, and dictate that they are built to favour cyclists when they are not contributing a single penny?
The bulk of road funding is from general taxation in most places (including the UK, I think?). To put a bit of a spin on your argument, most tax is paid by urban areas, with rural areas generally being a funds sink. So, should rural areas really get roads at all?
Here in the UK, roads are paid for by general taxation. The fuel duty has been frozen for a long time (15 years?) so the general public are in fact subsidising motorists. "Road Tax" was abolished in 1937 due to the ridiculous attitude that some motorists get about "owning" the roads - this seems to be exactly your kind of attitude.
I wonder if you've thought about the logical conclusion of your "ideas" when applied to electric vehicles? They don't pay VED (emmissions tax, which is often referred to as "road tax" by idiots) and they don't pay fuel tax, so what are they doing on "your" public roads?
In my locale, in the US, local roads are paid for by property taxes. The higher traffic state and Federal roads are paid for through a combination of fuel and income taxes. Cyclists tend to avoid those roads due to safety and distance. Cycles are prohibited on our equivalent of the motorways.
Most cyclists in the US also have cars, and are paying for license, registration, and insurance. Higher insurance rates are necessary because cars get in more crashes.
Meanwhile, bikes take up less space and do negligible damage to roads, and to other things like vehicles and stationary objects.
A more useful model is that we all pay to subsidize heavy trucking.
But also, each person paying for goodies that they don't use but someone else does, is kind of how a modern society works. It would be vastly more expensive to administer a society in which each person is charged a fee in precise proportion to the facilities and services that they use. Maybe in the future with AI.
It's the urban planning, but I'll point out that it's the requirements and responibilities put on the drivers as well.
Driving lessons for me consisted for 80% of learning how to ALWAYS ALWAYS track all the cyclists and pedestrians in urban environments, how to approach an intersection and have complete visual on whatever the weaker parties might be doing. A very defensive "assume weird shit can happen any time, and don't assume you can just take your right of way" attitude, and I think our cities are better for it.
In America, it seems that a pedestrian is a second rate cititzen. Conversely, here if you hit the "weaker" party as a driver and it's almost always on you in terms of liability.
It also helps that "the car driver is to blame until proven otherwise" is the actual law in the Netherlands, which is motivated precisely because of that power dynamic. Essentially, the responsibility defaults the more dangerous vehicle.
(for some reason this always is controversial with a lot of Americans whenever it is brought up in on-line discussions)
Where I live, today's high temperature is lower than the low temperature in Amsterdam.
In August the average low temperature is higher than the average high temperature in Amsterdam.
Nobody, not even the hardiest Dutchman is going to walk or cycle when it is 27C at midnight in the summer and 0C at the warmest in the winter with four months of "Amsterdam weather" sprinkled between summer and winter.
Plus there's geography. My house is 21m above sea level, 3m higher than the highest point in Amsterdam, and I live 500m from the sea at the very beginning of the rollercoaster of hills and valleys the glaciers carved into the landscape here.
To walk or cycle to a store would require several Col du Tourmalet-class hill climbs (that's only a slight exaggeration) along the route.
Everywhere south of me is hotter, everywhere north of me is hillier.
Electric bicycles basically solve the hill issue. Dutch people bike in any weather. We have a ton of terrible weather, both hot and cold but mostly wet. Our summer heat might not be very hot, but the summer heat is very humid, it feels hotter than it is.
Also the Netherlands is not the only region where people bike a lot. There are places in Finland for example, with more hills and more extreme weather that have loads of people biking.
In Amsterdam, you usually don't cycle more than ~3km for a "normal destination" (groceries, a generic bar or cafe, stores) and in general, ~7km is the limit for "specific destinations" (going to bar X, ), above that, usually people take transport, though there are some that often cycle >50km
At 3km, anything but the most extreme weather/elevation can be tolerated, I've seen people cycling in what is effectively tornado weather (orange alerts -> 100+ km/h gusts of wind). As distances get larger, the tolerance for these factors diminishes significantly, are you sure it's not the distances that are the problem?
A lot of Americans I know in real life (rightfully) complain that non-Americans treat their culture as if it's a homogeneous monolith, despite its enormous geographical and cultural diversity. So you have to excuse me for chuckling at blanket statements like "Americans will never walk"
DC might not be the best comparison here as far as American cities go. I - and most people I know - walk around the city year round and I live on the top of a pretty steep hill.
Driver's ed in the US in any state with much urbanization to speak of is like that too (there's 50 states with 50 different curriculums with differing levels of specificity so generalizing is ill advised unless you're looking to intentionally mislead) unless perhaps one took it long ago or in somewhere so rural that other traffic wasn't relevant.
Driving lessons in NL also teach you to open your door with your _right_ hand (left is right side drive), that way you turn your shoulder a bit and get in perfect position for controlling blind spot and mirror for eventual bike incoming (or whatever vehicle you missed).
Ive heard this repeated on the BBC before, but it isn't true, at least not for my driving lessons 2 decades ago. I just got told everytime to look over my shoulder for cyclists before opening the door. But never have I heard of anyone being taught to specifically open their door with their right hand
To be fair, the BBC is institutionally anti-cyclist, so they may have mis-represented the "Dutch Reach".
I can't see why it's not taught and used everywhere as it encourages and facilitates the checking behind you when opening a car door. Rather than focussing on "left" or "right" hand, I find it more useful to just always use the furthest hand from the door so the same idea applies if you're driving or a passenger.
I wish urban designers in Poland learned from this. Our bike lanes are terribly designed, cars turn right into them with very poor visibility. The "solution" is that lawmakers introduce additional restrictions for bikers, which are unclear to everyone, so right now nobody really knows if bikes have priority on bike lane crossings or not.
It’s good to realise the Dutch cycling infrastructure did not came out of nowhere. There were huge protests in the 70’s about traffic safety. At that time cars ruled the roads and there a lot of accidents, also involving children. From those protests an culture shift started, towards better cycling infrastructure.
There are many reasons why this is unlikely to happen in Poland, but from the top of my head:
-Traffic fatalities have been falling for years now anyway - the 2022 figure per capita is around 20% higher than in the Netherlands, but used to be much, much worse.
-Polish cities are sparsely populated due to adminstrative changes and little of the old architecture surviving the war. Official numbers say that Warsaw has a density of 3.6k/km2, while the runner up is much smaller Białystok with ~2.9k/km2. Most hover in the region of 2.0-2.5k/km2. Real numbers might be different, but it's sparse compared with say Amsterdam's ~5k/km2.
The notch for the cycle path is actually really interesting to me in that it allows a single car to wait without blocking the flow of the road they are departing. I imagine a lot of RL taillights get clipped but that’s fine at the end of the day.
I wish more urban areas were as good as The Netherlands. Where I live, there are occasionally some footpaths on the sides of the roads that are half a cycle lane. People constantly walk in the cycle lanes and cycle on the footpaths. Other than that, its just normal urban roads
As a semi regular tourist to the Netherlands from North America it took a bit to adjust to all the modes of traffic at once but now I can easily navigate and stay safe around bikes, mopeds, trams, skinny cars etc. But I’m also a seasoned traveller in the region.
So, there would be an adjustment period for the population of your country, and it might take a while, and depending on culture might not be easy.
My city (Valencia, Spain) generally has good biking infrastructure but recently they redid an intersection and came up with this monstrosity. Even for locals it's confusing / dangerous.
In the direction I travel frequently, I have to stop in the middle of the bike lane which is sandwiched between two pedestrian crossing to wait for a light. Once the light turns I cross over three lanes of vehicle traffic and immediately am thrown into a bike lane crossing my path. The cars here give you no leeway so if you are slightly late in crossing (and there's only about 3 seconds between the "hurry up the lights gonna change soon" flashing light to the cars getting a green light) then you have no place to stop / slow and look if there's any bikes coming.
After that you are directly in a pedestrian crossing zebra zone in the island, which then throws you into anther bike crossing, another pedestrian zone and then finally crossing the other three lanes of traffic. Of course on the other side you t-bone directly into another bike lane, and then the lane I'm on turns into a "mixed use" lane (just paint on the sidewalk).
I live in England, so there are already bike lanes and such, they're just not as widespread as I wish they were and its almost always part of a car lane or a pedestrian lane
My mother cycled from NL -> -> BE -> FR -> UK Stone henge and back again.
Never again she said. It's a lovely country but the cycling infrastructure was ... questionable to say the least (according to her).
Which I found surprising, as their hiking trails are awesome and very well kept! For example I loved hiking on the Jurasic Coast and Cornwall. (Even signed up a for a National Trust memberships)
Can confirm, I've done quite a lot of walking and properly marked trails are generally very well kept. I've walked quite a lot of the Cornwall coastline and there are active efforts to improve the walkability in certain areas in response to storms and such like. But yeah, you're very unlikely to find any kind of cycling infrastructure outside of cities, and even then its not amazing
My memories of living in the UK is that there's a weird disconnect where "everyone walks" so walkers are treated as in-group and supported in their hobbies of walking, while "only lycra-clad fitness freaks cycle" so they're an out-group and demonised. This also extends to "how dare cyclists not need to pay road tax" when pedestrians also don't and also have essentially the same requirements for road surface quality, and lead to the same resurfacing requirements, as a bike.
Also, the UK romanticises the countryside — not just because it has some nice bits, but as part of its own national identity — and the imagined ideal when I was a kid was some old guy with a flat cap and a walking stick wearing tweed as they walk through it, not a cyclist.
Basically the imagery of 1974 J. R. R. Tolkien Calendar[0] (how did that ever happen?) crossed with Last of the Summer Wine[1].
This romanticist nonsense also means that adequately lit and drained paths - for walking, cycling and wheeling at all hours - inevitably attract rural NIMBY ire.
"Preserve the character of our rural village with its 5000 SUVs and its manor house built by plantation owners".
Presumably someone's done a Tolkien fanfic where it turns out the hobbits have a bunch of plantations in Numenor or somewhere populated by enslaved Uruks, and the twee-ness is a front for general assholeness and moral hypocrisy?
Probably any change in country takes some time to adjust to traffic. Coming from the Netherlands, I got quite confused when driving in San Francisco, by many wide roads without any clear road markings. Which parts are meant for overtaking, pre-sorting for turns, parking on the side of the road or just parallel driving lanes? On several roads that could fit 3-6 cars I couldn't tell the direction of traffic on the middle lane(s) or the lane separations.
I live in The Netherlands (actually in the same city as the photo's were taken): There is a very large difference in traffic density and complexity between the larger cities such as Amsterdam, Rotterdam, The Hague, Utrecht and the rest of the country (including middle sized cities).
When I visit one of those larger cities, I am also constantly looking for bikes everywhere not to be crashing into me.
The first day in Netherlands I learned that when surface under my feet changes, when I'm crossing the line between two surfaces I need to look back over my shoulder because there might be someone coming in fast. I apply this rule since I learned it in every country I live and it works great.
The article points out very nicely that it is expensive (in space terms) to have cars integrate safely with the pedestrian and bicycle traffic of dense urban areas. The mismatch in size and speed requires buffer zones that must be dedicated to this function only.
As a Dutch citizen, I love the expanse in terms of space. Lately, they have been allocating a lot more green areas as well, making the whole experience very enjoyable.
Roughly the same size as if the street had 2 car lanes on each side. In fact this is what I've seen living here in Amsterdam for a few years, every once in a while they remove a lane or two from some street and beef up these security features as well as add more pedestrian space.
It's cheaper to maintain extra fat sidewalks and stuff than 2 more lanes of asfalct also.
Even better, the gemeente is actively converting streets into fietsstraat. It is amazing and I love it. It makes my commute through the city so much faster and less stressful. When they did the knip experiment on that big through-road near Waterlooplein and there was no car traffic, it was also fantastic. At that time, I was commuting that direction and it was wild how quiet that part of the city became. Cars really are a terrible nuisance and do not belong in the city.
Also, very often it doesn't reduce flow even for cars. There are tons of times when you remove lanes and it improves are keeps flow constant.
4 lane roads are the worst, you can get the same effect with a 2 lane with a turn.
It really depends on how many intersection you have, having a single lane that only branches to 2 in front of an intersection can be more efficient, then constantly 2 lanes.
The US style of many lanes, many intersections, is horrible from safety and a flow perspective.
Isn't it funny how part of the solution is a bit like introducing a one-car buffer into the queue, reducing back pressure? Makes me wonder how much traffic planning and distributed systems could learn from each other (or perhaps already have, I'm not an expert in either).
As someone living in the netherlands, primary use is for decoupling risk. Look at the pedestrian side, they only cross a single lane where they have to look in a single direction. This makes pedestrian behaviour so obvious that its hard to miss someone looking straight at you while you're crossing. Same with car behaviour, no matter where the car is, the nose is pointing straight at you before crossing the conflict zone. The line of communication you have before a potential accident is insanely useful. It does not matter wether a stop sign or right of way was there if you're dead.
The "buffer" reduces decision complexity even more because people treat them like train blocks. The only annoyance I have is when people actually break-and-check at these points even though its better to roll the car slowly trough to save the people right behind from brake checking entire queues.
The article doesn't deal with what happens when the queue gets bigger than one. It looks like a second car would queue on the main road, blocking traffic.
To eliminate this you could turn the buffer into a whole extra lane with room for say 5 cars to queue, but this would compromise on the nice feature where the partially turned car gets to completely turn and have great vision of the cycle lanes in both directions.
It's an interesting article, but from a systems design perspective I'd be much more interested in how they handle a change in requirements like "there are now five times more cars turning left here than the intersection was designed for".
To an extent, it's a self-solving problem. If you have great non-car transport options and an increase in traffic makes car driving less appealing, then more people will use those non-car transport options rather than joining the queue.
The problem is that you may not have the room for it. The US might often have more room to retro-fit bike lanes, due to their roads be generally pretty wide. European cities, like Copenhagen have a massive issue as more and more people get things like cargo bikes and electric bikes. The bike lanes needs to be expanded to accommodate them, but there's no room. You'd have to remove cars from large parts of the city, which sounds great, except you do need to have the option to drive, either due to distances, public transport or deliveries. You can't do parking and have people walk, because there's also no room for parking.
For some cities I also don't see bike lanes as solving to much. Some cities, again often in the US have a huge area and millions of people. Distances in cities like Houston, New York, Los Angeles or Atlanta are just insane, taking up enough space to cover half of a small European nation.
At least where I live, such a type of intersection is used when a residential street branches off a large main road. You do not have a high volume of traffic going into this residential street, and "waiting for a crossing cyclist" does only take 1-2 seconds. So a buffer size of 1 is usually enough.
> when the queue gets bigger than one. It looks like a second car would queue on the main road, blocking traffic.
Without the buffer, a single car wanting to turn that way when there is a cycle in the lane would block traffic, unless of course the car takes priority and just expects the cyclist to deal with them cutting in front (which is my experience too often at junctions with or without cycle lanes…). In either case, with or without this design, the car slowing down to turn is going to create some back pressure if the road is busy, there is no avoiding that and this design might even actually slightly reduce that issue.
Looking at the picture I assume that most vehicles are going to be going straight on, and when someone is turning the only extra delay is when their need to turn coincides with there being cyclists or pedestrians in range of crossing, so it is likely that none of this back pressure is a problem the vast majority of the time.
If that happens rarely, then the cars just have to queue for a few seconds, no big deal.
If it becomes structural, say the neighbourhood becomes larger and substantially more cars will go there now, then the intersection will be redesigned. Money isn't infinite of course, but this sort of thing is a big part of planning new development.
> Makes me wonder how much traffic planning and distributed systems could learn from each other
I don't know any concrete example, but since road engineers have been using queueing theory, originally invented for telecommunication networks, for more than 70 years, I would be surprised if models and tools designed for one use case had not been reused for the other.
Think it was the Tannebaum Networking book which has a chapter on queuing theory. Couple of lectures on that, only to find the chapter was concluded with something like: "Empirical evidence has shown that network traffic doesn't follow a possion distribution", so was left with a feeling that the chapter was only relevant for exams.
Driving in towns and cities in the Netherlands is frightening as a foreigner not used to it as you're constantly afraid about hitting a cyclist. I drive like a grandma there.
And that's how it should be.
I always regret not taking the very advice I gave yesterday about European cities and parking on the outskirts!
I love the Netherlands, and not just for their livable street design, I just wish they food weren't so bland. They make even German cuisine look adventurous in comparison.
As a Dutch person... this is sadly not just 100% accurate, it's almost part of our culture by now, hahaha. For example, in Gerard Reve's "De Avonden" ("The Evenings", a literary classic in the Netherlands from 1947) the daily bland dinners are described like a recurring cynical joke.
Apparently World War 2 is to blame for the shift in food culture. Somehow we never recovered from that.
I think we just internalized that Dutch cuisine sucks and focus on getting good food from other cultures (don't complain about our pannenkoeken or stroopwafels though, unless you're looking for a fight).
when i moved here, people told me the greatest issue with the country was not the weather, it was the food. and i remember saying "there's no way it's that bad".
after being here for 2y, holy shit it's true. one dutch coworker said "we just eat for fuel, not for taste".
thankfully it's quite easy to buy amazing ingredients and just do really tasty home meals.
> (don't complain about our pannenkoeken or stroopwafels though, unless you're looking for a fight).
i would also say dutch bar/finger food is delicious. it's impossible not to have bitterballen while having a beer.
Right, I guess the distinction is between "Dutch cooking" and "Dutch snacks". We're not too terrible in the latter department.
(although technically bitterballen and kroketten are local variations of the croquette, which originated from France[0], so even there we can't quite claim originality, haha)
This is true. I can recommend the Indonesian and Surinam restaurants, both are former colonies so many people from there moved to NL. Their food is much better, the Dutch like it so much that you could almost call them part of Dutch culture.
I find bikelanes that are integrated with sidewalks incredibly dangerous and give a false sense of safety. Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars. Taipei uses the sidewalk model and I recommend never using them
I find the Chinese model of bike/scooter lanes w/ barriers integrated into the main road a superior model. The other critical point is integrating bus stops into "islands" in the road so the bike lanes go behind the bus stops is critical. (a stopped bus with passengers going on/off essentially closes off the shoulder for an extended amount of time). Granted the main roads in Chinese cities are generally much wider so I'm not sure if it can be miniaturized the same way. The "turning area" is very useful concept for unblocking traffic and helping with visibility, though it does take up a lot of space. However the one in the example only accommodates one turning car at a time
1199 cyclists killed in 4 years, 658 of these being from collisions with various motor vehicles. 262 pedestrians killed in 4 years, 11 of these being from collisions with bicycles. Before any "oh but there's few deaths but more accidents it's still unsafe": no, it is not.
I know your username sets high expectations, but stop bullshitting and look at facts.
If a bicycle hits a pedestrian and the pedestrian was on cycling path in The Netherlands, who's fault is it? If the pedestrian gets a broken arm who pays for medical services?
I broadly agree that I'd like standalone separated bike lanes, but I think this is dubious:
> Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars
As far as I'm aware, more or less everywhere, both the frequency & severity of bicycle vs pedestrian crashes is much lower than bicycle vs car crashes. Do you have any statistics that say otherwise?
I only have my personal experience. Biking on the sidewalk lanes in Taipei creates a lot of scary close calls esp with children and dogs. On the road I only rarely have some issues with buses. Everyone is moving in the same direction so it's generally less scary.
I think in terms of deaths, the most dangerous issue is getting t-boned at an intersection by a car going fast through the intersection. I'm not sure how either setup really addresses that. You need to decrease overall traffic speed somehow. Chinese do this with speed cameras everywhere and electric scooters being much slower than gas powered ones (which are illegal most places now)
> I find bikelanes that are integrated with sidewalks incredibly dangerous and give a false sense of safety.
As a cyclist, I also hate them. In my experience, what is even more dangerous than small children is dogs. Even if they are on a leash, there is nothing stopping them from just suddenly jumping a meter to the left, right in front of your bike.
I think if you tried them out you'll find these bike paths are not unsafe (and I bet the accident numbers back that up), because it's a whole system. Design like this will have features to force drivers to take slow turns when crossing the bike paths, and they are raised so that it's clear to drivers they don't have right of way.
NL always goes for the transit stops that poke out like you mention as well when possible.
Not sure if you mean the Dutch style cycle lanes: in that case, it's just tourists that risk impact with bikes, simply because they're conditioned to ignore them (i.e. the brain is trained to consider dangerous only what's beyond the curb).
After a few weeks people just learn to be mindful of bicycles and bicycle lanes as they are normally mindful of roads. In particular, one learns to never change direction suddenly (crossing a bike lane, but also on a shared road) but to stop first and check behind their back for potential cyclists.
I guess this conditioning just doesn't happen in Taipei .. I guess then I don't really understand why the sidewalk and bikelane are on the same level at all. Why not have an actual barrier or curb and places to get on/off?
it's effectively another road - with the same dangers as a car-road. But it's just some painted asphalt
When we visited Amsterdam as pedestrians, we absolutely hated these bike lane / sidewalk combinations. The problem are the often narrow, obstructed sidewalks forcing you to step into the bike lane. I wouldn't call that "incredibly dangerous" though, after all, we didn't witness any accident, but certainly annoying, especially considering that the most common obstruction is parked bikes.
I guess it takes some getting used to, or maybe the Dutch simply avoid walking and take the bike instead.
> Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars.
That's blatantly not true. Have you seen any KSI statistics?
Pedestrians are more likely to be killed by a driver mounting the pavement and hitting them than they are by a cyclist. The facts suggest that in a cyclist/pedestrian collision, it's often the cyclist that gets more injured.
> Bikes hitting pedestrians is a much larger safety concern than bikes being hit by cars.
Do you have any empirical evidence for this? Because every single study I have seen suggest that speed and weight of the participants matters most. And a bike and a person are simply, much less likely to cause serious harm.
A car can kill a biker easy, for a bike to kill anybody, you need to really be incredibly unlucky.
The Dutch are doing a lot of empirical work, and they have not adopted anything like you describe.
"Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars."
what? there are many orders of magnitude more injuries and deaths from bikes being hit by cars than there are from pedestrians being hit by bikes. Even when a pedestrian is hit (which is rare- both are highly nimble), it is very rare that it is problematic because a bike carries so little momentum
Very interesting article. After 12 years of almost daily cycling in the Netherlands, I recently started driving a car as well. I always appreciated the Dutch civil infrastructure, and this new experience only adds to my admiration.
Compared to other European countries, driving in NL definitely requires extra attention. There are many small & vulnerable participants sharing the space, moving in different directions with much less inertia than cars. On the other hand there are plenty of buffer zones, the lanes are cleverly organised and clearly marked, and there's 30 kmh (18 mph) limit in most streets in the city. A smaller car with great visibility is really useful here.
Most people get their Bossche Bol at Jan de Groot, which is like a 15 minute walk or 5 minutes by bike from the intersection. Beware that there always is a big queue at Jan de Groot because it's very popular. You can also go to a Jumbo supermarket in 's-Hertogenbosch or Rosmalen as they usually sell the exact same Bossche Bol from this bakery.
Despite the cycling infrastructure being second to none, I hated my time cycling in Amsterdam earlier this year. The drivers (taxis in particular) are just terrible, very violent, at least in the city center. Having a lot of cycling paths that don't intersect or run along motorways (the ones through parks are especially nice) improves the situation and I did enjoy that part, but I can't shake the first impression of crazy aggressive drivers.
Ljubljana, Slovenia, where I live, has decent cycling infra (cycling paths in almost every street, not as good as Amsterdam), but the drivers are way more considerate, so it's overall much nicer to cycle around, at least to me.
That's probably an Amsterdam thing, smaller Dutch cities are lovely and awesome to cycle in. Rotterdam was also not enjoyable to cycle due to aggressive drivers when I visited.
The one thing lacking is marking for pedestrian crossings on the bike lanes. It feels fine in this low-traffic intersection, but in my area (not netherlands), it has become a bit hard to cross bike lanes with high trafic from both pedestrians and cyclists.
Bikes are small and fast, and only a small fraction of cars will need to turn here as this is a street going in to a neighborhood. The chances of multiple cars wanting to take this turn and there being a long stream of bikes that holds them up is small. So 'never' is not the right word here, but the times this happens is negligible.
This specific turn is onto a street that the article describes as "traffic volume here is low, since only residents will use this street." They probably expect the 1-car buffer to be enough for this intersection. You can see in the video that the 1-car buffer is empty most of the time.
For intersections where they expect more turning traffic (where the one car buffer wouldn't be enough), they add turning lanes that can accomodate more than one car. You can see an example of this a few hundred meters northeast when Graafseweg intersects the Van Grobbendocklaan: https://maps.app.goo.gl/ZmURqawr3oeBX5Sq9
I moved from the U.S. to the Netherlands nine years ago, and I can attest that the bike infrastructure is amazing and has an outsized impact on your quality of life and general happiness.
Being able to bike everywhere — safely, quickly, without any cultural baggage of "being one of those bicycle people" — is a total game-changer.
It's one of those things that sounds kooky to people who haven't actually experienced it. When American friends and family ask me what I love most about living here and I say "the bike infrastructure," reactions range from a polite smile to eye-rolling.
On paper it doesn't sound particularly sexy, but in reality the impact on your day-to-day life is immense. Your health, your connection to the immediate environment, your cost savings, your time/stress savings, your sense of freedom of movement.
1000% agree. We moved 7 years ago and now have 4 kids. It is so valuable that my preteens can bike to tennis, friends, etc safely, even at night. Or that you can pop a toddler to childcare without a car seat and parking. Last year we finally got a car. I hardly ever use it.
And remember, the bike infrastructure was only built in the past 30-40 years. Before that, the Netherlands had a super car-focused infrastructure. It was only after the “stop murdering our children” political campaigns that the car focus shifted.
https://usa.streetsblog.org/2013/02/20/the-origins-of-hollan...
What really amazes me is motorists' dislike of cyclists (common here in Ireland, also). If that cyclist you see wasn't cycling, they'd be in a car in front of you, and your traffic queue would be worse. Every cyclist is doing every motorist a favour.
Here in town, there is a place where cyclists cross the oncoming lane to enter a bike pathway. The cyclists go downhill and thus have quite some speed. For the cyclists, they are catching a gap between cars. No big deal. From the perspective of a car driver, you have oncoming traffic in the same lane. Bonus point if the cyclist didn't signal their left-turn. I'm sure this location alone is producing a dozen of cyclist haters every day. I think the cyclists lack awareness that cars are bulky and heavy and thus require some free area ahead of them for breaking.
The underground (plus partly underwater) bicycle parking garage at Amsterdam Centraal is also pretty amazing to experience. So much nicer than the old outdoor one.
I live in Amsterdam. The freedom to do all your errants and entertainment by bike or walking is amazing. I can literally walk to the zoo, walk to the market, and walk to endless bars and restaurant.
The things is this is not some liberal, 15 min city conspiracy. This is how life has always been…
If find it hilarious that 'conservatives' made up this '15min city conspiracy' when traditional actual conservative cities, before the 60s were exactly those kind of 15min cities.
But somehow the bullshit built in the 60s is 'the true national expression' or whatever.
Bike lanes are everywhere in most big cities in France too... But they're bad, very bad.
We desperately need this principle of elevated bike lanes that cars should be worried to cross.
I have code an open-source framework to assess the cyclability of territories : https://villes.plus
It only takes into account quality bike lanes, based on OSM data, run every trimestre.
For instance, painted bike lanes or shared bus lanes are excluded.
Amsterdam's score is around 90 %.
The best French city, Strasbourg, has around 45 %. There is some inherent variability as each run takes random points among a data set to build the segments to be tested.
> Bike lanes are everywhere in most big cities in France too... But they're bad, very bad.
We once cycled from Germany to Colmar in France. Cycling through Colmar is indeed a scary experience, especially if you have a trailer with a small child in it: https://maps.app.goo.gl/wJU4GLWrmqF9EDes8
> Cycling through Colmar is indeed a scary experience, especially if you have a trailer with a small child in it
I don't mean to detract anything about what you just said.
At the same time, my first thought when I clicked on the link was something like: "Woah, that is pretty nice; a painted bike lane and a single narrow main lane each way so cars can't go very fast".
We have a long way to go for most of North America to become friendly to cyclists.
> We have a long way to go for most of North America to become friendly to cyclists.
Also for pedestrians, in my experience. When I first visited the US 10 years ago, I wanted to leave the hotel to get to a nearby public transit stop to go into town. On the map, it was a distance of around 500m from hotel to transit stop (Market Center in Dallas). But getting there was quite an ordeal. This was the pedestrian walkway: https://maps.app.goo.gl/gvduBGYMQfxSVxcFA, it ended in a dirt path by the side of the road after a few meters. There was a better walkway on the other side of the road, but it was impossible to safely cross it without walking for nearly 700 meters into the other direction.
The way this looks it could be more dangerous than having no bike lane at all. Drivers will see this as a sign that the big lane belongs to them. Bike riders must expect someone in the parked car to unexpectedly open the door at any time and hit them. There have been many deadly accidents where bike riders got "doored" just like that. Also imagine you have two trucks crossing paths and bikes on the side. Or a trailer with a child like the user said.
I agree with most of what you've said, and yet as a utility cyclist I can tell you that this is nicer than many of the streets I need to ride when I leave my home.
Let me reiterate that I don't say this to dismiss the importance of improving that street. On the contrary, I am simply lamenting how bad things are here [0].
> and a single narrow main lane each way so cars can't go very fast
You're underestimating French drivers here ;) . Also on that picture the main lane is not considered narrow at all in France/Europe, it's quite comfortable to speed.
The only way to limit speed is speed cameras and speed bumps (both are also becoming ubiquitous in the UK).
China is what I imagine the US with bike lanes would look like.
I agree, the bike infrastructure in Paris is now quite good. If only cyclists in Paris would start to stop at red lights, especially at pedestrian crossings (this is a problem everywhere, of course, but in Paris it seems to be particularly bad).
I'm still failing to understand why the urbanism departments are so bad in councils of even our big metropolitan areas. We could just contract with corps like Copenhaguenize to get to the state of the art right away when rebuilding roads, but "on a des idées" so why not improvise? Or it's just corruption and favoritism...
Nice project though, might ping you for something related :)
Is this intentional bait for the somewhat notorious "Copenhagen is Great ... but it's not Amsterdam" video by the Not Just Bikes channel? ;)
(as a Dutchie living in Malmö: I love Copenhagen, and I'm already happy that it's a million times better than 99% of the rest of the world. Still, it's also true that the Netherlands has a head-start of a few decades on everyone else and that it does show if you look closely)
In general I try to avoid nationalism - a lot of what one perceives as "my country ABC is the best at XYZ!" is just "I was born in ABC so I am used to XYZ!".
But...for the small niche of cycling infrastructure, the top 10 list is The Netherlands in places 1 to 10, then no country in places 11 to 50, and then Denmark in place 51.
What is important to consider is that cycling infrastructure is all around great in The Netherlands everywhere. Not just in the center of Amsterdam. Industrial estates, villages in the middle of nowhere, roads through forests, popular attractions or theme parks, islands: everything is reachable by bike, usually with bike lanes that are well maintained and physically separated from the main road, and often with bicycles having right of way on roundabouts etc.
Haha, same! I think the most nationalistic thing I ever did was when I went on a "field trip" to Copenhagen with the classmates of my international master studies, and constantly complain that the bike infrastructure was so disappointing. I have to admit Copenhagen hasn't been sitting still and improved in the last decade though!
I try to frame it more like a friendly rivalry with Denmark (or more accurately, Copenhagen), since nobody else even tried to rival us until very recently. Looking forward to everyone else catching up though!
(also, I live in Sweden, making fun of the Danes is a legal requirement to be considered integrated into local society)
> What is important to consider is that cycling infrastructure is all around great in The Netherlands everywhere.
Case in point, I've literally cycled across the country diagonally basically using the Fietsersbond (national cycling association that advocates for this cycling infra) route planner and on mostly dedicated cycling paths.
Bike lanes yes. But where are all the safety features you can see here? Bike lanes are often separated, but not always. On many streets they are just painted on. They are rarely color marked, which is fine when you know where the bike lane but in new places you sometimes miss that there is a bike lane because it is not obvious at the crossing.
Even proper, separated bike lanes often terminate in right turn lanes for cars (even in places where there is a lot of bikes and in places where there would be a lot of space), leading to weird situations where a car is trapped in a wall of cyclists from every side.
In practice it mostly works but I'm not surprised car ownership in the city is on the rise, because the city still prioritizes cars way too much. Copenhagen is mostly a regular city with consistent bike lanes.
The problem in the Netherlands nowadays is not the interaction between motorists verus cyclists, but ebikes versus normal bikes. Lot of accidents happen on the bycicle roads
By far the largest amount of cyclist deaths and injury are still caused by cars. The ebikes just get more news coverage because they're novel. But cars are heavier and go faster so will almost always be more dangerous to other cyclists and pedestrians.
This is 1950's Swedish solution, imho. Modern fad is that there shall be no separate bicycle crossings in intersection areas. Bicycles are equal to other vehicles so it makes sense to concentrate the intersecting traffic to one flow, so it is easier to observe.
> Bicycles are equal to other vehicles so it makes sense to concentrate the intersecting traffic to one flow, so it is easier to observe
Swedish bike lanes are the absolute worst I've cycled on - and I've cycled in England, Denmark, Spain and (briefly) the Netherlands.
Disregarding the pitiful maintenance of a lot of the bike lanes in Stockholm (which is another discussion), the current model where a bike-lane has been carved from the pedestrian pavement, but which then throws the cyclist out to the road immediately before a junction is a deadly design which I've found to be nerve-wracking both when I'm cycling or driving.
The cyclist is hidden behind parked cars, and is in the blindspot of turning trucks, until the very last seconds before suddenly emerging into the flow of traffic when crossing the side-street. I see near-misses almost every day.
It amazes me that anyone ever thought this was a good idea - but even more egregious to me is that Swedes seem to think their own invention is somehow so good they want to export it.
The image is not very common, most of the time they have elevated the space before and after the bikepath, forcing cars to slow down before going on it.
However one of the downsides is that often the front space is a too bit small in cities, so not always easy to fully go on it without blocking the bike path. And in busy bike paths at times cars will get impatient.
I'm not sure how common this type of intersection is. I live and bike daily in Amsterdam and it took me about a minute to fully understand what's going on here. The picture seems to show a special case where the intersecting road is bike only, and instead of the normal painted arrows that show where bikes should queue up when making a left, there's an open area off to the left where one would wait behind the "shark teeth".
FYI if you are ever biking here in NL, the thing to remember is that if the "haaientanden" point at you, watch out!, as that means you do not have the right of way.
Edit: The side roads are for cars as well, which means you have a strange turning lane in the middle of the intersection where traffic might back up. A simple roundabout seems like a much better solution here unless the goal is to keep cars moving quickly and the turn lane is rarely used.
Can someone explain this, the italicized part below, in more detail?
>> When you approach from the side street, as a driver, the order of dealing with other traffic is different, but the priority is similar. First you will notice a speed bump. The complete intersection is on a raised table. Pedestrians would not have priority if the street was level, but now that it isn’t the “exit construction” rule could apply and in that case a crossing pedestrian would have priority. But for that rule to apply the footway should be continuous, and that is not the case here.
This is a part of the national design language of the roads in The Netherlands.
Almost universally the following two rules hold: pedestrians walk on a raised pavement next to the road, and through roads have priority.
To compliment those existing rules, exits from side streets where pedestrians on the through road have priority include a raised hump that brings motorists up to pavement level. That emphasizes that it is the motorist who is crossing into a pedestrian area, where pedestrians have priority. The pedestrian footpath is continuous, while the car road is interrupted.
And an obvious added benefit is that motorists will slow down for the speed bump.
The author phrases this a bit awkwardly without really making a point. But what I think they are saying is that because the footpath isn't continuous despite the raised bump this is not a typical exit construction, and pedestrians on the through road don't have priority. Even though most motorists would yield to them anyway because of the shark's teeth on the cycle path.
I think it's debatable if the pavement is continuous or not, I would say "kinda". But either way the intersection in the article is not a "typical" example of the exit construction.
Is there priority for the pedestrian if they are already crossing the side street when a car driving down the side street approaches the intersection, or can the pedestrian be run over by the car without consequence to the driver?
The linked photo actually shows a really bad example. For the 'exit construction' to be valid, the footway must continue uninterrupted with the same surface. In this example, different pavers where used, making the situation ambiguous.
The first two examples are how it should be done. The third is similar to your link, and is ambiguous.
I've had a cyclist curse me to hell and back for taking priority on one of those raised tables as a pedestrian because the paving didn't match the sidewalk. :)
An entrance or exit construction is a place on a road where you aren't just turning onto the road but exiting the road entirely. The most common example from any country would be a private driveway. Pedestrians, cyclists and cars going along the sidewalk, bike path or road have priority against anyone turning into the driveway or turning onto the road from the driveway.
The Netherlands generalizes this concept to some low-priority side streets. If there is a continuous sidewalk (i.e., the cars go up a bump to the level of the sidewalk as opposed to the pedestrians stepping down from the sidewalk to the level of the street). This is not the case in this specific intersection.
And yet the photo in the article shows piano teeth markings before the shark teeth, which indicates a level change for the car. In that case I would assume that cars are required to yield to pedestrians crossing the side street even though the sidewalk surface is not continuous.
That's some word salad but let me make things clear,
All intersections have signs indicating priority.
All intersections have road markings indicating right of way.
All intersections have a level change indicating priority.
Either you bump up to pedestrians, which also reduces your speed. Or pedestrians step down to asphalt.
All intersections have/dont have color change to indicate right of way.
All intersections have/dont have pavement type indicating right of way (usually bricks for street or pedestrians, black asphalt for roads, red asphalt for cyclists.)
Although you could probaly find some rulebreakers in there, its universally accepted as such.
These types of interactions are pretty much everywhere outside of historical city centers and the like where you don't have space for it. You might not find them in the old town of Ams, but as soon as you head out a bit, you see them everywhere. Same in Delft and pretty much anywhere else with historic architecture.
I haven't read the entire article, but this is a very common situation: main road with two cycle paths crosses a minor road (or has two side roads at the same place). All roads are also for cars. I'm not sure why the article makes such a difference between the two side roads: they seem quite similar apart from the one-car waiting space before the cycle path.
Yeah there is not really space for these eleborate intersections in central Amsterdam. Most are signal controlled or pure spaghetti with trams coming from four directions with almost absolute priority, like this one https://www.google.com/maps/place/52%C2%B021'49.1%22N+4%C2%B...
In general, separate bike lines are nothing special in the Netherlands, even in Amsterdam. However, it's an old, compact city with narrow streets, so you're unlikely to see these types of intersections in those streets. Same is true for other old city centers with compact layouts.
You're more likely to see this if you go to places with more space, such as suburbs built in the last century (which basically means going to another town or city that Amsterdam grew into, because in the Netherlands city distribution is also compact). As you can see from the picture this street is in such a neighborhood.
Also, the general concept of having a distance of one car between crossing and bike lane is universal whenever there is space. I can give you a personal anecdote (at the cost of doxxing myself). I grew up in Oldeberkoop, a tiny village with around 1500 people in it that somehow has its own wikipedia page[0].
Just outside of the village is a crossing with an N-road, which is Dutch for "provincial national road but not quite highway". In the early nineties it was still a simple crossing, no separate bike lanes, and I recall traffic accidents happening once or twice every year. For context, nowadays the speed limit on provincial roads is 100 km/h[2], although in the early nineties it was still 80 km/h. That didn't matter though: everyone was speeding as if they were on a highway and going 120 to 140 km/h.
In mid nineties the crossing was changed to a roundabout, solving the speeding problem, and separate bike lanes were added (this also reduced traffic noise a lot). In the early 2000s the roundabout was changed to the safer design described in the article: more space between corner and bike lane, and a bigger island in the middle of the road for pedestrians[3]. I haven't heard of any incidents in the years since.
Recall: this is a village of 1500 people. When the article says:
> I would like to emphasise that this intersection is not special in any way. You can find many similar examples all over the country. That is because the design features stem from the design manuals which are used throughout the country.
... it is not exaggerating. This is the norm with any new intersection that is being built, or any existing one that is due for its two-decade maintenance.
There are lots of dedicated cycle lanes in London now which is good. I feel much safer cycling in those.
But as a pedestrian and as a car driver too, there are still a hard-core of dangerous cyclists who refuse to use them and will instead be willfully breaking the law (going through red lights, wrong way/wrong side of the street etc). And just to add insult to injury, they literally add insults! Aggressive shouting, gesticulating etc if your dare to e.g. use a pedestrian crossing or drive on a green light but you are in their way.
Tl;Dr you can build all this stuff but it seems like the aggressive pricks won't use it and will just carry on with no accountability or consequences and we all suffer from it.
Although this was in the '80s I remember that I (Dutch) walked to school at the age of 5, in a town (technically a city (Enkhuizen)), mostly through a pedestrian area but I had to cross one busy street.
My parents told me later that they secretly followed me the first few times (I never noticed).
Just try to image that you live in a country that is so safe you can let small kids walk to school. Try to imagine what a society could look like if it's designed for people first, not traffic.
> My parents told me later that they secretly followed me the first few times (I never noticed).
Ha, not in the Netherlands, but we started doing exactly the same with our 5-year old recently. She wanted to walk to a friend's house alone a few weeks ago and my wife followed her in spy-like fashion to make sure she arrived safely. We also started dropping her off a few blocks before kindergarten so that she can walk the remaining distance "alone" (again secretly followed).
That is how it worked when I was a kid on the 80s in Spain. I took the bus to school alone as an 8yo -- and I was considered a wimpy kid; my sister walked to school alone at 6.
Meanwhile here in Canada they attach colored ribbons on their backpacks so they won't be allowed off the bus unless an adult is there to escort them home. Watching a 10yo being escorted back and forth to the bus stop is so sad.
Personally, I blame the speed and amount of car traffic in our streets. Drivers routinely break the speed limits and oftentimes by the time they come to a stop they are already blocking the crosswalk.
My kids walked to school from about age 7 or so. Same as when I was young. When I do drop them off (because we are late or there is a blizzard or whatever) I'm a bit ashamed and hope no one sees me driving. Now we have 2 pedestrian crossings on the way to school. one really busy, but luckily it has lights. The one without lights is designed so the road shrinks to single file so cars can't meet at the crossing, but have to take turns passing.
it was the 80s, I used to walk to school at 6, passing through an hospital, in a town, quite a big one, named Rome.
It's just that parents nowadays forgot that kids are functioning humans, can learn stuff and can do stuff on their own.
edit: for the downvoters, look at what Japan does or how women in Denmark do with their kids, instead of thinking "this man must be crazy, how in the hell I can leave my kids alone in this world full of dangers, they will surely die" and react like i tried to kidnap your kids to boil them and then eat them.
The reality is that due to zoning laws children have to travel by car or bus, which is inherently less safe. Zoning laws have made USA into a terrible environment for everyone. People don’t even know what it’s like to run errands and just walk or bike.
It is completely beyond me why other EU countries simply don’t copy the dutch. It’s clearly way better designed, it’s a pleasure for cyclists, drivers and pedestrians and way safer.
you need space to do that, not many cities in Europe have the luxury of being built from scratch and having so much space to dedicate to a single intersection.
edit: anyway the simplest solution is to turn every intersection into a roundabout, no traffic lights needed, clear right of way, cars can't go fast and in the end it also makes it easier for pedestrians to cross the street.
Such old urban places would just be car-free in the Netherlands (sometimes with limited access for delivery and emergency vehicles), a trend fortunately becoming popular in other European cities now.
The “urban” in the title is a bit misleading, this intersection is definitely more suburban, or on the boundary of an urban center. (Or rather, the author has a different definition of urban - in my definition cities like den Bosch are really just a small medieval urban core surrounded by continuous medium-density suburban neighborhoods.)
In my experience, cars are discouraged from city centres, but not banned. You can drive your car all around Amsterdam, although you’ll have many one way streets and parking is going to very expensive for non-residents… and it’s hard (but not impossible) to find street level parking. Amsterdam has a number of car parks in the outskirts that are cheap if you can show that you used public transport afterwards.
The result is that people use their car (if they have one, still quite common esp. for families) to get out of the city, or big errands, but use bike or public transport for day to day trips.
Actual car free zones exist in cities across Europe but tend to be pretty small and constrained to the hyper centre, like the church square and the major shopping streets. Not that I’m opposed to them being bigger but that seems rare at this point.
I'm not saying that Amsterdam was built from scratch, nor that Rome is somewhat so special that you can't apply solutions used elsewhere, but that urban space is an hard requirement and the more dedicated infrastructures you build, the more the value of the area goes up and so we end up with those beautiful walkable, green, neighborhoods in Milan where the "Vertical Forest" is that only the very rich can afford.
And in those parts of the city where space is basically free, people live too far from where they need to go by bike anyway.
It's a cat and mouse game, you need very dense, very small, almost flat cities, to get to the point where Amsterdam is, which is not that typical especially in Europe.
Here in the Netherlands also in small streets and areas bike lanes are common. They are literally drawn on the street and a car is basically not allowed to ride on them when a bike is passing.
A street like your picture would make it incredibly difficult for a car to obtain a dangerous speed, so would by itself largely eliminate the need for dedicated cycling space.
This design highlights a major failing with UK cycle "infrastructure". Here, we often have shared use pavements with sometimes a bit of white paint to designate the pedestrian and cycle lanes, but they cede priority at every single side road. The problem is that it makes cycling using them really awkward as it takes significant energy for cyclists to slow down and then speed up multiple times. The irony is that if you just use the main road instead, then you have priority over all the side roads, so the bike "lane" is pretty much useless.
Of course, we also suffer from just having fragments of cycle infrastructure that don't join up and most of the time, the infrastructure consists of "magic" paint that is somehow going to prevent motorists from parking and blocking the lane (it doesn't and they do).
Edit: Thought I'd share the sheer incompetence that we're faced with. Here's a "cycle lane" in the centre of Bristol that doesn't even use a different colour, so pedestrians aren't particularly aware of it which just leads to unnecessary confrontation - peds and cyclists fighting over the scraps left over from designing for motorists.
https://maps.app.goo.gl/JjfG1YJBwaqyov5H8
Italy has exactly the same problem. Not only we have a horrible infrastructure (the quality of our asphalt is abysmal), but cycle paths are pretty much always shared with pedestrians, and they're filled with obstacles (manholes, poles, chicanes...).
Moreover, bike paths are usually built on only one side of the road as a two-way path. It's dangerous for everybody involved, especially when a car has to stop and give way to both sides (spoiler: cars don't do it).
Everything makes biking on a bike path a slower and horrible experience, so nobody uses bike paths and then a vicious circle ensues.
We should all learn from the Ducth and the Danes.
Italy is often associated with cycle sport and I believe there are some excellent rides over there, but certainly the cities that I've been to (only Rome and Naples) don't look at all encouraging to cycle around.
Naples is almost a perfect example of how to cram in cars into the smallest possible streets and a lot of the streets have to have metal bollards to provide some kind of protection for the pedestrians from the cars and mopeds.
Yes, both Rome and Naples are in the "South" of Italy, and the situation is worse there than in the North.
Milan, Ferrara, Bolzano, Modena, Bologna are just some Northern cities where cycling is encouraged and I can see them trying to get a better infrastructure; but unfortunately there's still a long way to go.
I was pleasantly surprised to find one of the major London cycle lanes that goes from Tower Bridge to Greenwich gives priority to cyclists crossing side roads https://maps.app.goo.gl/b3SweRqzvNehTcE38
Here is a related article from a UK perspective:
https://www.cycling-embassy.org.uk/blog/2013/07/03/how-does-...
In Ireland, Dublin City Council has mostly gone with lanes which are either on the side of the road (with or without bollards), or entirely separate, whereas South Dublin County Council prefers shared use pavements. The two local authorities are contiguous, so it's all a bit jarring when you go between them.
Separately, a national project, Busconnects, is putting in its own bike lanes. Some of these are... interesting: https://irishcycle.com/2023/03/23/busconnects-approach-to-cy...
It's astounding that we can't seem to just copy successful ideas from other countries and then ensure that all the councils etc. adhere to the standards.
Of course, it doesn't help that the UK seems to keep producing highly aggressive drivers that want to punish cyclists that dare to use the public roads.
ideas are only one part of a successfully functioning sociotechnical system. The bike intersections won't work if users behave differently (just like how automobile traffic is terrible if you get different driving styles mixing).
It's even worse in my UK village. they don't even paint white lines, just the white outline of a bike every few hundred meters on the road.
Here's a premium shared use pavement in Bristol (allegedly a "cycling city") that shows what you're missing
https://maps.app.goo.gl/Gw3SBWT9WdYLDTN3A
lol are you serious? A "bike path" with f*cking trees and lightposts right in the middle? It looks like one of those EU-funding scams.
That path has been there a long time and is actually quite popular with cyclists as it goes alongside a very busy road that has an almost permanent queue on one side and lots of big lorries/coaches coming along the other side, so it's quite challenging to filter past the stationery vehicles without getting in the way of oncoming traffic.
For some more giggles, here's one of my favourite bits of "infrastructure" that's further along that same road (Coronation Rd, A370) on the other side. 5m of faded paint.
https://maps.app.goo.gl/znjzJ7bphdqhH5Sk7
lol that's a place where a modal filter would be perfect; they could make a "hole" in the curb to only let bikes go straight through. Instead, they decided to put 5 metres of white paint in a random way. Great!
Yeah it really strikes me when reading the OP article that this is what a country that's "got it's shit together" looks like...
OTOH I did wonder how feasible it is to transfer such a well-designed system to UK towns and cities where it seems like available space would be too cramped to recreate all those nice features though
Have been there, have also been to the Netherlands. There isn't really a big difference in the total space available, in my limited experience. You can find a big difference for a photo op, sure.
Based on where I have been, I guess the big difference is that the Dutch allocate continuous space to bikes and the British have a patchwork of bike space and parked cars.
The Dutch use of space seems more effective, the space they use for bikes is connected, rather than unconnected/ineffective bits.
But note that on the first photo, you see four streets meeting at an intersection, that's eight sides, and there are cars parked on only two of the eight. Look at the the next intersection you pass on the way somewhere and compare the number of sides with parking space with that "two".
The UK isn't alone in having old narrow streets, so it's just a case of re-allocating space. However, it does require a change in mindset so that rather than designers focussing on how to maximise driver speeds, they need to minimise driver speeds at junctions and make it clear that pedestrians have priority.
The Netherlands really does a great job on infrastructure. It's not like they're even particularly anti-car: driving there is a pretty decent experience too. It's extremely depressing driving onto the ferry in Hook of Holland and then driving off at Harwich.
The problem in the UK is a deep cultural one.
First we have to understand that, all things being equal, cars "win" by default on the roads. They are bigger, heavier, faster and more powerful (thanks to burning fossil fuels), and the operators are more reckless and inconsiderate due to being shielded from the outside world. That means their presence on the roads automatically makes it more dangerous and unpleasant for everyone else.
Second notice that primary routes are always designed for cars first. Every two places has a primary route connecting it. Depending on the importance of the route that route will have some level of protection against things like flooding, subsidence etc. and also be generally higher quality. That primary route is always for cars. Due to the above, that generally makes it undesirable or often practically unavailable for non-motorised traffic. See, for example, dual carriageways. Technically everyone has a right to use them by any means (they have paid for it, after all), but you'd be crazy to walk/cycle down one.
Third notice that cars are basically untouchable. It's considered a perfectly acceptable and normal part of driving to put people's lives in danger by driving too close and too fast etc. But nobody dares touch a car. They have the capability of killing or seriously injuring people, but people don't have the capability of killing them (the cars). The police will laugh at you if you report a car driving too closely. But scratching a car or something? Police will be on your case. Basically, we value metal boxes on wheels more than people's bodies.
Fourth notice that every part of the road network is designed to make it easier for cars at the detriment of pedestrians and cyclists. Why does a pedestrian need to press a button to cross the road? Why, upon pressing the button, must the pedestrian wait to cross? Why doesn't the light cycle start immediately? There is absolutely no sense at all in making the pedestrian wait. But everyone is used to it and doesn't question it; it's just the way it is. But what it does is makes being a pedestrian a third class status. It's these little things, like having to sit at the back of the bus, that chip away at people's ability to feel like an equal member of society. If you walk or cycle you are under no illusion that you come second to cars. It's little wonder people choose the car if they can.
I think the problem is numerical. There are way more voters riding bikes in the Netherlands than in the UK.
> See, for example, dual carriageways. Technically everyone has a right to use them by any means (they have paid for it, after all), but you'd be crazy to walk/cycle down one.
I regularly cycle along the dual carriageway part of the A370. Whilst I get that it can be unnerving for most cyclists, dual carriageways are well designed for cycling along as they typically have great visibility (drivers can see you from a distance) and there's a whole lane for drivers to overtake safely.
> Fourth notice that every part of the road network is designed to make it easier for cars at the detriment of pedestrians and cyclists. Why does a pedestrian need to press a button to cross the road? Why, upon pressing the button, must the pedestrian wait to cross? Why doesn't the light cycle start immediately? There is absolutely no sense at all in making the pedestrian wait. But everyone is used to it and doesn't question it; it's just the way it is. But what it does is makes being a pedestrian a third class status. It's these little things, like having to sit at the back of the bus, that chip away at people's ability to feel like an equal member of society. If you walk or cycle you are under no illusion that you come second to cars. It's little wonder people choose the car if they can.
I think a big part of the problem is that politicians are heavily influenced by car/oil lobbyists. What we need are brave politicians that are forward looking and have a vision.
By the way, I like to refer to the pedestrian crossing buttons as "beg buttons".
> and there's a whole lane for drivers to overtake safely.
But do they actually use it? Last time I biked on a dual carriageway I had cars and lorries passing at 60+mph with a centimetre gap. I've given up cycling for the most part as I disliked basically every ride feeling like it was almost my last.
Some of them do - it varies.
I run forwards and rear cameras so that I can report dangerous/close passes. Strangely enough, I've had more issues with driver aggression (e.g. horn sounding) along the A370 than I've had with close passes. Of course, I've reported a fair few close passes in other areas (Avon & Somerset Police seem to be one of the few pro-active forces when it comes to dealing with video submissions).
What makes the Netherlands special is not the bike paths. Its the law.
When there is an accident between a car and a bike it is always the fault of the car. Its the driver who gets the insurance claim no questions asked.
Cyclists get special protection. This is not something other countries can adapt because it requires a deep moral shift.
Thats absoluyely not true. There is the so called principle of dual causality. If you hit a car you might have to pay 50% depending on situation. If its clearly the biker its still 0% for the car.
> They are bigger, heavier, faster and more powerful (thanks to burning fossil fuels)
Or perhaps thanks to a DC motor and a battery? Not sure exactly why you’re singling out ICEs in this point you’re making. Would be curious to know if there is some particular reason? I’d argue EVs are more powerful on average, if not the staggering majority of cases.
Probably something about the worldwide climate catastrophe caused by humanity continuing to burn fossil fuels at an ever increasing rate.
The roads are paid for in a large part by road taxes and fuel taxes. Cyclists pay zero towards it in direct taxation, apart from general taxation that everyone pays anyway. Why should cyclists be able to free load off of infrastructure paid for by tax-paying vehicles, and dictate that they are built to favour cyclists when they are not contributing a single penny?
Also your point about being "near" is kinda ridiculous. The police would take an interest if someone cut your skin deliberately, but would equally not take any interest if you just walked near a car. You're comparing apples to oranges.
I agree on your point about waiting to cross as a pedestrian though. It is often quite unreasonable for multiple people to be standing there - often in rain or other inclement weather - waiting for a single person in their nice dry car to drive past.
Life is too short to care about these trifling matters really though isn't it? Sure, die on this hill if you want but for most people it is easier to just buy an electric car, pay the taxes, and move on with the important things in life. Life isn't fair - if you want to dedicate your ire to something unjust then there are IMO better causes to champion than the first world problem of not having nice cycle lanes in an otherwise safe and secure developed first world democratic country with low infant mortality, high quality water, universal free healthcare, and high adult literacy levels. You have already won the life lottery, but many tens/hundreds of millions around the world are not so lucky. Or you can just moan about the white lines on your cycle lane being a bit crappy. Up to you.
> The roads are paid for in a large part by road taxes and fuel taxes. Cyclists pay zero towards it in direct taxation, apart from general taxation that everyone pays anyway. Why should cyclists be able to free load off of infrastructure paid for by tax-paying vehicles, and dictate that they are built to favour cyclists when they are not contributing a single penny?
The bulk of road funding is from general taxation in most places (including the UK, I think?). To put a bit of a spin on your argument, most tax is paid by urban areas, with rural areas generally being a funds sink. So, should rural areas really get roads at all?
See how silly that is?
Here in the UK, roads are paid for by general taxation. The fuel duty has been frozen for a long time (15 years?) so the general public are in fact subsidising motorists. "Road Tax" was abolished in 1937 due to the ridiculous attitude that some motorists get about "owning" the roads - this seems to be exactly your kind of attitude.
I wonder if you've thought about the logical conclusion of your "ideas" when applied to electric vehicles? They don't pay VED (emmissions tax, which is often referred to as "road tax" by idiots) and they don't pay fuel tax, so what are they doing on "your" public roads?
I am a (UK) cyclist, and I pay both road taxes and fuel taxes.
(For the car that I also own, to be clear)
In my locale, in the US, local roads are paid for by property taxes. The higher traffic state and Federal roads are paid for through a combination of fuel and income taxes. Cyclists tend to avoid those roads due to safety and distance. Cycles are prohibited on our equivalent of the motorways.
Most cyclists in the US also have cars, and are paying for license, registration, and insurance. Higher insurance rates are necessary because cars get in more crashes.
Meanwhile, bikes take up less space and do negligible damage to roads, and to other things like vehicles and stationary objects.
A more useful model is that we all pay to subsidize heavy trucking.
But also, each person paying for goodies that they don't use but someone else does, is kind of how a modern society works. It would be vastly more expensive to administer a society in which each person is charged a fee in precise proportion to the facilities and services that they use. Maybe in the future with AI.
It's the urban planning, but I'll point out that it's the requirements and responibilities put on the drivers as well.
Driving lessons for me consisted for 80% of learning how to ALWAYS ALWAYS track all the cyclists and pedestrians in urban environments, how to approach an intersection and have complete visual on whatever the weaker parties might be doing. A very defensive "assume weird shit can happen any time, and don't assume you can just take your right of way" attitude, and I think our cities are better for it.
In America, it seems that a pedestrian is a second rate cititzen. Conversely, here if you hit the "weaker" party as a driver and it's almost always on you in terms of liability.
It also helps that "the car driver is to blame until proven otherwise" is the actual law in the Netherlands, which is motivated precisely because of that power dynamic. Essentially, the responsibility defaults the more dangerous vehicle.
(for some reason this always is controversial with a lot of Americans whenever it is brought up in on-line discussions)
The reason: lobbying from auto manufacturers!
https://www.vox.com/2015/1/15/7551873/jaywalking-history
Having recently read "Amerikanen Lopen Niet" (Americans Don't Walk), the power dynamic you describe seems to be entirely real.
Because a car is essential for economic survival in the USA, it's probably difficult for some to accept alternate realities from the status quo.
Americans will never walk.
Where I live, today's high temperature is lower than the low temperature in Amsterdam.
In August the average low temperature is higher than the average high temperature in Amsterdam.
Nobody, not even the hardiest Dutchman is going to walk or cycle when it is 27C at midnight in the summer and 0C at the warmest in the winter with four months of "Amsterdam weather" sprinkled between summer and winter.
Plus there's geography. My house is 21m above sea level, 3m higher than the highest point in Amsterdam, and I live 500m from the sea at the very beginning of the rollercoaster of hills and valleys the glaciers carved into the landscape here.
To walk or cycle to a store would require several Col du Tourmalet-class hill climbs (that's only a slight exaggeration) along the route.
Everywhere south of me is hotter, everywhere north of me is hillier.
https://en-gb.topographic-map.com/map-8pl51/Amsterdam/
Compare Amsterdam to DC a well-known "swamp" in the US that most people would consider one of its flatter cities.
https://en-gb.topographic-map.com/map-kfds8/Washington/
Don't be thrown off by the scale: yellow in Amsterdam (of which there is none) is 25m and yellow in DC (of which there is much) is 78m.
Electric bicycles basically solve the hill issue. Dutch people bike in any weather. We have a ton of terrible weather, both hot and cold but mostly wet. Our summer heat might not be very hot, but the summer heat is very humid, it feels hotter than it is.
Also the Netherlands is not the only region where people bike a lot. There are places in Finland for example, with more hills and more extreme weather that have loads of people biking.
https://www.youtube.com/watch?v=Uhx-26GfCBU
In Amsterdam, you usually don't cycle more than ~3km for a "normal destination" (groceries, a generic bar or cafe, stores) and in general, ~7km is the limit for "specific destinations" (going to bar X, ), above that, usually people take transport, though there are some that often cycle >50km
At 3km, anything but the most extreme weather/elevation can be tolerated, I've seen people cycling in what is effectively tornado weather (orange alerts -> 100+ km/h gusts of wind). As distances get larger, the tolerance for these factors diminishes significantly, are you sure it's not the distances that are the problem?
27C at night is uncommon, but I can tell you there is no weather that stops Dutch people walking or biking. It is mind ingrained.
A lot of Americans I know in real life (rightfully) complain that non-Americans treat their culture as if it's a homogeneous monolith, despite its enormous geographical and cultural diversity. So you have to excuse me for chuckling at blanket statements like "Americans will never walk"
DC might not be the best comparison here as far as American cities go. I - and most people I know - walk around the city year round and I live on the top of a pretty steep hill.
Driver's ed in the US in any state with much urbanization to speak of is like that too (there's 50 states with 50 different curriculums with differing levels of specificity so generalizing is ill advised unless you're looking to intentionally mislead) unless perhaps one took it long ago or in somewhere so rural that other traffic wasn't relevant.
Driving lessons in NL also teach you to open your door with your _right_ hand (left is right side drive), that way you turn your shoulder a bit and get in perfect position for controlling blind spot and mirror for eventual bike incoming (or whatever vehicle you missed).
Ive heard this repeated on the BBC before, but it isn't true, at least not for my driving lessons 2 decades ago. I just got told everytime to look over my shoulder for cyclists before opening the door. But never have I heard of anyone being taught to specifically open their door with their right hand
To be fair, the BBC is institutionally anti-cyclist, so they may have mis-represented the "Dutch Reach".
I can't see why it's not taught and used everywhere as it encourages and facilitates the checking behind you when opening a car door. Rather than focussing on "left" or "right" hand, I find it more useful to just always use the furthest hand from the door so the same idea applies if you're driving or a passenger.
I live in NL close to a border. Guess where tourists tend to stop their car, when coming in from the left in situation of the fine article?
People have little situational awareness anyway, but perhaps a bit moreso when they are Dutch.
I wish urban designers in Poland learned from this. Our bike lanes are terribly designed, cars turn right into them with very poor visibility. The "solution" is that lawmakers introduce additional restrictions for bikers, which are unclear to everyone, so right now nobody really knows if bikes have priority on bike lane crossings or not.
It’s good to realise the Dutch cycling infrastructure did not came out of nowhere. There were huge protests in the 70’s about traffic safety. At that time cars ruled the roads and there a lot of accidents, also involving children. From those protests an culture shift started, towards better cycling infrastructure.
There are many reasons why this is unlikely to happen in Poland, but from the top of my head:
-Traffic fatalities have been falling for years now anyway - the 2022 figure per capita is around 20% higher than in the Netherlands, but used to be much, much worse.
-Polish cities are sparsely populated due to adminstrative changes and little of the old architecture surviving the war. Official numbers say that Warsaw has a density of 3.6k/km2, while the runner up is much smaller Białystok with ~2.9k/km2. Most hover in the region of 2.0-2.5k/km2. Real numbers might be different, but it's sparse compared with say Amsterdam's ~5k/km2.
There's an excellent documentary about "Stop De Kindermoord" (Stop Killing Our Children)
https://vimeo.com/361286029
The notch for the cycle path is actually really interesting to me in that it allows a single car to wait without blocking the flow of the road they are departing. I imagine a lot of RL taillights get clipped but that’s fine at the end of the day.
I wish more urban areas were as good as The Netherlands. Where I live, there are occasionally some footpaths on the sides of the roads that are half a cycle lane. People constantly walk in the cycle lanes and cycle on the footpaths. Other than that, its just normal urban roads
As a semi regular tourist to the Netherlands from North America it took a bit to adjust to all the modes of traffic at once but now I can easily navigate and stay safe around bikes, mopeds, trams, skinny cars etc. But I’m also a seasoned traveller in the region.
So, there would be an adjustment period for the population of your country, and it might take a while, and depending on culture might not be easy.
My city (Valencia, Spain) generally has good biking infrastructure but recently they redid an intersection and came up with this monstrosity. Even for locals it's confusing / dangerous.
In the direction I travel frequently, I have to stop in the middle of the bike lane which is sandwiched between two pedestrian crossing to wait for a light. Once the light turns I cross over three lanes of vehicle traffic and immediately am thrown into a bike lane crossing my path. The cars here give you no leeway so if you are slightly late in crossing (and there's only about 3 seconds between the "hurry up the lights gonna change soon" flashing light to the cars getting a green light) then you have no place to stop / slow and look if there's any bikes coming.
After that you are directly in a pedestrian crossing zebra zone in the island, which then throws you into anther bike crossing, another pedestrian zone and then finally crossing the other three lanes of traffic. Of course on the other side you t-bone directly into another bike lane, and then the lane I'm on turns into a "mixed use" lane (just paint on the sidewalk).
https://www.google.com/maps/@39.4670503,-0.3900646,95m/data=...
I live in England, so there are already bike lanes and such, they're just not as widespread as I wish they were and its almost always part of a car lane or a pedestrian lane
My mother cycled from NL -> -> BE -> FR -> UK Stone henge and back again. Never again she said. It's a lovely country but the cycling infrastructure was ... questionable to say the least (according to her).
Which I found surprising, as their hiking trails are awesome and very well kept! For example I loved hiking on the Jurasic Coast and Cornwall. (Even signed up a for a National Trust memberships)
Can confirm, I've done quite a lot of walking and properly marked trails are generally very well kept. I've walked quite a lot of the Cornwall coastline and there are active efforts to improve the walkability in certain areas in response to storms and such like. But yeah, you're very unlikely to find any kind of cycling infrastructure outside of cities, and even then its not amazing
Surprising, sure.
My memories of living in the UK is that there's a weird disconnect where "everyone walks" so walkers are treated as in-group and supported in their hobbies of walking, while "only lycra-clad fitness freaks cycle" so they're an out-group and demonised. This also extends to "how dare cyclists not need to pay road tax" when pedestrians also don't and also have essentially the same requirements for road surface quality, and lead to the same resurfacing requirements, as a bike.
Also, the UK romanticises the countryside — not just because it has some nice bits, but as part of its own national identity — and the imagined ideal when I was a kid was some old guy with a flat cap and a walking stick wearing tweed as they walk through it, not a cyclist.
Basically the imagery of 1974 J. R. R. Tolkien Calendar[0] (how did that ever happen?) crossed with Last of the Summer Wine[1].
[0] https://www.abebooks.com/book-search/title/1974-calendar/aut...
[1] https://www.bbc.com/news/uk-england-leeds-65715855
Accurate.
This romanticist nonsense also means that adequately lit and drained paths - for walking, cycling and wheeling at all hours - inevitably attract rural NIMBY ire.
"Preserve the character of our rural village with its 5000 SUVs and its manor house built by plantation owners".
Presumably someone's done a Tolkien fanfic where it turns out the hobbits have a bunch of plantations in Numenor or somewhere populated by enslaved Uruks, and the twee-ness is a front for general assholeness and moral hypocrisy?
I did always wonder about the general standard of living in the Shire - always seemed suspiciously high to me.
Probably any change in country takes some time to adjust to traffic. Coming from the Netherlands, I got quite confused when driving in San Francisco, by many wide roads without any clear road markings. Which parts are meant for overtaking, pre-sorting for turns, parking on the side of the road or just parallel driving lanes? On several roads that could fit 3-6 cars I couldn't tell the direction of traffic on the middle lane(s) or the lane separations.
I live in The Netherlands (actually in the same city as the photo's were taken): There is a very large difference in traffic density and complexity between the larger cities such as Amsterdam, Rotterdam, The Hague, Utrecht and the rest of the country (including middle sized cities).
When I visit one of those larger cities, I am also constantly looking for bikes everywhere not to be crashing into me.
The first day in Netherlands I learned that when surface under my feet changes, when I'm crossing the line between two surfaces I need to look back over my shoulder because there might be someone coming in fast. I apply this rule since I learned it in every country I live and it works great.
Where I live there will be pedestrians on left side of asphalt roads and street food stalls on footpaths if the footpaths exist at all.
India?
The article points out very nicely that it is expensive (in space terms) to have cars integrate safely with the pedestrian and bicycle traffic of dense urban areas. The mismatch in size and speed requires buffer zones that must be dedicated to this function only.
As a Dutch citizen, I love the expanse in terms of space. Lately, they have been allocating a lot more green areas as well, making the whole experience very enjoyable.
Example: https://zuidas.nl/wp-content/uploads/2021/03/groenstrook-bee...
Roughly the same size as if the street had 2 car lanes on each side. In fact this is what I've seen living here in Amsterdam for a few years, every once in a while they remove a lane or two from some street and beef up these security features as well as add more pedestrian space.
It's cheaper to maintain extra fat sidewalks and stuff than 2 more lanes of asfalct also.
Even better, the gemeente is actively converting streets into fietsstraat. It is amazing and I love it. It makes my commute through the city so much faster and less stressful. When they did the knip experiment on that big through-road near Waterlooplein and there was no car traffic, it was also fantastic. At that time, I was commuting that direction and it was wild how quiet that part of the city became. Cars really are a terrible nuisance and do not belong in the city.
Also, very often it doesn't reduce flow even for cars. There are tons of times when you remove lanes and it improves are keeps flow constant.
4 lane roads are the worst, you can get the same effect with a 2 lane with a turn.
It really depends on how many intersection you have, having a single lane that only branches to 2 in front of an intersection can be more efficient, then constantly 2 lanes.
The US style of many lanes, many intersections, is horrible from safety and a flow perspective.
Isn't it funny how part of the solution is a bit like introducing a one-car buffer into the queue, reducing back pressure? Makes me wonder how much traffic planning and distributed systems could learn from each other (or perhaps already have, I'm not an expert in either).
As someone living in the netherlands, primary use is for decoupling risk. Look at the pedestrian side, they only cross a single lane where they have to look in a single direction. This makes pedestrian behaviour so obvious that its hard to miss someone looking straight at you while you're crossing. Same with car behaviour, no matter where the car is, the nose is pointing straight at you before crossing the conflict zone. The line of communication you have before a potential accident is insanely useful. It does not matter wether a stop sign or right of way was there if you're dead.
The "buffer" reduces decision complexity even more because people treat them like train blocks. The only annoyance I have is when people actually break-and-check at these points even though its better to roll the car slowly trough to save the people right behind from brake checking entire queues.
The article doesn't deal with what happens when the queue gets bigger than one. It looks like a second car would queue on the main road, blocking traffic.
To eliminate this you could turn the buffer into a whole extra lane with room for say 5 cars to queue, but this would compromise on the nice feature where the partially turned car gets to completely turn and have great vision of the cycle lanes in both directions.
It's an interesting article, but from a systems design perspective I'd be much more interested in how they handle a change in requirements like "there are now five times more cars turning left here than the intersection was designed for".
Build more bike lanes.
To an extent, it's a self-solving problem. If you have great non-car transport options and an increase in traffic makes car driving less appealing, then more people will use those non-car transport options rather than joining the queue.
And an often forgotten point: this benefits people who have to drive cars too, since there are less cars on the car road!
> Build more bike lanes.
The problem is that you may not have the room for it. The US might often have more room to retro-fit bike lanes, due to their roads be generally pretty wide. European cities, like Copenhagen have a massive issue as more and more people get things like cargo bikes and electric bikes. The bike lanes needs to be expanded to accommodate them, but there's no room. You'd have to remove cars from large parts of the city, which sounds great, except you do need to have the option to drive, either due to distances, public transport or deliveries. You can't do parking and have people walk, because there's also no room for parking.
For some cities I also don't see bike lanes as solving to much. Some cities, again often in the US have a huge area and millions of people. Distances in cities like Houston, New York, Los Angeles or Atlanta are just insane, taking up enough space to cover half of a small European nation.
ebikes mean you dont need to be that fit (or sweat) either.
At least where I live, such a type of intersection is used when a residential street branches off a large main road. You do not have a high volume of traffic going into this residential street, and "waiting for a crossing cyclist" does only take 1-2 seconds. So a buffer size of 1 is usually enough.
The backpressure is a feature and ensures people like me take a bike and train to work instead of driving
> when the queue gets bigger than one. It looks like a second car would queue on the main road, blocking traffic.
Without the buffer, a single car wanting to turn that way when there is a cycle in the lane would block traffic, unless of course the car takes priority and just expects the cyclist to deal with them cutting in front (which is my experience too often at junctions with or without cycle lanes…). In either case, with or without this design, the car slowing down to turn is going to create some back pressure if the road is busy, there is no avoiding that and this design might even actually slightly reduce that issue.
Looking at the picture I assume that most vehicles are going to be going straight on, and when someone is turning the only extra delay is when their need to turn coincides with there being cyclists or pedestrians in range of crossing, so it is likely that none of this back pressure is a problem the vast majority of the time.
If that happens rarely, then the cars just have to queue for a few seconds, no big deal.
If it becomes structural, say the neighbourhood becomes larger and substantially more cars will go there now, then the intersection will be redesigned. Money isn't infinite of course, but this sort of thing is a big part of planning new development.
Ideally more density leads to more public transport.
It leads to more traffic of all types, I guess.
> Makes me wonder how much traffic planning and distributed systems could learn from each other
I don't know any concrete example, but since road engineers have been using queueing theory, originally invented for telecommunication networks, for more than 70 years, I would be surprised if models and tools designed for one use case had not been reused for the other.
Think it was the Tannebaum Networking book which has a chapter on queuing theory. Couple of lectures on that, only to find the chapter was concluded with something like: "Empirical evidence has shown that network traffic doesn't follow a possion distribution", so was left with a feeling that the chapter was only relevant for exams.
Models based on Poisson distributions are the simplest type of queue from a mathematical point of view. Introductory courses rarely go beyond that.
Driving in towns and cities in the Netherlands is frightening as a foreigner not used to it as you're constantly afraid about hitting a cyclist. I drive like a grandma there.
And that's how it should be.
I always regret not taking the very advice I gave yesterday about European cities and parking on the outskirts!
I love the Netherlands, and not just for their livable street design, I just wish they food weren't so bland. They make even German cuisine look adventurous in comparison.
As a Dutch person... this is sadly not just 100% accurate, it's almost part of our culture by now, hahaha. For example, in Gerard Reve's "De Avonden" ("The Evenings", a literary classic in the Netherlands from 1947) the daily bland dinners are described like a recurring cynical joke.
Apparently World War 2 is to blame for the shift in food culture. Somehow we never recovered from that.
I think we just internalized that Dutch cuisine sucks and focus on getting good food from other cultures (don't complain about our pannenkoeken or stroopwafels though, unless you're looking for a fight).
when i moved here, people told me the greatest issue with the country was not the weather, it was the food. and i remember saying "there's no way it's that bad".
after being here for 2y, holy shit it's true. one dutch coworker said "we just eat for fuel, not for taste".
thankfully it's quite easy to buy amazing ingredients and just do really tasty home meals.
> (don't complain about our pannenkoeken or stroopwafels though, unless you're looking for a fight).
i would also say dutch bar/finger food is delicious. it's impossible not to have bitterballen while having a beer.
Right, I guess the distinction is between "Dutch cooking" and "Dutch snacks". We're not too terrible in the latter department.
(although technically bitterballen and kroketten are local variations of the croquette, which originated from France[0], so even there we can't quite claim originality, haha)
[0] https://en.wikipedia.org/wiki/Croquette
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They should also improve the landscape. It's too flat. What happened to the proposal to build a mountain in the North Sea?
Their savory dishes aren't great (looking at you stamppot) but they do sweets well! Poffertjes, oliebollen, stroopwafels, etc.
Surinamese is what you are looking for.
This is true. I can recommend the Indonesian and Surinam restaurants, both are former colonies so many people from there moved to NL. Their food is much better, the Dutch like it so much that you could almost call them part of Dutch culture.
I admire it to an extent in that it is a part of their healthy culture. I think they take it a bit far though
But being more like the Italians or French in terms of food would mean being more like the Italians or French...
I had some decent ramen in Utrecht recently!
I find bikelanes that are integrated with sidewalks incredibly dangerous and give a false sense of safety. Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars. Taipei uses the sidewalk model and I recommend never using them
I find the Chinese model of bike/scooter lanes w/ barriers integrated into the main road a superior model. The other critical point is integrating bus stops into "islands" in the road so the bike lanes go behind the bus stops is critical. (a stopped bus with passengers going on/off essentially closes off the shoulder for an extended amount of time). Granted the main roads in Chinese cities are generally much wider so I'm not sure if it can be miniaturized the same way. The "turning area" is very useful concept for unblocking traffic and helping with visibility, though it does take up a lot of space. However the one in the example only accommodates one turning car at a time
>Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars.
Source ? Here's mine: https://www.cbs.nl/en-gb/news/2024/15/684-road-traffic-death...
1199 cyclists killed in 4 years, 658 of these being from collisions with various motor vehicles. 262 pedestrians killed in 4 years, 11 of these being from collisions with bicycles. Before any "oh but there's few deaths but more accidents it's still unsafe": no, it is not.
I know your username sets high expectations, but stop bullshitting and look at facts.
If a bicycle hits a pedestrian and the pedestrian was on cycling path in The Netherlands, who's fault is it? If the pedestrian gets a broken arm who pays for medical services?
I broadly agree that I'd like standalone separated bike lanes, but I think this is dubious:
> Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars
As far as I'm aware, more or less everywhere, both the frequency & severity of bicycle vs pedestrian crashes is much lower than bicycle vs car crashes. Do you have any statistics that say otherwise?
I only have my personal experience. Biking on the sidewalk lanes in Taipei creates a lot of scary close calls esp with children and dogs. On the road I only rarely have some issues with buses. Everyone is moving in the same direction so it's generally less scary.
I think in terms of deaths, the most dangerous issue is getting t-boned at an intersection by a car going fast through the intersection. I'm not sure how either setup really addresses that. You need to decrease overall traffic speed somehow. Chinese do this with speed cameras everywhere and electric scooters being much slower than gas powered ones (which are illegal most places now)
And also car vs pedestrian is much larger than bike vs pedestrian, and in most places, higher than car vs bike also.
> I find bikelanes that are integrated with sidewalks incredibly dangerous and give a false sense of safety.
As a cyclist, I also hate them. In my experience, what is even more dangerous than small children is dogs. Even if they are on a leash, there is nothing stopping them from just suddenly jumping a meter to the left, right in front of your bike.
I think if you tried them out you'll find these bike paths are not unsafe (and I bet the accident numbers back that up), because it's a whole system. Design like this will have features to force drivers to take slow turns when crossing the bike paths, and they are raised so that it's clear to drivers they don't have right of way.
NL always goes for the transit stops that poke out like you mention as well when possible.
Not sure if you mean the Dutch style cycle lanes: in that case, it's just tourists that risk impact with bikes, simply because they're conditioned to ignore them (i.e. the brain is trained to consider dangerous only what's beyond the curb).
After a few weeks people just learn to be mindful of bicycles and bicycle lanes as they are normally mindful of roads. In particular, one learns to never change direction suddenly (crossing a bike lane, but also on a shared road) but to stop first and check behind their back for potential cyclists.
I guess this conditioning just doesn't happen in Taipei .. I guess then I don't really understand why the sidewalk and bikelane are on the same level at all. Why not have an actual barrier or curb and places to get on/off?
it's effectively another road - with the same dangers as a car-road. But it's just some painted asphalt
A curb is just a sign, at least for pedestrians. If a curb can help you not to cross into a bicycle lane, so can a clearly painted lane.
When we visited Amsterdam as pedestrians, we absolutely hated these bike lane / sidewalk combinations. The problem are the often narrow, obstructed sidewalks forcing you to step into the bike lane. I wouldn't call that "incredibly dangerous" though, after all, we didn't witness any accident, but certainly annoying, especially considering that the most common obstruction is parked bikes.
I guess it takes some getting used to, or maybe the Dutch simply avoid walking and take the bike instead.
> Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars.
That's blatantly not true. Have you seen any KSI statistics?
Pedestrians are more likely to be killed by a driver mounting the pavement and hitting them than they are by a cyclist. The facts suggest that in a cyclist/pedestrian collision, it's often the cyclist that gets more injured.
> Bikes hitting pedestrians is a much larger safety concern than bikes being hit by cars.
Do you have any empirical evidence for this? Because every single study I have seen suggest that speed and weight of the participants matters most. And a bike and a person are simply, much less likely to cause serious harm.
A car can kill a biker easy, for a bike to kill anybody, you need to really be incredibly unlucky.
The Dutch are doing a lot of empirical work, and they have not adopted anything like you describe.
"Bikes hitting pedestrians (ex: children wandering out on to the bikelane) is a much larger safety concern than bikes being hit by cars."
what? there are many orders of magnitude more injuries and deaths from bikes being hit by cars than there are from pedestrians being hit by bikes. Even when a pedestrian is hit (which is rare- both are highly nimble), it is very rare that it is problematic because a bike carries so little momentum
Very interesting article. After 12 years of almost daily cycling in the Netherlands, I recently started driving a car as well. I always appreciated the Dutch civil infrastructure, and this new experience only adds to my admiration.
Compared to other European countries, driving in NL definitely requires extra attention. There are many small & vulnerable participants sharing the space, moving in different directions with much less inertia than cars. On the other hand there are plenty of buffer zones, the lanes are cleverly organised and clearly marked, and there's 30 kmh (18 mph) limit in most streets in the city. A smaller car with great visibility is really useful here.
Cool to see my hometown ('s-Hertogenbosch) appear on the front page of HN. I use this intersection almost every week: AMA ;)
How far is it from the intersection to the nearest place you can get a Bosche Bol? :)
Most people get their Bossche Bol at Jan de Groot, which is like a 15 minute walk or 5 minutes by bike from the intersection. Beware that there always is a big queue at Jan de Groot because it's very popular. You can also go to a Jumbo supermarket in 's-Hertogenbosch or Rosmalen as they usually sell the exact same Bossche Bol from this bakery.
How funny it is to hear foreigners try to pronounce it?
Not as funny as you would think :) They usually pronounce it pretty well: shertokenboss
Despite the cycling infrastructure being second to none, I hated my time cycling in Amsterdam earlier this year. The drivers (taxis in particular) are just terrible, very violent, at least in the city center. Having a lot of cycling paths that don't intersect or run along motorways (the ones through parks are especially nice) improves the situation and I did enjoy that part, but I can't shake the first impression of crazy aggressive drivers.
Ljubljana, Slovenia, where I live, has decent cycling infra (cycling paths in almost every street, not as good as Amsterdam), but the drivers are way more considerate, so it's overall much nicer to cycle around, at least to me.
That's probably an Amsterdam thing, smaller Dutch cities are lovely and awesome to cycle in. Rotterdam was also not enjoyable to cycle due to aggressive drivers when I visited.
Hilversum is pretty bad
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The one thing lacking is marking for pedestrian crossings on the bike lanes. It feels fine in this low-traffic intersection, but in my area (not netherlands), it has become a bit hard to cross bike lanes with high trafic from both pedestrians and cyclists.
> Here you can see that a car drivers waiting for people cycling are never in the way of other people in cars.
Am I blind or does it only work for just one or maybe two cars?
Bikes are small and fast, and only a small fraction of cars will need to turn here as this is a street going in to a neighborhood. The chances of multiple cars wanting to take this turn and there being a long stream of bikes that holds them up is small. So 'never' is not the right word here, but the times this happens is negligible.
Correct, only one.
This specific turn is onto a street that the article describes as "traffic volume here is low, since only residents will use this street." They probably expect the 1-car buffer to be enough for this intersection. You can see in the video that the 1-car buffer is empty most of the time.
For intersections where they expect more turning traffic (where the one car buffer wouldn't be enough), they add turning lanes that can accomodate more than one car. You can see an example of this a few hundred meters northeast when Graafseweg intersects the Van Grobbendocklaan: https://maps.app.goo.gl/ZmURqawr3oeBX5Sq9
Correct. That is enough 95% of the time. (I made that number up, but it's not far from the truth.)
I moved from the U.S. to the Netherlands nine years ago, and I can attest that the bike infrastructure is amazing and has an outsized impact on your quality of life and general happiness.
Being able to bike everywhere — safely, quickly, without any cultural baggage of "being one of those bicycle people" — is a total game-changer.
It's one of those things that sounds kooky to people who haven't actually experienced it. When American friends and family ask me what I love most about living here and I say "the bike infrastructure," reactions range from a polite smile to eye-rolling.
On paper it doesn't sound particularly sexy, but in reality the impact on your day-to-day life is immense. Your health, your connection to the immediate environment, your cost savings, your time/stress savings, your sense of freedom of movement.
1000% agree. We moved 7 years ago and now have 4 kids. It is so valuable that my preteens can bike to tennis, friends, etc safely, even at night. Or that you can pop a toddler to childcare without a car seat and parking. Last year we finally got a car. I hardly ever use it.
And remember, the bike infrastructure was only built in the past 30-40 years. Before that, the Netherlands had a super car-focused infrastructure. It was only after the “stop murdering our children” political campaigns that the car focus shifted. https://usa.streetsblog.org/2013/02/20/the-origins-of-hollan...
> "being one of those bicycle people"
What really amazes me is motorists' dislike of cyclists (common here in Ireland, also). If that cyclist you see wasn't cycling, they'd be in a car in front of you, and your traffic queue would be worse. Every cyclist is doing every motorist a favour.
Here in town, there is a place where cyclists cross the oncoming lane to enter a bike pathway. The cyclists go downhill and thus have quite some speed. For the cyclists, they are catching a gap between cars. No big deal. From the perspective of a car driver, you have oncoming traffic in the same lane. Bonus point if the cyclist didn't signal their left-turn. I'm sure this location alone is producing a dozen of cyclist haters every day. I think the cyclists lack awareness that cars are bulky and heavy and thus require some free area ahead of them for breaking.
> without any cultural baggage of "being one of those bicycle people"
Arguably you technically do have that cultural baggage, it's just that it's a core part of the Dutch national identity so it doesn't stand out ;)
The underground (plus partly underwater) bicycle parking garage at Amsterdam Centraal is also pretty amazing to experience. So much nicer than the old outdoor one.
I live in Amsterdam. The freedom to do all your errants and entertainment by bike or walking is amazing. I can literally walk to the zoo, walk to the market, and walk to endless bars and restaurant.
The things is this is not some liberal, 15 min city conspiracy. This is how life has always been…
If find it hilarious that 'conservatives' made up this '15min city conspiracy' when traditional actual conservative cities, before the 60s were exactly those kind of 15min cities.
But somehow the bullshit built in the 60s is 'the true national expression' or whatever.
It's not that much different from Copenhagen where I live. Bike lanes are everywhere.
Bike lanes are everywhere in most big cities in France too... But they're bad, very bad.
We desperately need this principle of elevated bike lanes that cars should be worried to cross.
I have code an open-source framework to assess the cyclability of territories : https://villes.plus
It only takes into account quality bike lanes, based on OSM data, run every trimestre.
For instance, painted bike lanes or shared bus lanes are excluded.
Amsterdam's score is around 90 %.
The best French city, Strasbourg, has around 45 %. There is some inherent variability as each run takes random points among a data set to build the segments to be tested.
> Bike lanes are everywhere in most big cities in France too... But they're bad, very bad.
We once cycled from Germany to Colmar in France. Cycling through Colmar is indeed a scary experience, especially if you have a trailer with a small child in it: https://maps.app.goo.gl/wJU4GLWrmqF9EDes8
Of course it isn't much better in Germany.
> Cycling through Colmar is indeed a scary experience, especially if you have a trailer with a small child in it
I don't mean to detract anything about what you just said.
At the same time, my first thought when I clicked on the link was something like: "Woah, that is pretty nice; a painted bike lane and a single narrow main lane each way so cars can't go very fast".
We have a long way to go for most of North America to become friendly to cyclists.
> We have a long way to go for most of North America to become friendly to cyclists.
Also for pedestrians, in my experience. When I first visited the US 10 years ago, I wanted to leave the hotel to get to a nearby public transit stop to go into town. On the map, it was a distance of around 500m from hotel to transit stop (Market Center in Dallas). But getting there was quite an ordeal. This was the pedestrian walkway: https://maps.app.goo.gl/gvduBGYMQfxSVxcFA, it ended in a dirt path by the side of the road after a few meters. There was a better walkway on the other side of the road, but it was impossible to safely cross it without walking for nearly 700 meters into the other direction.
The way this looks it could be more dangerous than having no bike lane at all. Drivers will see this as a sign that the big lane belongs to them. Bike riders must expect someone in the parked car to unexpectedly open the door at any time and hit them. There have been many deadly accidents where bike riders got "doored" just like that. Also imagine you have two trucks crossing paths and bikes on the side. Or a trailer with a child like the user said.
That bike lane is a nightmare.
I agree with most of what you've said, and yet as a utility cyclist I can tell you that this is nicer than many of the streets I need to ride when I leave my home.
Let me reiterate that I don't say this to dismiss the importance of improving that street. On the contrary, I am simply lamenting how bad things are here [0].
[0] https://maps.app.goo.gl/nurAWCzcBW98TxFm8?g_st=ac
> and a single narrow main lane each way so cars can't go very fast
You're underestimating French drivers here ;) . Also on that picture the main lane is not considered narrow at all in France/Europe, it's quite comfortable to speed.
The only way to limit speed is speed cameras and speed bumps (both are also becoming ubiquitous in the UK).
China is what I imagine the US with bike lanes would look like.
Remember that the east of France is considered the top place to cycle... Well except Paris and its recent revolution.
I agree, the bike infrastructure in Paris is now quite good. If only cyclists in Paris would start to stop at red lights, especially at pedestrian crossings (this is a problem everywhere, of course, but in Paris it seems to be particularly bad).
I'm still failing to understand why the urbanism departments are so bad in councils of even our big metropolitan areas. We could just contract with corps like Copenhaguenize to get to the state of the art right away when rebuilding roads, but "on a des idées" so why not improvise? Or it's just corruption and favoritism...
Nice project though, might ping you for something related :)
> run every trimestre
From another non-native speaker, the term you are looking for is "quarter". As in: a quarter of a year, as 12/4=3 months.
Thanks ! I wonder though if native english speakers understand it instantly, or no.
Of course they do, unless they've been skipping their biology classes. Trimester is a common word for the three month periods of a pregnancy:
https://en.wiktionary.org/wiki/trimester
Is this intentional bait for the somewhat notorious "Copenhagen is Great ... but it's not Amsterdam" video by the Not Just Bikes channel? ;)
(as a Dutchie living in Malmö: I love Copenhagen, and I'm already happy that it's a million times better than 99% of the rest of the world. Still, it's also true that the Netherlands has a head-start of a few decades on everyone else and that it does show if you look closely)
[0] https://www.youtube.com/watch?v=HjzzV2Akyds
In general I try to avoid nationalism - a lot of what one perceives as "my country ABC is the best at XYZ!" is just "I was born in ABC so I am used to XYZ!".
But...for the small niche of cycling infrastructure, the top 10 list is The Netherlands in places 1 to 10, then no country in places 11 to 50, and then Denmark in place 51.
What is important to consider is that cycling infrastructure is all around great in The Netherlands everywhere. Not just in the center of Amsterdam. Industrial estates, villages in the middle of nowhere, roads through forests, popular attractions or theme parks, islands: everything is reachable by bike, usually with bike lanes that are well maintained and physically separated from the main road, and often with bicycles having right of way on roundabouts etc.
Haha, same! I think the most nationalistic thing I ever did was when I went on a "field trip" to Copenhagen with the classmates of my international master studies, and constantly complain that the bike infrastructure was so disappointing. I have to admit Copenhagen hasn't been sitting still and improved in the last decade though!
I try to frame it more like a friendly rivalry with Denmark (or more accurately, Copenhagen), since nobody else even tried to rival us until very recently. Looking forward to everyone else catching up though!
(also, I live in Sweden, making fun of the Danes is a legal requirement to be considered integrated into local society)
> What is important to consider is that cycling infrastructure is all around great in The Netherlands everywhere.
Case in point, I've literally cycled across the country diagonally basically using the Fietsersbond (national cycling association that advocates for this cycling infra) route planner and on mostly dedicated cycling paths.
Hahah, I would never! :D It definitely shows that the Netherlands had an early start and still an advantage. Kudos on that!
You have the advantage of being able to learn from the mistakes we made along the way and skipping those, so should be able to catch up quickly!
Bike lanes yes. But where are all the safety features you can see here? Bike lanes are often separated, but not always. On many streets they are just painted on. They are rarely color marked, which is fine when you know where the bike lane but in new places you sometimes miss that there is a bike lane because it is not obvious at the crossing.
Even proper, separated bike lanes often terminate in right turn lanes for cars (even in places where there is a lot of bikes and in places where there would be a lot of space), leading to weird situations where a car is trapped in a wall of cyclists from every side.
In practice it mostly works but I'm not surprised car ownership in the city is on the rise, because the city still prioritizes cars way too much. Copenhagen is mostly a regular city with consistent bike lanes.
Berlin is full of bike lanes, but they're built ass-backwards and inconvenient for everyone - motorists, pedestrians and cyclists alike.
The problem in the Netherlands nowadays is not the interaction between motorists verus cyclists, but ebikes versus normal bikes. Lot of accidents happen on the bycicle roads
By far the largest amount of cyclist deaths and injury are still caused by cars. The ebikes just get more news coverage because they're novel. But cars are heavier and go faster so will almost always be more dangerous to other cyclists and pedestrians.
This is 1950's Swedish solution, imho. Modern fad is that there shall be no separate bicycle crossings in intersection areas. Bicycles are equal to other vehicles so it makes sense to concentrate the intersecting traffic to one flow, so it is easier to observe.
> Bicycles are equal to other vehicles so it makes sense to concentrate the intersecting traffic to one flow, so it is easier to observe
Swedish bike lanes are the absolute worst I've cycled on - and I've cycled in England, Denmark, Spain and (briefly) the Netherlands.
Disregarding the pitiful maintenance of a lot of the bike lanes in Stockholm (which is another discussion), the current model where a bike-lane has been carved from the pedestrian pavement, but which then throws the cyclist out to the road immediately before a junction is a deadly design which I've found to be nerve-wracking both when I'm cycling or driving. The cyclist is hidden behind parked cars, and is in the blindspot of turning trucks, until the very last seconds before suddenly emerging into the flow of traffic when crossing the side-street. I see near-misses almost every day.
It amazes me that anyone ever thought this was a good idea - but even more egregious to me is that Swedes seem to think their own invention is somehow so good they want to export it.
The image is not very common, most of the time they have elevated the space before and after the bikepath, forcing cars to slow down before going on it.
However one of the downsides is that often the front space is a too bit small in cities, so not always easy to fully go on it without blocking the bike path. And in busy bike paths at times cars will get impatient.
The problem nowadays is not the interaction between cyclists and motorists but more between ebikes and normal bikes (on the same pathway)
I'm not sure how common this type of intersection is. I live and bike daily in Amsterdam and it took me about a minute to fully understand what's going on here. The picture seems to show a special case where the intersecting road is bike only, and instead of the normal painted arrows that show where bikes should queue up when making a left, there's an open area off to the left where one would wait behind the "shark teeth".
FYI if you are ever biking here in NL, the thing to remember is that if the "haaientanden" point at you, watch out!, as that means you do not have the right of way.
Edit: The side roads are for cars as well, which means you have a strange turning lane in the middle of the intersection where traffic might back up. A simple roundabout seems like a much better solution here unless the goal is to keep cars moving quickly and the turn lane is rarely used.
I never understood why people have a tough time understanding the lovely shark teeth signs.
It's literally a painted give way sign.
Can someone explain this, the italicized part below, in more detail?
>> When you approach from the side street, as a driver, the order of dealing with other traffic is different, but the priority is similar. First you will notice a speed bump. The complete intersection is on a raised table. Pedestrians would not have priority if the street was level, but now that it isn’t the “exit construction” rule could apply and in that case a crossing pedestrian would have priority. But for that rule to apply the footway should be continuous, and that is not the case here.
This is a part of the national design language of the roads in The Netherlands.
Almost universally the following two rules hold: pedestrians walk on a raised pavement next to the road, and through roads have priority.
To compliment those existing rules, exits from side streets where pedestrians on the through road have priority include a raised hump that brings motorists up to pavement level. That emphasizes that it is the motorist who is crossing into a pedestrian area, where pedestrians have priority. The pedestrian footpath is continuous, while the car road is interrupted.
Here's a typical example of the "exit construction" with continuous footway: https://rijbewijshulp.nl/wp-content/uploads/2022/11/Uitrit-7...
And an obvious added benefit is that motorists will slow down for the speed bump.
The author phrases this a bit awkwardly without really making a point. But what I think they are saying is that because the footpath isn't continuous despite the raised bump this is not a typical exit construction, and pedestrians on the through road don't have priority. Even though most motorists would yield to them anyway because of the shark's teeth on the cycle path.
I think it's debatable if the pavement is continuous or not, I would say "kinda". But either way the intersection in the article is not a "typical" example of the exit construction.
Is there priority for the pedestrian if they are already crossing the side street when a car driving down the side street approaches the intersection, or can the pedestrian be run over by the car without consequence to the driver?
The linked photo actually shows a really bad example. For the 'exit construction' to be valid, the footway must continue uninterrupted with the same surface. In this example, different pavers where used, making the situation ambiguous.
See the pictures in this article:
https://www.anwb.nl/juridisch-advies/in-het-verkeer/verkeers...
The first two examples are how it should be done. The third is similar to your link, and is ambiguous.
I've had a cyclist curse me to hell and back for taking priority on one of those raised tables as a pedestrian because the paving didn't match the sidewalk. :)
https://www.theorieexamen.nl/theory-exam/what-is-a-entrance-...
An entrance or exit construction is a place on a road where you aren't just turning onto the road but exiting the road entirely. The most common example from any country would be a private driveway. Pedestrians, cyclists and cars going along the sidewalk, bike path or road have priority against anyone turning into the driveway or turning onto the road from the driveway.
The Netherlands generalizes this concept to some low-priority side streets. If there is a continuous sidewalk (i.e., the cars go up a bump to the level of the sidewalk as opposed to the pedestrians stepping down from the sidewalk to the level of the street). This is not the case in this specific intersection.
And yet the photo in the article shows piano teeth markings before the shark teeth, which indicates a level change for the car. In that case I would assume that cars are required to yield to pedestrians crossing the side street even though the sidewalk surface is not continuous.
That's some word salad but let me make things clear,
All intersections have signs indicating priority.
All intersections have road markings indicating right of way.
All intersections have a level change indicating priority. Either you bump up to pedestrians, which also reduces your speed. Or pedestrians step down to asphalt.
All intersections have/dont have color change to indicate right of way.
All intersections have/dont have pavement type indicating right of way (usually bricks for street or pedestrians, black asphalt for roads, red asphalt for cyclists.)
Although you could probaly find some rulebreakers in there, its universally accepted as such.
Fellow Amsterdam resident here, this kind of layout is very common all over the city (I live in the south of the city but I have seen these all over).
These types of interactions are pretty much everywhere outside of historical city centers and the like where you don't have space for it. You might not find them in the old town of Ams, but as soon as you head out a bit, you see them everywhere. Same in Delft and pretty much anywhere else with historic architecture.
I haven't read the entire article, but this is a very common situation: main road with two cycle paths crosses a minor road (or has two side roads at the same place). All roads are also for cars. I'm not sure why the article makes such a difference between the two side roads: they seem quite similar apart from the one-car waiting space before the cycle path.
Yeah there is not really space for these eleborate intersections in central Amsterdam. Most are signal controlled or pure spaghetti with trams coming from four directions with almost absolute priority, like this one https://www.google.com/maps/place/52%C2%B021'49.1%22N+4%C2%B...
In general, separate bike lines are nothing special in the Netherlands, even in Amsterdam. However, it's an old, compact city with narrow streets, so you're unlikely to see these types of intersections in those streets. Same is true for other old city centers with compact layouts.
You're more likely to see this if you go to places with more space, such as suburbs built in the last century (which basically means going to another town or city that Amsterdam grew into, because in the Netherlands city distribution is also compact). As you can see from the picture this street is in such a neighborhood.
Also, the general concept of having a distance of one car between crossing and bike lane is universal whenever there is space. I can give you a personal anecdote (at the cost of doxxing myself). I grew up in Oldeberkoop, a tiny village with around 1500 people in it that somehow has its own wikipedia page[0].
Just outside of the village is a crossing with an N-road, which is Dutch for "provincial national road but not quite highway". In the early nineties it was still a simple crossing, no separate bike lanes, and I recall traffic accidents happening once or twice every year. For context, nowadays the speed limit on provincial roads is 100 km/h[2], although in the early nineties it was still 80 km/h. That didn't matter though: everyone was speeding as if they were on a highway and going 120 to 140 km/h.
In mid nineties the crossing was changed to a roundabout, solving the speeding problem, and separate bike lanes were added (this also reduced traffic noise a lot). In the early 2000s the roundabout was changed to the safer design described in the article: more space between corner and bike lane, and a bigger island in the middle of the road for pedestrians[3]. I haven't heard of any incidents in the years since.
Recall: this is a village of 1500 people. When the article says:
> I would like to emphasise that this intersection is not special in any way. You can find many similar examples all over the country. That is because the design features stem from the design manuals which are used throughout the country.
... it is not exaggerating. This is the norm with any new intersection that is being built, or any existing one that is due for its two-decade maintenance.
[0] https://en.wikipedia.org/wiki/Oldeberkoop
[1] https://www.wegenwiki.nl/Provinciale_weg
[2] https://en.wikipedia.org/wiki/Speed_limits_in_the_Netherland...
[3] https://www.google.com/maps/@52.9331081,6.1326563,3a,75y,49....
There are lots of dedicated cycle lanes in London now which is good. I feel much safer cycling in those.
But as a pedestrian and as a car driver too, there are still a hard-core of dangerous cyclists who refuse to use them and will instead be willfully breaking the law (going through red lights, wrong way/wrong side of the street etc). And just to add insult to injury, they literally add insults! Aggressive shouting, gesticulating etc if your dare to e.g. use a pedestrian crossing or drive on a green light but you are in their way.
Tl;Dr you can build all this stuff but it seems like the aggressive pricks won't use it and will just carry on with no accountability or consequences and we all suffer from it.
Although this was in the '80s I remember that I (Dutch) walked to school at the age of 5, in a town (technically a city (Enkhuizen)), mostly through a pedestrian area but I had to cross one busy street.
My parents told me later that they secretly followed me the first few times (I never noticed).
Just try to image that you live in a country that is so safe you can let small kids walk to school. Try to imagine what a society could look like if it's designed for people first, not traffic.
> My parents told me later that they secretly followed me the first few times (I never noticed).
Ha, not in the Netherlands, but we started doing exactly the same with our 5-year old recently. She wanted to walk to a friend's house alone a few weeks ago and my wife followed her in spy-like fashion to make sure she arrived safely. We also started dropping her off a few blocks before kindergarten so that she can walk the remaining distance "alone" (again secretly followed).
That is how it worked when I was a kid on the 80s in Spain. I took the bus to school alone as an 8yo -- and I was considered a wimpy kid; my sister walked to school alone at 6.
Meanwhile here in Canada they attach colored ribbons on their backpacks so they won't be allowed off the bus unless an adult is there to escort them home. Watching a 10yo being escorted back and forth to the bus stop is so sad.
Personally, I blame the speed and amount of car traffic in our streets. Drivers routinely break the speed limits and oftentimes by the time they come to a stop they are already blocking the crosswalk.
My kids walked to school from about age 7 or so. Same as when I was young. When I do drop them off (because we are late or there is a blizzard or whatever) I'm a bit ashamed and hope no one sees me driving. Now we have 2 pedestrian crossings on the way to school. one really busy, but luckily it has lights. The one without lights is designed so the road shrinks to single file so cars can't meet at the crossing, but have to take turns passing.
I will say that my daughters are five and seven and I don’t let them bike or walk to school alone here in Hilversum, which is choking on SUV’s.
My daughter’s commute https://youtu.be/UWp7YiM3rzM?si=QoF4BgLEbnltcyg6
Dat is waanzinnig stom, en is zou willen dat er een Europees verbod zou komen op SUVs
it was the 80s, I used to walk to school at 6, passing through an hospital, in a town, quite a big one, named Rome.
It's just that parents nowadays forgot that kids are functioning humans, can learn stuff and can do stuff on their own.
edit: for the downvoters, look at what Japan does or how women in Denmark do with their kids, instead of thinking "this man must be crazy, how in the hell I can leave my kids alone in this world full of dangers, they will surely die" and react like i tried to kidnap your kids to boil them and then eat them.
You won’t kidnap them, you’ll drive over them and then blame the kid for being in your way
> Just try to imag[in]e that you live in a country that is so safe you can let small kids walk to school.
The USA is already that safe.
> Try to imagine what a society could look like if it's designed for people first, not traffic.
The normal approach is to build overpasses or underpasses so that pedestrians have no need to go into the road.
https://tylervigen.com/the-mystery-of-the-bloomfield-bridge
The reality is that due to zoning laws children have to travel by car or bus, which is inherently less safe. Zoning laws have made USA into a terrible environment for everyone. People don’t even know what it’s like to run errands and just walk or bike.
If your kids happen to survive walking to school in the US, then they get shot instead, thanks to the NRA and the Republican party.
Needs (2018) in the submission title.
It is completely beyond me why other EU countries simply don’t copy the dutch. It’s clearly way better designed, it’s a pleasure for cyclists, drivers and pedestrians and way safer.
Yeah almost everybody copied our airport signage system. Why not the road system... NL is very flat though
Meanwhile, in France: https://tinyurl.com/yjvsm9x9
It also includes a car driving on the cycleway and turning over the full white line at 1:35 and use of the phone while cycling at 1:44
I also recommend this article, on why in the US, innovation in this area isn't pushed:
America Has No Transportation Engineers
https://nextcity.org/urbanist-news/america-has-no-transporta...
you need space to do that, not many cities in Europe have the luxury of being built from scratch and having so much space to dedicate to a single intersection.
Where i live (in Rome) the streets are like this
https://as1.ftcdn.net/v2/jpg/04/93/42/24/1000_F_493422444_Hw...
edit: anyway the simplest solution is to turn every intersection into a roundabout, no traffic lights needed, clear right of way, cars can't go fast and in the end it also makes it easier for pedestrians to cross the street.
Such old urban places would just be car-free in the Netherlands (sometimes with limited access for delivery and emergency vehicles), a trend fortunately becoming popular in other European cities now.
The “urban” in the title is a bit misleading, this intersection is definitely more suburban, or on the boundary of an urban center. (Or rather, the author has a different definition of urban - in my definition cities like den Bosch are really just a small medieval urban core surrounded by continuous medium-density suburban neighborhoods.)
In my experience, cars are discouraged from city centres, but not banned. You can drive your car all around Amsterdam, although you’ll have many one way streets and parking is going to very expensive for non-residents… and it’s hard (but not impossible) to find street level parking. Amsterdam has a number of car parks in the outskirts that are cheap if you can show that you used public transport afterwards.
The result is that people use their car (if they have one, still quite common esp. for families) to get out of the city, or big errands, but use bike or public transport for day to day trips.
Actual car free zones exist in cities across Europe but tend to be pretty small and constrained to the hyper centre, like the church square and the major shopping streets. Not that I’m opposed to them being bigger but that seems rare at this point.
> Such old urban places would just be car-free in the Netherlands
that's the hardest part that everyone always ignores.
first you have to remove cars from the streets, than it's becomes easier to implement biking infrastructures.
I've been a long time petitioner to completely ban car traffic from the neighborhood where I live, but it's been a lost battle in the past 20 years.
Changing human habits it's harder than it looks.
I know few cities beat Rome when it comes to their age, but Den Bosch has had city right since 1185 AD...so it is not exactly "built from scratch".
I'm not saying that Amsterdam was built from scratch, nor that Rome is somewhat so special that you can't apply solutions used elsewhere, but that urban space is an hard requirement and the more dedicated infrastructures you build, the more the value of the area goes up and so we end up with those beautiful walkable, green, neighborhoods in Milan where the "Vertical Forest" is that only the very rich can afford.
And in those parts of the city where space is basically free, people live too far from where they need to go by bike anyway.
It's a cat and mouse game, you need very dense, very small, almost flat cities, to get to the point where Amsterdam is, which is not that typical especially in Europe.
Here in the Netherlands also in small streets and areas bike lanes are common. They are literally drawn on the street and a car is basically not allowed to ride on them when a bike is passing.
A street like your picture would make it incredibly difficult for a car to obtain a dangerous speed, so would by itself largely eliminate the need for dedicated cycling space.