Cycling Lessons Learned from Amsterdam
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Cycling Lessons Learned from Amsterdam
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Re: Cycling Lessons Learned from Amsterdam
#2These lessons are a constant part of dialogue here in the US, particularly in cities like SF and NY. I would even call them universal.
The challenge is convincing folks that they are applicable to their street. Most people here are so attached to the car as the only viable form of transportation that they do not see bikes or transit as complete transportation alternatives, despite the best formed arguments.
Re: Cycling Lessons Learned from Amsterdam
#3"Only 50% of the cycling routes in the Netherlands are separated from vehicular traffic."
Oh, ONLY 50%? Compare that to America, where, including protected bike lanes and bike trails, it's probably what, 5%, tops?
Re: Cycling Lessons Learned from Amsterdam
#4"Only 50% of the cycling routes in the Netherlands are separated from vehicular traffic." Oh, ONLY 50%? Compare that to America, where, including protected bike lanes and bike trails, it's probably what, 5%, tops?
I think the author is trying to say that half is cycletrack and half is what we'd think of as sharrows. He's not saying 50% of roads have cycling facilities, but that of the roads that do have cycling facilities, there's an even split between integrated and separated variants.
Re: Cycling Lessons Learned from Amsterdam
#5"Only 50% of the cycling routes in the Netherlands are separated from vehicular traffic." Oh, ONLY 50%? Compare that to America, where, including protected bike lanes and bike trails, it's probably what, 5%, tops?
In "bike advocacy" circles it's common to hear people claim that bike lanes have to be separated from vehicular traffic all the time.
This is pointing out that view is wrong.
Re: Cycling Lessons Learned from Amsterdam
#6These lessons are a constant part of dialogue here in the US, particularly in cities like SF and NY. I would even call them universal. The challenge is convincing folks that they are applicable to their street. Most people here are so attached to the car as the only viable form of transportation that they do not see bikes or transit as complete transportation alternatives, despite the best formed arguments.
It can be maddening to see both how little vision and how much time change-resistant people have to protest.
Polk Street in SF could have been the coolest public space in the region if they'd simply had the balls to say "Cars dominate every other street within a mile of here. We're going to make Polk into an open-air promenade that you're welcome to walk or casually bike through." They could have even razed a building within a couple blocks of there and put it ample parking if that's what it took to make progress. Our commercial districts should be destinations, not thoroughfares, and Polk was so close to becoming that before they caved to a propaganda war by some frightened old-timers.
On a completely separate note, if you're interested in cycling policy and working with stubborn merchants like those on Polk, chat with Gary Fisher. He's a smart guy who's spent a lot of time thinking about how to work collaboratively with people who are nervous about changing street priorities. He also is pretty easy to bump into if you hang out with cyclists in SF or Marin.
Re: Cycling Lessons Learned from Amsterdam
#7These lessons are a constant part of dialogue here in the US, particularly in cities like SF and NY. I would even call them universal. The challenge is convincing folks that they are applicable to their street. Most people here are so attached to the car as the only viable form of transportation that they do not see bikes or transit as complete transportation alternatives, despite the best formed arguments.
It can be maddening to see both how little vision and how much time change-resistant people have to protest. Polk Street in SF could have been the coolest public space in the region if they'd simply had the balls to say "Cars dominate every other street within a mile of here. We're going to make Polk into an open-air promenade that you're welcome to walk or casually bike through." They could have even razed a buildin…
It is maddening, but I also understand where some Polk merchants are coming from. They're being asked to stake their livelihood on a relatively radical proposal, at least by American standards.
I would like to see the City create some sort of financial incentive (like a tax credit) to bring them on board when it comes to safety improvements. In the long run, it would pay for itself.
I've worked with Gary in the past but thanks for the bringing him up, I'm going to reach to him and have a beer!
Re: Cycling Lessons Learned from Amsterdam
#8"Only 50% of the cycling routes in the Netherlands are separated from vehicular traffic." Oh, ONLY 50%? Compare that to America, where, including protected bike lanes and bike trails, it's probably what, 5%, tops?
In "bike advocacy" circles it's common to hear people claim that bike lanes have to be separated from vehicular traffic all the time. This is pointing out that view is wrong.
Neighborhood greenways and bike boulevards are becoming more and more common in the US and within professional bike advocacy circles.
The reason why these treatments aren't front and center is because people are being hurt and killed on high-speed arterials, where the best choice is protected bike lanes. Different tools for different problems.
Re: Cycling Lessons Learned from Amsterdam
#9"Only 50% of the cycling routes in the Netherlands are separated from vehicular traffic." Oh, ONLY 50%? Compare that to America, where, including protected bike lanes and bike trails, it's probably what, 5%, tops?
In "bike advocacy" circles it's common to hear people claim that bike lanes have to be separated from vehicular traffic all the time. This is pointing out that view is wrong.
I think most people believe that bike lanes have to be separated all the time from cars for arterials where traffic moves relatively quickly. The sort of shared road space the article talks about, with intensive traffic calming, isn't terribly common in the US. I think bike advocates here would be fine with that kind of thing, too, it just may not be on their radar as much.
Neighborhood greenways are a somewhat similar idea, although it looks like the level of calming is a lot higher in the Netherlands relative to its implementation in parts of the US like Portland.
Re: Cycling Lessons Learned from Amsterdam
#10I read that for 40 years the Dutch principle behind road design has been that the smallest vehicles should be the safest. Everything is designed around that.