These two pictures, besides demonstrating my incompetence at photo composition, show an approach sometimes used in the Netherlands. This is a street in Utrecht.
The non-auto portion of the pavement is broken up into three zones. A bike lane is closest to the auto lanes. And the sidewalk of course is against the buildings.
What’s interesting here is the middle segment. It feels a lot like sidewalk, but it is also available for use as a loading zone. Utility poles and street furniture can also go in this zone.
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These two pictures, besides demonstrating my incompetence at photo composition, show an approach sometimes used in the Netherlands. This is a street in Utrecht.
The non-auto portion of the pavement is broken up into three zones. A bike lane is closest to the auto lanes. And the sidewalk of course is against the buildings.
What’s interesting here is the middle segment. It feels a lot like sidewalk, but it is also available for use as a loading zone. Utility poles and street furniture can also go in this zone.
Frankly, it feels a little strange to me, but it’s a pragmatic solution to make the street workable for all its functions, and proof that the Dutch deliver workable bike lanes in a variety of environments. Of course, it also requires a lot of available right-of-way.
And yes, that’s the Portland delegation milling around. Kind of like herding cats.
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