Archive | Netherlands Trip

Lessons from the Netherlands: It’s the Parking Stupid

When the planners in Amsterdam identified the critical factors in making cycling work on a large scale, parking was one of the key bullets. When you think about the amount of parking for 40% of all trips being made by bike, the numbers are staggering as the photos here illustrate. Bike parking must be provided at home, at work, at key transportation points (rail stations) and where people shop.

Netherlands Bike Parking portlandtransport’s Netherlands Bike Parking photoset

When the planners in Amsterdam identified the critical factors in making cycling work on a large scale, parking was one of the key bullets. When you think about the amount of parking for 40% of all trips being made by bike, the numbers are staggering as the photos here illustrate. Bike parking must be provided at home, at work, at key transportation points (rail stations) and where people shop.

The Amsterdam Central railyway station has a bike parking structure floating in the harbor with three spiral levels. In Utrecht, we were in a room with 3,000 bikes and plans were underway to remodel to create space for 15,000 bikes in the station vicinity.

Parking also factors into the auto side of the equation. Amsterdam caps downtown auto parking, helping incentivize other modes. Rotterdam, more of a commercial city, has taken a different approach, working to make the city accessible by all modes, but using pricing to balance auto parking with other modes (i.e., auto parking is relatively expensive).

When I try to apply this thinking to Portland, there are some obvious disconnects. Union Station is NOT a good analog to the Amsterdam Central station. But the addition of bike parking at PDX is a good step in the right direction.

Perhaps more relevant is bike parking near transit stations. While bikes on bus and MAX are a good idea, they simply don’t scale to the kinds of volumes we see here. So we would need parking for hundreds (not tens) of bikes at key transit centers and MAX stations. Any ideas on what this might look like in Portland’s urban fabric?

Beyond the Woonerf, Evolution of Cycling in the Netherlands

After being dazzled by the prevalence of bicycles here, once my head stopped spinning, I couldn’t help but wonder “how did this come to be?”

We got some of the answers yesterday with presentations from Amsterdam’s bicycle coordinator and a representative of an NGO whose mission is to help other countries adapt the Netherland’s learnings to their own situations.

So where did they start? In 1950, following WWII, the Netherlands had 3.5 million bikes and 90,000 cars. As cars began to proliferate, there was an attitude that “the bikes are in the way of the cars” and an effort began to construct some 1,400 kilometers (km) of segregated bike paths.

At that time, most home-to-work trips were within cycling distance.

During the period from 1950-1975, auto trips expanded from 4.5 billion annually to 89 billion, while cycling stayed about level. However, while km cycled stayed level, fatalities while cycling tripled as auto-bike conflicts increased, in part where segregated bike paths crossed roads.

In the 70’s, the Dutch had a sort of awakening, driven by the oil crisis, rising environmental awareness and predictions of the costs of building roads to accommodate rising auto use.

From 1975-1985 km cycled went from 9.5 billion annually to 12.5 billion, driven by the build out of the segregated paths, addition of bike parking in city centers and rail stations and limitations imposed on auto parking in major cities.

The Dutch began to think that perhaps the cars were in the way of the bikes!

This transit was facilitated by several factors:

1) The national government provided 80% subsidy on bike facility capital projects.
2) Bicycle coordinators were appointed in each city and formed a network, eventually producing a handbook standardizing bike facility design.

In the 90’s the approach evolved again. With the recognition that intersections between segregated bike paths and and roads were a major source of conflict and safety, a movement to integrate bikes back into roadways began, resulting in the urban fabric we see today with bike facilities on almost every street. The learning has been that as drivers become aware of bikes, safety increases. As km cycled increased, overall accidents go DOWN. We are seeing an echo of this in Portland where as bike miles go up, accidents have stayed relatively constant.

Indeed watching a street operate here in Amsterdam is a bit like watching a ballet – all the dancers, cars and bikes, know they roles and weave together very skillfully and very safely, despite very close proximity. I almost wonder if someday they will reach the point of cultural integration of cars, trams (streetcars) and bikes where physical delineations will no longer be necessary and they will operate seamlessly on a web of nothing more than social understandings.

As one of our cab drivers said about the prevalence of bikes, “it’s just a matter of getting used to it.”

One of the Dutch innovations talked about much in America is the Woonerf, an extremely “traffic calmed” street that favors bikes and peds. I was very surprised to hear one of our hosts say they they are no longer constructed. The Woonerf was a phase, a way of raising consciousness of the interaction between peds, bikes and cars. Once the awareness had been created, the physical tools were no longer needed!

So how can we apply these lessons in Portland? We don’t start from the same base of cycling that the Dutch did, but we have made some of the same decisions (e.g., to not build the Mt. Hood freeway and invest in transit instead).

What are the transformations of awareness that we need to create to move Portland (without a lot of support from the national government) to the next level of cultural integration of our modes? What physical infrastructure can help lead to these mental changes?

Bike Part Not Often Seen in America

We spent yesterday getting a series of presentations on the development of the bicycle networks in Amsterdam and the Netherlands (40% bike mode split in Amsterdam, 27% nationally!).

While I compose a longer post on the topic, here’s a little teaser. What is the purpose of the clear plastic panel that extends from the fender on this bike?

An Amsterdam Streetcar Street

The Portland delegation is trickling into Amsterdam, with most of the group at an arrival dinner tonight, and the rest arriving tomorrow.

Here’s a typical streetcar street in a shopping district. There are other configurations on different street types that I’ll try to get examples of later in the week. Note that the purpose of this street is much more about access to the local uses than it is to moving people between parts of the city. It might be comparable to say 11th Ave in the Pearl District.

Here are some differences from what we do in Portland:

1) Streetcars operate in one direction and only have doors on one side.
2) Streetcars have up to five articulated sections compared to three in Portland.
3) Streetcars have a conductor who sells tickets.
4) There is a single track for travel in both directions, except at stops where it splits to two tracks.
5) Streetcars, autos and bikes (carefully) share the center of the street. Pedestrians rule most of the street and rather freely invade the center travel lane.

We start our meetings with local experts tomorrow and I’ll be sharing the learnings here.

Portland Transport is Going to Europe

[photos removed per agreement]

That’s right, we’re headed oversees.

Your correspondent is headed to Prague at the end of the month to join the Portland Streetcar delegation going to inspect the next three cars now under construction in the Czech Republic.

The next stop on the trip is Amsterdam, where I’ll join Commissioner Sam Adams, PDOT’s bicycle coordinator and a crew from the Bicycle Transportation Alliance (some of whom are also Portland Transport contributors) to help understand what makes Amsterdam one of the great biking cities of the world. We’ll be bringing back ideas to help get Portland to Platinum status.

Readers can look forward to a steady stream of blog posts and photos during the trip!

We’re also accepting suggestions for what we should be looking out for. Let us know your thoughts.

We’ll be using Flckr to host our trip photos. Here is our first attempt at integrating it into a Portland Transport post. Thanks to Todd Boulanger (the venerable bike advocate from Vancouver USA) for providing us with some Amsterdam preview photos.