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juliusbeezer : netherlands   43

Dutch extend plans for high-frequency operations | International Railway Journal
TRAINS will connect nine major Dutch cities every 10 minutes by 2040 under plans unveiled by state secretary to the Ministry of Infrastructure, Mrs Stientje van Veldhoven, on February 6.
transport  netherlands 
february 2019 by juliusbeezer
Do we ‘know’ what other cyclists are about to do? | Mindwise
In a computer-based survey, we tested whether cyclists are capable of predicting the intentions of a lead cyclist based on only the cyclist’s behaviour before making a turn (Westerhuis & De Waard, In Press). We asked 108 participants to view 24 videos of a cyclist near an intersection on which he or she either turned left, right, or continued straight forward. The videos were recorded in real traffic and the cyclists did not know that they were recorded (they were somewhat stalked), as the situation would have been acted otherwise. We only showed videos in which the cyclists did not use an arm to point out their intended direction (which was the majority of footage). Just shortly before the cyclist actually made a turn, the image was frozen and the participants answered several questions. The first question was ‘which direction do you think that the cyclist will go: left, straight, or right?’. Hereafter, they were asked to provide the most prominent behaviour that made them believe that the cyclist would go in that direction.

The results indicate that the participants’ predictions were only more accurate than chance level for the occurrences in which the cyclist went straight on (Westerhuis & De Waard, In Press). When the cyclist in the video made a turn, this was not predicted more accurately than one would expect based on chance. Furthermore, the predictions of experienced cyclists were not better than the predictions of inexperienced cyclists.
cycling  netherlands  psychology 
december 2018 by juliusbeezer
Dutch Government Invests Extra €345m To Get Even More People On Bicycles
In The Netherlands, 17 million people own 23 million bicycles.

“The Dutch cycle a lot but, nevertheless, more than half of the car journeys we make are shorter than 7.5 kilometres,” said van Veldhoven.
cycling  netherlands 
november 2018 by juliusbeezer
'Adults in the room': Greens surge across Europe as centre-left flounders | World news | The Guardian
But if the Green wave has come mainly at the expense of traditional centre-left social democratic parties, whose support has plunged across Europe to the point of near wipeout in countries such as France and the Netherlands, the movement also increasingly appeals to substantial numbers of disillusioned centre-right voters.

“They have not had to take the big national decisions around austerity, have not been sullied in the same way as the main centre-right and centre-left parties that are so implicated in the aftermath of that crisis,” said Fabien Escalona, a French political scientist at Sciences Po Grenoble.

Escalona also noted that Green parties appeared to be doing particularly well in relatively prosperous countries, where the effects of austerity had not been felt so severely but where migration had become a major political issue. Elsewhere, a more radical left was more popular, he said.
politics  eu  france  netherlands  germany 
october 2018 by juliusbeezer
On foot or by bike? While Paris walks, Amsterdam pedals
It goes without saying that there is an almost mathematical correlation between urban intensities and transit choices — with the added fact that we now have a much better idea of how to characterize this correlation, at least when it comes to home-work commutes.

This is where we start to penetrate the reasons behind the differences in sustainable mobility between the two cities: Paris, one of the densest cities in the world, is 6 times denser than Amsterdam. If we consider jobs, hospitals, universities, entertainment and other urban amenities, central Paris is 7–10 times more “intense[4]” than Amsterdam.
cycling  walking  paris  netherlands  motorvehicles  dccomment 
august 2018 by juliusbeezer
Dutch Universities, Journal Publishers Agree on Open-Access Deals | The Scientist Magazine®
he Association of Universities in the Netherlands (VSNU), is pushing for academic publishers to adopt a so-called “publish-and-read model,” which combines viewing paywalled articles and publishing open-access reports into one fee. “Our goal is to reach 100 percent open access, but we also want to keep the costs that we pay at a reasonable level,”
netherlands  openaccess  scholarly 
june 2018 by juliusbeezer
Older men on e-bikes behind rising death toll among Dutch cyclists | World news | The Guardian
The deaths of men over 65 using electric bikes on Dutch roads have caused the number of cycling fatalities in the country to surpass the people killed in cars.

Official figures from the Netherlands’ central bureau of statistics show a near doubling of deaths on electric bikes in the last 12 months, three-quarters of which involved men of 65 years or over.

In 2017, 206 cyclists were killed in the Netherlands, 17 more than in 2016 and the highest number in 10 years. The same year 201 people lost their lives in cars (30 fewer than the previous year).

A quarter of the cyclists were on e-bikes, which have an integrated electric motor to propel cycles to speeds of around 20mph.
cycling  ebikes  deaths  netherlands 
april 2018 by juliusbeezer
Témoignage : Voyage à vélo en solo en Belgique et aux Pays-Bas
Dominique, j’ai 51 ans, je vis en couple, en famille. J’ai toujours aimé me balader à vélo, mais en famille c’est toujours compliqué, parce que j’ai un fils qui n’aime pas trop l’itinérance. Il aime bien le vélo comme effort physique, mais pas l’itinérance. On a essayé un peu, mais ça a toujours été très court parce que tout le monde ne s’y retrouvait pas. Et avec mon mari, on en a fait un petit peu aussi.

Mais j’avais envie de partir toute seule, c’était un peu un défi.

J’ai voyagé deux fois trois jours par le passé, j’avais beaucoup aimé, mais à chaque fois, j’avais eu peur. Et là, comme mon mari travaille à Mayotte et que mon fils est parti là-bas, je me suis dit que j’avais l’occasion de partir. Au départ, je pensais partir un mois et puis au final, j’ai aussi des contraintes comme mes parents sont un peu malades, donc j’ai pu partir quinze jours. Et donc comme je déposais mon fils à l’aéroport au nord de Paris, je m’étais dit que j’allais mettre le vélo dans la voiture – comme j’ai une voiture suffisamment grande pour mettre le vélo dedans – et je vais vers le Nord, longer la mer. Je n’avais pas envie d’être en France, c’était après les élections, je me suis dit « Olala… », j’avais envie de quitter la France, de changer d’air. Donc j’ai déposé ma voiture à Dunkerque. Et j’avais regardé sur Internet, qu’il y avait, paraît-il, l’EuroVelo 12.
cycling  europe  france  français  belgique  netherlands 
january 2018 by juliusbeezer
The Bad News and Good News, if you want to be Holland.
The bad news is that, short of a zombie apocalypse changing the planet’s demographics in ways we can’t even imagine, your country will never have a 25% bike modal share, or rates above 60% in city centres, as the Netherlands does. Our countries were already quite different (ours having hills) but really parted ways in the wake of the war...

Like a lot of countries in Europe, the Dutch were left broke. So while we were pouring the boom-time surplus into freestanding houses outside of our cities, they were patching holes in city centres.

Suburban development was further resisted in the Netherlands due to their unique shortage of farmland. So where the Sydney region, for example, has housing on land without any rail service (all the land coloured black on the following map)…
cycling  australia  netherlands  SeparatistCritique  geography  urban  jbcomment 
november 2017 by juliusbeezer
Pays-Bas. Téléphoner au volant sera bientôt puni d’une peine de prison | Courrier international
D’après la VVN, l’association de prévention routière du pays, un quart des accidents de la route sont dus au smartphone. Elle plaide pour que leur utilisation soit punie de la même façon que la conduite en état d’ivresse.

À l’heure actuelle, l’utilisation d’un téléphone au volant aux Pays-Bas est passible d’une amende de 230 euros, qu’il s’agisse d’une conversation téléphonique ou de l’utilisation d’une appli. En France, on risque une amende de 135 euros ainsi que le retrait de 3 points de son permis de conduire
attention  driving  telephony  netherlands  france  law 
october 2017 by juliusbeezer
Why are all these scooters here? | BICYCLE DUTCH
This was a very worthy cause: scooters and mopeds are still using the cycle paths in Amsterdam and the rest of the Netherlands. Endangering and annoying people who cycle there, with their volume, speed, noise and pollution. Strange, because Amsterdam had already convinced the Minister of Transport in June 2014 that that had to change. The minister had indeed proposed the legislators to decide to send scooters to the carriageway, but they did not take that decision. Stranger still, in January 2016, a motion to postpone the decision and do more research first was rejected, but still – almost two years later – no decision was taken.

To convince the national legislators they must act now, a demonstration was organised last Friday 22nd September
netherlands  cycling  motorvehicles 
september 2017 by juliusbeezer
Legerfietsen in Nederland
In 1939 werd, onder de toenemende oorlogsdreiging, een nieuw regiment opgericht. In mei 1940, kort voor het uitbreken van de tweede wereldoorlog werd deze brigade vergroot tot een ‘Lichte Divisie’, totaal 5190 man.
Pictorial history of Dutch cycling troops 1880-1945
netherlands  cycling  war 
august 2017 by juliusbeezer
Strict liability in the Netherlands | BICYCLE DUTCH
When art. 185 WVW is applicable, it means the motor vehicle user is liable for financial damage, unless that driver can prove the incident was caused by circumstances beyond his/her control. That will be hard, because the driver must then prove he/she drove flawless, or that his/her mistake was not the cause of the incident. If the mistake leading to the incident was made by the non-motorised road user, that mistake has to be so unlikely, that a motor vehicle user could not reasonably have considered it to happen. Failing to give way or jumping a red light (deliberately or by mistake) are not such unlikely events, they happen regularly, so drivers are not granted ‘circumstances beyond control’ very often.
netherlands  law  cycling  driving  strictliability 
april 2017 by juliusbeezer
Waze App: Netherlands Is The Best Country to Drive In |
Those who drive in the Netherlands have the most satisfying experience in the world, according to a new study launched by Waze.

The popular navigation app has released its first-ever "Driver Satisfaction Index," a study that curates data from 50 million users from 32 countries and 167 metropolitan areas to find out where the best (and worst) places are for drivers.

Aside from usual traffic commute data, Waze takes information on road infrastructure, occurrences of accidents and hazards, and access to driver resources such as gas stations and parking lots, and meshes it into a rating for overall driving experiences. Waze also attempts to incorporate qualitative data into its calculations by including metrics such as a driver's mood.
driving  netherlands 
april 2017 by juliusbeezer
Do the Health Benefits of Cycling Outweigh the Risks?
On average, the estimated health benefits of cycling were substantially larger than the risks of cycling relative to car driving. For the society as a whole, this can be even larger because there will be a reduction in air pollution emissions and eventually fewer traffic accidents. Policies stimulating cycling are likely to have net beneficial effects on public health, especially if accompanied by suitable transport planning and safety measures.
cycling  health  netherlands  airpollution  road_safety 
april 2017 by juliusbeezer
Tip B. What we could do with a little bit of paint to save lives and the planet - Dutch Cycling in London
No, it is also 14 m wide but has really large sidewalks. Highbury Park could fit 2 bike lanes of 1.50 wide each, which is the minimum required. There would be 6 m used for the carriageway because of the bus route, plus 2 and 3 m for the sidewalks because of the bus stop. That makes a total of 11 m only, so there are 3 m left for bicycle lanes. But anyway, that could work on a narrower high street as well as you can see in Landsmeer.
cycling  urban  netherlands  London 
february 2017 by juliusbeezer
Netherlands’ traffic deaths down again | BICYCLE DUTCH
“According to figures released today by Statistics Netherlands and the Ministry of Infrastructure and the Environment, 640 people were killed in traffic accidents in the Netherlands in 2010. This is 11 percent fewer than the 720 deaths in 2009, and continues the downward trend observed in the last few years. The number of fatalities among people aged under 40 in particular decreased, as well as the number among cyclists and people in cars. (…) Most of the decrease in the number of traffic deaths is accounted for by cyclists and car drivers and passengers. There were 50 fewer car deaths in 2010; at 246 this was 17 percent lower than in 2009. This group does account for most of traffic deaths however. The number of cyclists killed on Dutch roads fell from 185 in 2009 to 162 in 2010.”
cycling  netherlands  road_safety 
february 2017 by juliusbeezer
Gerard Reve's Dutch Classic 'The Evenings' Finally Has an English Translation - The Atlantic
Much of the book’s comedy comes from Frits’s stately tone, and how he applies it to everyday, and sometimes inappropriate, subjects. To wield Dutch, Reve believed a writer needed to absorb the Statenbijbel, the Netherlands’ equivalent of the King James Bible, that was published in 1637. “That language,” Reve said, “that dialect, is what has become Dutch.” The Statenbijbel helped to unify the various dialects of the Dutch Republic into one language, and so too helped in unifying the Netherlands as a whole. In the late 1940s, this style would’ve seemed highly formal, almost parliamentary, but the biblical echoes would not have been lost on Reve’s audience. Which is why it was subtly sacrilegious for Reve to use that tone—in the then very Christian Netherlands—to describe Frits wandering home drunk or examining himself naked in a mirror.
translation  dutch  netherlands 
january 2017 by juliusbeezer
The Invisible Visible Man: A peeved pedestrian, a rider's broken shoulder and why it's time to stop designing for conflict
I remember an incident from the summer of 2013 as I rode home down the Hudson River Greenway on the west side of Manhattan. Near a narrow section where runners and pedestrians were forced together, I came upon a middle-aged Dutch man slumped on the ground and grasping at his shoulder. He had hurt himself, I later discovered, after a runner had stepped off the walkway and into his path, knocking him off.
cycling  road_safety  pqpc  netherlands  us  uk  philosophy  dccomment 
december 2016 by juliusbeezer
Aux Pays-Bas des chiffres à vous faire élire du premier coup! – Isabelle et le vélo
Les différences de vitesse entre les cyclistes et les e-cyclistes sont faibles : respectivement 12,4 km et 13 km à heure. Cet écart est un peu plus important chez les adultes jusqu’à 50 ans : 14,5 km/h pour les e-cyclistes et 12,4 km/h pour les cyclistes.
Par contre la longueur du déplacement moyen avec un e-vélo est 1,5 fois plus longue qu’avec un vélo : 5,3 km avec un e-vélo et 3,6 km avec un vélo. Cet écart concerne plus les hommes que les femmes. Les e-cyclistes vont plus loin : 90 % de leurs déplacements se situent à une distance comprise dans un rayon de 15 km, tandis que cette distance atteint 7,5 km pour les cyclistes.
cycling  netherlands 
november 2016 by juliusbeezer
Dutch city Groningen to spend €85 per head each year on cycling (+ video) |
And while the city’s network of cycle routes would be the envy of urban bike riders anywhere else on the planet – take a look at the Streetfilms video below – it is identifying, and acting upon, shortcomings in its existing provision, such as unsafe crossings, or places where more bike parking is needed...
[dccomment: I rode there recently to see for myself, and I agree with Butty and doc_davo that Groningen is no paradise. If you're a ped in the town centre, watch out! I saw some truly crazy moves by young men on bikes, and it could take a long time to cross the road on foot, across a continuous stream of cyclists who do not give way to pedestrians, probably because the brakes on their knackered old clunkers hardly work. (An unstylish rustfest)
Cyclists' frustration at being excluded from the high quality roads, such as the truly massive 4-8 lane ring road (exclusively for motor traffic) whilst being limited to the pace of the slowest rider on the pokey obligatory cycle lane alongside is doubtless a factor in the development of the merciless ethic towards pedestrians.

Love the Rhine marsh folk, but their ways are of dubious relevance to anywhere that's got a hill, and should only be copied after profound reflection on their appropriateness for the new location.

(Some pics: (link is external), click through for the captions)]
cycling  netherlands  dccomment 
october 2016 by juliusbeezer
The pathway to Cycling Utopia starts here. | Wheeled Pedestrian Cycling
Say what? I mean, the intuitive response would be to say that the separated cycle paths caused the increase in numbers of people cycling. But according to Modacity, the separated cycle paths came about as a result of more people cycling. They were built as a way to manage the numbers. They were built as a consequence of lots of people already cycling. A mandate to protect people on bikes existed already. A process of traffic calming was already well established. Cycling was already a normal daily activity. That fight had already been fought and won. A fight that has barely started in most other cities.

That’s not to say that building a separated cycle path will not act as an inducement to get people out of cars and onto bikes but…that’s only a part of the story. Of course it would be really great if that approach was the shortcut to a cycling nirvana. It would be great. But in the meanwhile I want to suggest that we reframe the conversation. Let’s move beyond just talking about infrastructure and instead, start talking about building demand for cycling.
cycling  netherlands  urban  design 
september 2016 by juliusbeezer
Bike jams and unwritten rules: a day with Amsterdam's new 'bicycle mayor' | Cities | The Guardian
Indeed, while bikes account for an estimated 68% of journeys made in the city centre, they are allocated just 11% of infrastructure space, with cars getting 44%. There are further flashpoints around the relative lack of cycle parking (“Tourists love taking photos of bikes chained to canal bridges but the council hates it,” says Anna) and the use of bike lanes by scooters, which are heavier, wider and faster than bicycles. Moves to ban scooters from cycle paths nationally are currently going through parliament in the Hague – but just as that issue nears a possible conclusion, the introduction of electric bikes which can reach speeds of 30mph is threatening to create new problems.
cycling  netherlands  urban  environment  law 
september 2016 by juliusbeezer
Ministerie van Infrastructuur en Milieu | Organisatie |
Het ministerie van Infrastructuur en Milieu zet in op leefbaarheid en bereikbaarheid, met een vlotte doorstroming in een goed ingerichte, schone en veilige omgeving. Het ministerie werkt aan krachtige verbindingen over de weg, spoor, het water en door de lucht, beschermt tegen wateroverlast en bevordert de kwaliteit van lucht en water. Een leefbaar, bereikbaar en veilig Nederland. Daar werkt IenM aan.
netherlands  dutch  pqpc 
june 2016 by juliusbeezer
Sheer volume of cyclists causing congestion and crashes on Dutch bike lanes |
Congestion, crashes and a chronic lack of parking spaces – for Britain’s roads, substitute the Netherlands’ cycle lanes. It seems cycling has become so popular in the country that its infrastructure is struggling to cope.

Citylab (link is external) reports on a recent report by the country’s SWOV Institute for Road Safety Research which has found that with bike paths filling to capacity during rush hour, crashes are becoming more common. Furthermore, many areas are woefully short of bike parking with Amsterdam now planning a 7,000-space bicycle garage under the IJ lake.

The SWOV says that the sheer numbers using bike paths means many can’t ride at the speed of their choice and argues that this is a major cause of the growing number of collisions that do not involve cars. Around 1,000 cyclists are hospitalised each year after collisions with other cyclists – although it should be noted that in Amsterdam alone, several hundred thousand trips are made by bike each day.
cycling  netherlands  environment 
january 2016 by juliusbeezer
UK student numbers surge in Netherlands - BBC News
Across the Netherlands, there are 2,600 UK students in universities this term - up by a third in a year. And independent school head teachers want Dutch universities to be included in the Ucas application form.

The University of Groningen is a microcosm of this - up by 33% to around 300 UK students, for whom it has had to put on special open days.

This 400 year-old university, second oldest in the Netherlands and in the top 100 of international rankings, now designates itself as an English-speaking institution.

It is running more degree courses taught in English than in Dutch, with students from Germany, China, the UK and the Netherlands itself, all learning in English.
education  netherlands  english  language 
december 2015 by juliusbeezer
Free State of Amsterdam
Since 1990 there was a growth of bike trips in the city of more than forty per cent: from 443.000 tot 613.000. Exponential growth. In the modal split, the share of biking is now more than forty per cent. Can you imagine? But the growth of bikes and biking is decreasing already. You can feel it. Soon it will going to halt. And then it will steeply drop. It’s the pattern Malcolm Gladwell described in ‘The Tipping Point’. Why? Because of all the scooters.

The number of scooters in Amsterdam went from 8.000 in 2007 to more than 30.000 in 2014: a growth of 275 per cent! On some bike lanes in rush hour, the share of scooters is already five to ten per cent. Two years ago there was no scooter parked in my street, last year there were six of them; now I counted at least twelve!
cycling  netherlands 
november 2015 by juliusbeezer - Bicycle Culture by Design: Amsterdam City Council Agrees to Remove More Cars
Amsterdam today is that the city council has agreed to further limit car traffic in the city centre. Earlier this year, their agreed to establish a new design for the Muntplein square. With a recent traffic study of the city, it has been established that it is possible to improve the plans even more.

Through a car number plate analysis, it was possible to get a detailed picture of the traffic in the city centre. The study showed that traffic is atypical. There are many taxis, vans and visitors but there is no longer a pattern. 65% of the motorised traffic in the city city centre has no business there. 20% uses the roads to get to surrounding areas. 15% use the streets as a transit route on A to B journeys that have nothing to do with the city centre. 30% just drive around in circles - this is primarily taxis, especially at night, doing loops while waiting for customers, as well as people looking for parking.

The plans will direct this parasitical traffic to other roads outside the city centre, while keeping the area accessible to local traffic and deliveries. This will improve the flow and create more space for pedestrians and cyclists. The city is also looking at how to get taxis from driving aimlessly around at night.
cycling  environment  urban  netherlands 
november 2015 by juliusbeezer
Small Miracles | Jacobin
What you don’t often read about is the position of the Netherlands in the international financial system. It is — together with Ireland and Luxembourg — a vital European tax heaven. Much more so than even Germany, the Netherlands was the forerunner in a beggar-thy-neighbor race to the bottom and remains the closest American NATO ally in mainland Western Europe.
netherlands  finance 
october 2015 by juliusbeezer
The F325 Fast Cycle Route Arnhem – Nijmegen | BICYCLE DUTCH
The route replaces an existing cycle route that was about 3 kilometres longer. The new path is 4 metres wide and has a surface of smooth red asphalt. Cycling gets priority on junctions as much as possible. The path makes it possible to cycle so fast that it offers an attractive alternative to driving to work for the almost 12,000 employees that work somewhere alongside the new route. It is expected that about 2,000 people will use the route daily. It is hoped that this will be enough to decrease the traffic congestion in the area.
cycling  netherlands  pqpc 
september 2015 by juliusbeezer
Amsterdam Uni hosts world's first university course on cycle planning | Bicycle Business | BikeBiz
While engineering provisions for cycling will play a key role at the summer school, Brömmelstroet stressed that hard infrastructure should not be treated as the only measure that a cycling city requires. He told students that he wanted to dispel many of the “tropes” that have developed about the high modal share for cycling in the Netherlands. For a start, the average modal share of 25 percent – while stellar in international terms – has remained static since 1980...

He also revealed that a soon-to-be-published study shows that the fastest growing mode of transport in Amsterdam is not the bicycle but the moped.
cycling  netherlands  pqpc 
july 2015 by juliusbeezer
Choreography of cyclist behavior
Although it was relatively early in the season and most footage was shot just after the busiest peak period, these nine junctions processed a total of more than 18,500 cyclists in one hour. What is immediately striking is the high percentage of conformists. Although the research was carried out during the morning rush hour and predominantly major junctions were researched, this is still a radically different picture from what's often suggested in the public debate, such as a recent article in the Amsterdam daily newspaper Het Parool about 'the Amsterdam cycling rogues'.
cycling  netherlands  urban  sociology  video 
july 2015 by juliusbeezer
The Dutch road to a high level of cycling safety
The Netherlands is a world leader in bicycle use and safety. This paper explores how the Netherlands achieved an 80% reduction in the number of cyclists killed (predominantly bicycle–motor vehicle crashes) per billion bicycle kilometres over a thirty year period. Factors found to contribute to this improvement include the establishment of a road hierarchy with large traffic-calmed areas where through traffic is kept out. A heavily used freeway network shifts motor vehicles from streets with high cycling levels. This reduces exposure to high-speed motor vehicles. Separated bicycle paths and intersection treatments decrease the likelihood of bicycle–motor vehicle crashes. The high amount of bicycle use increases safety as a higher bicycle modal share corresponds with a lower share of driving and greater awareness of cyclists among drivers. Low cycling speed was also found to contribute to the high level of cycling safety in the Netherlands.
cycling  netherlands  road_safety  ReclaimTheRoads 
june 2015 by juliusbeezer
City cycling: health versus hazard | Mosaic
For me, of all the cities I cycled in, London was the most terrifying... Ian Roberts, Professor in the Nutrition and Public Health Intervention Research Unit at the London School of Hygiene and Tropical Medicine, began his career as a paediatric trauma doctor. “I saw lots of children hit by cars,” he says, “and it really is awful.” He describes these deaths as “kinetic energy disease” – a reference to the idea of mismatched masses in motion. When one of those masses is protected by metal casing, but the other isn’t, it’s clear who is more likely to be hurt.

One of the trends Roberts has puzzled over is the long-term decline in the death rates of British pedestrians, despite an increase in motorisation. “Road safety people would point to it as an example of how roads are getting safer. But I was a little bit sceptical… because [the] volume of kinetic energy on the road was going up.”
I learn quickly (but too late) that the hand signal for ‘stop’ is essential in busy bike traffic. Failing to use it as I slow down to navigate, I cause a near-collision as a herd of bicycles behind me screeches to a halt, one woman yelling “Seriously?” at me multiple times as she skids to a stop on the grassy verge. Wishing I could dissolve into the bike path, I sheepishly review the hand signals in my guidebook. It’s a mistake I don’t make again.
cycling  road_safety  netherlands  London  denmark  canada  us 
june 2015 by juliusbeezer
Les cinq grandes frustrations du cycliste néerlandais | GRACQ
Nos amis cyclistes du nord ont beau habiter ce qu’on qualifie parfois de “paradis du vélo”, ils connaissent aussi leurs petits tourments... La démarche de Happy Biking est constructive : non seulement la communauté cycliste a été invitée à voter pour désigner ses cinq plus grandes frustrations, mais elle a aussi été conviée à livrer ses suggestions pour y remédier. La Ville d’Utrecht s’est engagée à retenir les meilleures idées émises par les 1 500 cyclistes ayant participé au sondage et à les concrétiser le plus rapidement possible.
cycling  netherlands 
june 2015 by juliusbeezer
Faut-il remettre les cyclistes rapides sur la route ? | GRACQ
Le test mené aux Pays-Bas consistait à demander, pendant une semaine, aux cyclistes rapides (plus de 30km/h) de circuler sur la chaussée.

Signalisation spécifique du test

Les observations ont montré que les cyclistes très rapides ont bien emprunté la route, en agglomération, sans faire chuter pour autant de beaucoup la vitesse moyenne sur la piste cyclable (18,5 km/h).
cycling  belgique  netherlands  pqpc 
june 2015 by juliusbeezer
Cycling and trucks the Dutch way | BICYCLE DUTCH
So just how bad is the situation with regard to trucks and cycling in the Netherlands?

Since 2007, the figures fluctuate from 4 to 10 cycle fatalities in right hook incidents per year for the entire country. A decade earlier there were twice as many deaths. But new legislation requiring extra mirrors or cameras and a national campaign to raise awareness reduced the number of deaths considerably. These right hook incident deaths are a small percentage of the total cycling fatalities in the Netherlands, which are around 200 per year. Considering that 5 million Dutch people cycle an average of 14 million bike journeys every working day in the Netherlands this still is a very low figure.
cycling  road_safety  netherlands 
june 2015 by juliusbeezer
Comment les Hollandais ont obtenu leur infrastructure cyclable
En 2009, les Néerlandais effectuaient en moyenne 27% de tous leurs déplacements à bicyclette, ce qui constitue un record européen et sans doute aussi un record mondial. Dans certaines villes hollandaises, la part du vélo dans les déplacements montait même à 38% (Groningue), 37% (Zwolle), 33% (Utrecht) et même près de 40% pour Amsterdam. Les principales villes du pays enregistrent des scores compris entre 35% et 40%.
cycling  netherlands 
january 2015 by juliusbeezer
The F59 Fast Cycle Route ʼs-Hertogenbosch – Oss | BICYCLE DUTCH
The first part of the fast cycle route from ʼs-Hertogenbosch to Oss was officially opened this summer. It is named F59, after the A59, the motorway between those same cities.
cycling  netherlands 
november 2014 by juliusbeezer
Reverse Pedalling « LRB blog
Like any aggressive raptor species, cyclists colonise the surrounding space. Unlike cars or scooters (which are also allowed to use the cycle lanes), they bring pedestrians a whispering death whose advent is heralded only by the shriek of their back-pedalling brakes. One night in Rotterdam I was nearly chopped in two, vertically, by a speeding, lightless roadster; he seemed to think it was my fault. It’s a mentality thing. The Dutch media harp on constantly about cyclists’ rights, as though they’re downtrodden rather than top dogs.

Julius Beezer says:
12 November 2014 at 11:28 pm
Of course, “nearly” and “almost” are the key words in this post, for as Michael Taylor rightly points out, every cyclist has a deeply vested interest in the avoidance of collisions, as in the event of one, they’ll likely come off worst.

This is not to say that walking in the vicinity of fast-moving cyclists is pleasant: it is not, and it is worth asking why cyclists and pedestrians should find themselves in such proximity, and especially in the Netherlands.

Although often cited as a model for the rest of the world to follow with respect to promoting cycling, the Netherlands cycle network comes at a heavy price: cyclists are by default banned from roads with a cycle path alongside, however unsatisfactory that path may be. Try riding on the road there (I have) and you’ll quickly attract the ire of passing motorists, expressed in prolonged bursts of the klaxon and gutteral threats.

No, as the cyclist, you must wend the pavé as it twines around every bus-stop and garage, while the motorists enjoy conventionally bituminous first class travel a couple of metres to your left. What misery! No wonder the cyclists of the Netherlands are in such ill-humour, and so ready to vent their anger on the weakest victims they can find.

The system in the Netherlands is a Fordist triumph, which sets pedestrians and cyclists in conflict with each other, while ignoring the plank in the eye that is motor domination of public space.

NB: a rear wheel brake operated by reverse pedalling
cycling  netherlands  jbcomment 
november 2014 by juliusbeezer
More Thoughts from the Netherlands | Town Mouse
It’s actually quite stressful to cycle in Amsterdam, due to all the bikes. We’re not really used to sharing our cycle paths with anything other than the odd dog walker and maybe another cyclist coming the other way.
cycling  netherlands  france  jbcomment 
july 2014 by juliusbeezer
Quelle sera la meilleure ville cyclable des Pays-Bas?
quelle sera la meilleure ville cyclable des Pays-Bas?

Voici les cinq villes sélectionnées et leur présentation officielle pour justifier qu’elles mériteraient d’être désignées meilleure ville cyclable du pays.
cycling  netherlands 
april 2014 by juliusbeezer
TRANSPORTS • Le vélo victime de son succès | Courrier international
Copenhague se bat avec des problèmes similaires. Les pistes cyclables les plus empruntées pour rejoindre le centre font depuis longtemps trois à quatre mètres de large. Des voies sur lesquelles les feux sont synchronisés doivent permettre de rouler à 20 km/h et de fluidifier le flot constant de cyclistes. Mais on finit toujours par tomber sur un feu rouge – et alors, patience ! “Les pistes sont tellement embouteillées qu’il faut parfois attendre deux ou trois feux avant de pouvoir traverser un carrefour”, déplore Niels Torslov, chef urbaniste de la capitale danoise
cycling  netherlands  denmark 
april 2014 by juliusbeezer

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