The Dutch Approach to Bicycle Mobility: Retrofitting Street Design for Cycling

4 Case Studies

This chapter highlights four cases to demonstrate retrofitting examples in the Netherlands in practice. The cases are selected because they are comparable to situations in the U.S. The urban cases in Utrecht and Amsterdam show retrofitting at locations in wide streets or large junctions. Next, two sub-urban cases are selected to show the retrofitting in the sub-urban context^[44].

4.1 Retrofitting in urban areas

4.1.1 Utrecht

In Utrecht, cycling policies changed in the early 1990s. Sustained lobbying by the Cyclists’ Union moved parliament to provide subsidies. The city improved existing cycling routes by creating segregated cycle tracks, cycle lanes and bicycle parking facilities. After 1995, radical measures to limit on-street car parking created more space for cyclists. The authorities banned car parking at the central square and blocked through-traffic. This was successful: car use decreased with around 30 percent and cycling increased with around 30 percent.

Graph 2 Modal Split in Utrecht - Description: Graph showing modal split of utrecht residents from 1960 to 2013. In 1960, 55% bicycled, 17% used public transport, and 28% used cars. In 2013, 32% used cycles, 28% walked, 12% used public transportation, and 35% used cars. — *Graph 2 Modal split in Utrecht*

More and more people used bicycles for multimodal bicycle-train-bicycle trips. Cycling policy turned out to be an ongoing process of negotiation. The initiative of a dedicated ‘’bicycle street’ and a cycle path through the park sparked heated debates. It was only after 2011 that a new coalition brought more changes and bigger innovations in cycling infrastructure. Today Utrecht boosts 150 miles of cycle paths, 55 miles of cycle lanes and numerous bicycle parking garages in the city center, especially around the central train station.

Utrecht before / after

Figure 34-Neude 1964 and 2015 (Utrecht) - Description: A black and white photo picturing two streets surrounded by residential areas and a large parking lot. Second picture shows residential buildings next to a large open space filled with eating tables. — *Figure 34 – Neude 1964 and 2015 (Utrecht)*

Figure 35- Vredenburg 1964 and 2015 (Utrecht) - Description: A black and white photo picturing a 5-lane road surrounded by buildings with active traffic. The second picture is a 2-lane road with buses on it and a bike lane to the left of the 2-lane road. — *Figure 35 – Vredenburg 1964 and 2015 (Utrecht)*

Figure 36-Catharijnesingel 2000 and 2018 ( Utrecht) - Description: Three roads with the middle road leading to a tunnel surrounded by large buildings. The second picture shows 2 large walking spaces and a body of water with a boat coming from under a tunnel. — *Figure 36– Catharijnesingel 2000 and 2018 (Utrecht)*

The two cases that are presented here for Utrecht show retrofitting in different situations. The first case illustrates changes made in a residential area that was mainly designed around cars in the 1960s and it has been recently ‘retrofitted’ to an area with improved road safety and livability. The second case shows a recently redesigned junction where an innovative street designed has been tested.

Case 1: Overvecht

The situation

Overvecht is a neighborhood developed in the 50s and the 60s as result of the expansion of the city. This was initially designed around car use: the streets present a wide layout, on street parking and easy access to the motorway. However, the area mainly had residential functions, so the focus on motor traffic did not suit the use of the area. The street grid in this neighborhood is recently updated to the 21^st century Dutch standards to make the area safer, more attractive and more livable for its residents. This is mainly done by concentrating motorized traffic flows on Distributor roads and changing the remaining areas into 18 mph zones (Access roads).

Design

In the original 1960s grid design, motor traffic could use all streets to cross the neighborhood. Most streets were residential, but all streets had the same speed limit of 30 mph. To better channel traffic flow a ‘neighborhood’ ring was designated and the function of distributor road (gebiedsontsluitingsweg) was assigned. This ring is depicted with the green line in figure 17. The light blue streets in the figure changed from main streets to Access streets with a speed limit of 18 mph. At some places through car-traffic was blocked to force car traffic in a specific direction and allow only cyclists and pedestrians to pass. These principles are an application of the Sustainable Safety principles and policy as explained in the previous chapter.

Figure 37 Changes to the original 1960s grid - Description: An aerial view of Overvecht and the original grid with a yellow line encompassing the top half of it, and a green line cutting a boot like into the original rectangle. The green boot like shape is then split into a grid with blue lines, and 3 red marks are made within the grid. — *Figure 37 Changes to the original 1960s grid*

Besides differentiation between the neighborhood ring and access/residential streets, the road design was also changed to improve safety. On the neighborhood ring the center line was removed and bicycle lanes were added (Figure 37)^[46]. In this case, the municipality chose for cycle lanes instead of separated cycle tracks for the ring road. This was done because the ring is not for through traffic and the speed limit is 30 mph (see Appendix 2 for technical details).

Figure 38 Design neighbourhood ring - Description: A sketch of the original 60s design showing a front and aerial view of a sidewalk, a roadway, green/parking, and another sidewalk with road being 9 meters. The second picture shows a front and aerial view of a sidewalk, a cycling path thats 1.75m, a roadway thats 5.50m, another cycling path thats 1.75m, green/parking, and another sidewalk — *Figure 38 Design neighbourhood ring*

The process

At the time when the plans for retrofitting were presented not all residents were in favor. They feared that forcing car drivers to use the neighborhood ring would lead to longer routes and more emissions.

The effects

The new road design provides cyclists in the area with more safety and comfort. Follow up research conducted by the municipality showed that traffic diversion did not lead to increased congestion and environmental problems, rather traffic safety and livability has improved as traffic is pushed out of the residential neighborhood. Car drivers are now used to the new road design and lower their speed. One of the goals of the municipality was an increasing number of residents from the area to travel by bicycle, but this effect has not been measured yet. The bicycle facilities in the area are more often used by through traffic (by foot or bicycle) then before. These travelers do think the new road design has a positive effect on their bicycle “experience”.

Retrofitting in Utrecht Overvecht Figure 39 – 40 Before & after the intervention

1966	1994

2013	2016 (new design)

Source: Het Utrechtse Archief

Case 2: Adriaen van Ostadelaan

The situation

Recently, in Utrecht, a complicated five-arm junction has been reconstructed. The junction was originally designed to suit the needs of the car. Multiple car lanes and traffic lights were needed to organize traffic going in the five different directions. There are many shops, schools and a large hospital located around the junction, so the design did not suit the public use of the area. Therefore, this has now been reconstructed for ‘people’. Cyclists and pedestrians have gotten more space and cars have to behave as ‘guests’ at the intersection. Meaning that the urban space is no longer designed for the car, but every location can still be reached with one^[47].

Figure 41 Old profile Adriaen van Ostadelaan

Source: Wagenbuur (2016)

The design

Many elements have changed at the junction. The key change is that rather than having traffic from five different directions coming together in one single intersection, now the intersection is split in T-junction and one main road with two side roads. This is according to Sustainable Safety principles, it makes the intersection simpler and reduces complexity. Traffic signals have been removed, the maximum speed has been reduced from 30 mph to 18 mph and the roads have been narrowed. Nevertheless, the width is still enough to allow a smooth traffic. It is now easier for pedestrians to cross the streets as sidewalks have been widened and bus stops can be reached easily and safely. Dedicated crossings have also been improved for cyclists.

The process

Implications were discussed in the planning phase. The changes at the intersection were designed by the city in close cooperation with residents and entrepreneurs in the area. In particular, two main concerns were raised by participants with regard to motor traffic volumes. First of all, they feared that by removing traffic lights, reducing speed limits and downsizing the intersections would have led to increased congestion. Secondly, it was believed that mixing traffic and eliminating physical separation between cyclists and motor traffic would lead to safety issues. The city simulated different scenario showing that the design was feasible. Requests by stakeholders for zebra crossings, speed humps and more traffic signs informing about the speed limit were mostly dismissed, because they would go against the nature of a 18 mph zone.

*Figure 42 The design of the new junction at the Adriaen van Ostadelaan*

An important stakeholder group in this reconstruction were the entrepreneurs. The owners of shops and restaurants in the area were in favor of the design and thought that it would contribute to the economic vitality of existing businesses.

The effects

Now that the junction has been recently reopened after reconstruction a totally new atmosphere can be experienced in the area. The design of the junction makes cyclists - and especially pedestrians - feel safe. Still, there were some challenges worth mentioning. The junction was always designed for motorists, so after the reopening of the junction motorists had to get used to the new situation and speed levels. Like the municipality and the designers expected users got used to the junction fast and the situation has improved to a more quiet, safe and welcome area^[48]. Residents and entrepreneurs are satisfied with the changes made and pedestrians as well as cyclists feel more safe.

Retrofitting of Adrian van Ostadelaan – current profile (2016)

Figure 43-44 Intersection - Description: The first picture shows a clear intersection with a section of grass in the middle of it. The second picture shows an intersection with cars and cyclists on it — *Figure 43 - 44 Intersection*

Figure 45 Main street - Description: View of a street with stores around it and cars on the side of the road. — *Figure 45 Main street*

4.1.2 Amsterdam

It was only around the 1990s that cycling reversed its decline and began to expand at a startling pace. Reducing car use by cutting back on car parking was one of the tactics. In a fifteen-year period (1990 – 2006) traffic counts in the historic center showed a drop-in car trips (235.000 to 172.000) and a 40 percent increase in the number of cycling trips per day (340.000 to 490.000).

Graph 3 Modal split in Amsterdam from 1930-2015 - Description: Graph showing modal split of Amsterdam residents from 1930 to 2015. In 1930, 31% bicycled, 36% walked , and 25% used public transportation and 8% used cars . In 2015, 30% used cycles, 21% walked, 28% used public transportation, and 20% used cars. — *Graph 3 Modal split in Amsterdam from 1930 - 2015*

The share of cycling in the modal split in the metropolitan area of Amsterdam was 32 percent in 2014. However, in the city center the modal split was 87 percent (for trips shorter than 2 miles).

Retrofitting in Amsterdam

Figure 46-47 Eerste van der Helstraat - Description: The first picture is a black and white picture of a street packed with cars. Half of the cars are parked on the street and the other half of the cars are on the road. The second picture is a street lined with restaurants and outdoor tables, with people walking down the road. — *Figure 46 – 47 Eerste van der Heltstraat (1975 – 2017)*

Figure 48-49 Gerard Douwstraat(1982-2017) - Description: The first picture is a black and white picture of two roads merging together around a line of buildings. Alongside these buildings many cars are parked. The second picture is a forward view of the same line of buildings pictured before with large amounts of bikes parked around them. — *Figure 48 – 49 Gerard Douwstraat (1982 – 2017)*

Figure 50-51 Reguliersbreestraat (1984-2017) - Description: The first picture is a black and white picture of a street filled with stores and large store signs lining the streets with cars lining the side of the roads. The second picture is the same street filled with stores and large store signs with people walking down the streets. — *Figure 50 – 51 Reguliersbreestraat (1984 – 2017)*

The cycling network that was created in 1978 (Hoofdnet Fiets) still counts as a guide for policymakers. Now the ‘bicycle team’ in the city is working on an improved network to make cycling in the city even more convenient and safe. The city appointed a bicycle coordinator to align neighborhoods’ policies with the policy of the central city. In 2002 the budget for bicycle infrastructure was increased from 5 to 70 million Euros^[49] (5 to 75 million USD) per year and the goal was set to achieve a cycling share of 37 percent in 2010. The new city council realized cycling could not grow in a safe manner by itself: measurements are needed. The graph shows that modal split between the different transport modes is well balanced in Amsterdam.

Case 3: Overtoom

The situation

The Overtoom is a busy street in the center of the city. This street had been retrofitted for cyclists many years ago. No specific documentation about this retrofitting can be found, but the pictures below show that the transformation fits the original cycling policy of the 90s. Issues that discouraged citizens from using their bicycles were safety, exhaust fumes, theft, the weather, and distances.

The design

The basic principles of the cycling policy in the 90s were:

Create short and fast routes.
Pleasant routes. Cyclists appreciate pleasant routes with a lot of green and without too much traffic.
The feeling of social safety. It is important for cyclists to feel safe during the day and at night. This can be achieved by enough lighting, routes along busy areas and sufficient overview.

The new cycling infrastructure was attached to the ‘Duurzaam Veilig’ principles (see Chapter 3.).

The process

When new councilors were appointed in 1978, serious attention was given to cycling policy. In this period, a cycling workgroup was set up to draft cycling policies and research the main bottlenecks in the city. The Cyclists' Union was also a member of this workgroup and operated as an advisory body. A specific budget was appointed for cycling infrastructure and other matters like parking facilities and the promotion of cycling. In ten years a total amount of 30 million Guilders (13,8 million dollars) was spend on bicycle policy. This separate ‘bicycle budget’ appeared to be an effective tool for cycling policy. Other funds for bicycle policy came from major maintenance projects in the municipality, the ‘city renovation fund’ and subsidies from the province or the central government.

Graph 4 Budget available for cycling policies and projects - Description: In 1980 $500,000 USD was available, in 1981 $440,000 was available, in 1982 $820,000 was available, in 1983 $1,050,000 was available, in 1984 $1,120,000 was available, in 1985 $1,510,000 was available, in 1986 $ 1,880,000 was availabl, in 1987 $1,480,000 was available, in 1988 $1,770,000 was available, and in 1989 $1,180,000 was available. — *Graph 4 Budget available for cycling policies and projects (in guilders and USD)*

When improving and creating cycling routes, a distinction was made between the main and secondary network. Citizens as well as some councilors opposed this idea claiming that the entire cycling network should be optimal for cyclists. But this distinction made clear which routes were the most important ones and should get priority. This was also part of the so called ‘bottleneck approach’. The worst and most dangerous bottlenecks were taken care of first. This ensured the transformations to be visible in the entire city. Often the changes in the cycling network were combined with general infrastructure maintenance works to lower the costs.

The effects

The Overtoom transformed from a car oriented street to a street that is safe for pedestrians and cyclists. Segregated cycle tracks for cyclists and additional traffic lights are exemplary implementations to ensure this effects.

Retrofitting of Overtoom in Amsterdam

Figure 52-53 Overtoom in the 1940s - Description: Side by side black and white pictures of two streets with buildings lining them. Very few cars and many cyclists are out on the road. — *Figure 52 – 53 Overtoom in the 1940s*

Figure 54-55 Overtoom in 1982 and 1971 - Description: The first picture is a street line with large housing wth multiple public transit buses on the road. The second picture is of two roads merging into one with buildings surrounding it. — *Figure 54 – 55 Overtoom in 1982 and 1971*

Figure 56-57 Overtoom in 2016 - Description: The first picture shows a road lined with buildings with a line of poles and road signals separating the two streets. The second picture is the same street with buildings surrounding it from a different angle. — *Figure 56 – 57 Overtoom in 2016*

Case 4: Wibautstraat

The situation

The Wibautstraat is an important thoroughfare which connects two main ‘entrances’ to the city. Over the last couple of years the street has transformed from a mono-functional road to a multifunctional area. Several organizations and companies are now established on the street, from profit to non-profit, cultural institutions, colleges, restaurants, shops, a hospital and a lawyer's office. At the same time, little has changed to the spatial layout and the quality of the area. This does not fit the new functions and diversity anymore.

The design

The new design aimed/aims to make Wibautstraat a lively, pleasant and safe open space for residents and other users. Measures will be implemented in a way that the street can still serve as a thoroughfare for cars and public transport. The most important changes are:

The current roadways will be separated by two rows of trees. Another row of trees will be placed between the cycle tracks and the carriageway.
There will be wide sidewalks and bicycle tracks to ensure comfort, safety and the possibility to cycle with speed.
The bottom part of buildings will get an ‘active function’ like shops, restaurants and companies.
Materials used for paving and street furniture will be uniform in the entire street
Attractive and suitable street lighting will be placed.

When making all these changes 106 car parking places will be removed, but they will be compensated in a new parking facility.

Figure 58 Planning Map - Description: An aerial view of a city map showing three streets and one intersection separated by three lines of trees — *Figure 58 Planning map*

Figure 59 New street profile

Source: City of Amsterdam (2009)

Figure 60 An impression of the Wibautstraat - Description: A rendering of a street with families riding in the bike lane and people walking beside them — *Figure 60 An impression of the Wibautstraat*

The process

From 1998 until 2001 a new design was created for the street in close cooperation with residents and other users of the area. The Wibautstraat project is divided into several subprojects. Besides redesigning the street and its layout, other buildings and functions along the street are improved. For example a big metro station and squares along the street. The project group ‘Wibaut aan de Amstel’ was set up to coordinate the different components of the project for coherence and alignment. The project group made sure that change in public transport schedules did not cause for too much nuisance for example. The project group is also in close contact with the planners in the central city to make sure the plans at the Wibautstraat connect to infrastructure planning in the rest of the city.

The effects

Since the first changes were made in 2010, much of the original design elements have changed in the Wibautstraat (see Figures 57 to 62). Besides the existing functions, new restaurants, coffee bars, two hotels and other young companies settled in the street. The transformation is not yet completed, but this will be done in the coming years.

Retrofitting of Wibautstraat

Figure 61-62 Wibautsraat in 1960 and 1966 - Description: The first picture is a black and white picture of a highway with large amounts of cars on the road, and tall building surrounding it. There is also a small amount of green space with trees. The second picture is a front view of the street previously pictured with a public transit bus on the road. — *Figure 61 - 62 Wibautstraat in 1960 and 1966*

Figure 63-64 Wibautstraat in 1983 and 1985 - Description: Two black and white pictures picturing 2 roads making a right angle around a center building from the left and right perspective. — *Figure 63 – 64 Wibautstraat in 1983 and 1985*

Figure 65-66 Wibautstraat in 2016 - Description: The first picture an aerial view of the city of Wibautsraat with two large roads running through the city with green space in between them. The second picture is a street view of a road with cars on the road. — *Figure 65 – 66 Wibautstraat in 2016*

4.2 Retrofitting in sub-urban areas

4.2.1 Hoofddorp

Hoofddorp is the main town of the Haarlemmermeer municipality in the province of North Holland in the Netherlands. In 2009, the population was just over 73,000. The town was founded in 1853, immediately after the Haarlemmermeer had been drained. Located in the south of Amsterdam, the city mainly has a sub-urban residential function with low density. The cycle track addressed is located in the metropolitan area of Amsterdam between the cities of Hoofddorp and Aalsmeer. Although the fast cycle route is still in realization it illustrates what reasons may motivate such intervention.

Case: Kruisweg fast cycle route

Figure 67 Depiction of the route - Description: A black and grey topographical map with the N201 Kruisweg provincial road center below the middle. — *Figure 67 Depiction of the route*

The situation

The N201 Kruisweg is an important provincial road that connects Zandvoort to Hilversum and intersects with the A4 between Hoofddorp, Aalsmeer and the Schiphol Airport. Although this is not specifically listed in the “congestion top 50”^[50], annual travel time and traffic measurements indicate it has one of the busiest road sections of the country (ibid.).

Between Hoofddorp, Schiphol and Aalsmeer, important economic activities are located which attract traffic from the surrounding municipalities causing bottlenecks during morning and evening rush hour. Part of this congestion is caused by short trips taking place during morning and evening rush hour due to traffic arriving to and/or departing from Schiphol Airport and its surrounding area (ibid.). In addition, the motorized traffic currently cuts through a number of residential and commercial areas, impacting the quality of life, traffic safety and determining slow traffic on other provincial and regional roads^[51]. According to a local and regional problem analysis, the level of bicycle use in the area is low due to the poor quality of the infrastructure that may bring substantial “disutility” to cycling and encourage car travel instead^[52]. Traffic counts show low levels of bicycle use in relation to the number of people living and working in the area^[53]. An early qualitative analysis and a large-scale mobility survey among Schiphol Airport employees, underlined these unattractive conditions as a factor for not cycling^[54]. In particular, the comfort, the number of intersections and safety concerns were specifically mentioned. Moreover, between 2010 and 2013, the number of workers commuting to the Schiphol Area by bicycle declined from 3,2% to about 2,6%^[55]. Meanwhile, car use has steadily increased to almost 60% of the totality of the trips (ibid.). This is also the case for those workers living in the neighboring municipalities where bicycle use has declined in favor of car use.

Figure 68 Morning(right) and evening( left) at rush hour - Description: The first picture on the left is an aerial map of a city with a large amount of circles in different colors piled in the middle of the map during rush hour. The second picture shows a large amount of circles in different colors spread out amongst the city in the morning. — *Figure 68 Morning (right) and evening (left) at rush hour*

Graph 5 Modal share change Schiphol employees<6 miles( in percentages) - Description: A graph showing that in 2008 cars had 43.7% share change, Public transport had 20.2%, and Bicycles had 20.2%. In 2010 cars had 46.3% share change, Public transport had 24.6%, and Bicycles had 16.7%. In 2013 cars had 52% share change, Public transport had 21.5%, and Bicycles had 14.8%. — *Graph 5 Modal share change Schiphol employees < 6 miles (in percentages)*

Hence, by improving the cycling conditions, it is believed that there is the potential to substantially increase bicycle use in the area^[56]. In addition, by encouraging a modal shift to cycling it is also believed to be beneficial to tackle traffic congestion in the area (ibid.).

Figure 69 Origin and destination of bicycle traffic based on'fietstelweek' data - Description: An aerial view of a map showing many lines of bicycle traffic in red on top of the map based on data. — *Figure 69 Origin and destination of bicycle traffic based on ‘fietstelweek’ data*

The proposed intervention aims at encouraging a modal shift to cycling by improving the current cycling conditions. In particular, the construction of a high-quality fast cycle route to connect Hoofddorp, Aalsmeer and Uithoorn (circa 4 miles) in order to improve local and regional accessibility to the Schiphol Airport and to other local economic areas by bicycle.

The design

The Kruisweg was an old towpath upgraded to main arterial road for cars, cutting through the city center. After the policy shift in the late 70s, the traffic was rerouted outside of the city center to a ring road (Weg om de Noord) and a bicycle track added to the Kruisweg. However, until now the part connecting Hoofddorp till Aalsmer has hardly been upgraded, except for a few intersections and stretches. The fast cycle route will reuse the old infrastructure, whenever possible, and partially rebuild on the south flank of the Kruisweg to avoid potential conflicts with motorized traffic. The total number of intersections will be reduced from five to two. In addition, the material used will be upgraded to ensure a higher level of comfort. Together with the physical intervention, a behavioral campaign (demand management approach) will be completed in order to encourage people working and living within 9,5 miles to commute to work by bicycle. A special target group of this intervention are the Schiphol employees, which together represent 65000 people. The majority of which commute by car. The total realization cost for the project is €18 million, while the stretch addressed between Hoofddorp and Aalsmeer is of €6 million.

Figure 70 The old and the new profile

Source: City of Haarlemmermeer (2015)

Redesign of the Kruisweg

Figure 72 Current profile (from 1980s-2016)

Figure 73 New profile (from 2018)

Source: Paolo Ruffino (2016); Stadsregio Amsterdam (2015); Beeldbank Provincie Noord-Holland

The process

This intervention is embedded within the “Fietscorridor” policy framework of the “Investeringsagenda Fiets” (Bicycle Investment agenda) of the Transport Region of Amsterdam. One of the main goals of the framework is to invest in a high-quality and long-distance regional network of fast cycle routes that connects the municipalities of the City Region and the major transport hubs.

Figure 74 Network of the Fietscorridor of the Amsterdam Region - Description: A map of the Fietscorridor of the Amstedam region with green lines running ove the map showing the network. — *Figure 74 Network of the Fietscorridor of the Amsterdam Region*

The overall ambition is to structurally increase the use of sustainable modes of transport (bicycle combined with public transport) in all types of built environments: low, medium and highly urbanized^[57]. To achieve the goal, the approach is to improve the weak links in the network by upgrading them to the latest design standards. To upgrade the bicycle connection to a fast cycle route, the involvement and cooperation of the various authorities (road authorities) are required.

Stadsregio Amsterdam
Provincie Noord-Holland
Municipality of Aalsmeer
Municipality of Haarlemmermeer
Schiphol Group
Local bicycle advocacy (Fietsersbond)

The above parties have established a working group coalition to ask for a grant from the Ministry of Infrastructure. The implementation of the measures is also accompanied by the working group. The Stadsregio Amsterdam acts as the content coordinator on the fast cycle route Hoofddorp-Aalsmeer Schiphol.

The effects

Although the project has not yet been implemented, an assessment was conducted to estimate what would be the economic impact of the project. In particular, it is assumed that the fast cycle route will reduce travel time and increase safety by reducing the number of intersections^[58]. Moreover, the current paving slabs on the path will be replaced by smooth red asphalt to increase speed and perceived comfort (ibid). Other benefits identified were attractive roads that increase the propensity to cycle, easier access to jobs located at Schiphol Airport area, tourist attraction and increased physical activity. Finally, by reducing car use, it leads to lower air and noise pollution and the potential for traffic crashes. On the basis of the analysis, a social cost-benefit analysis was performed for this project showing a positive economic balance of about € 2,5 million on average (min -3,5 million, max 8.5 million) after 15 years.

4.2.2 Rhenen – Elst

The case addressed is a cycle track along the N225 provincial road between the cities of Rhenen and Elst. The N225 is a former motorway in the provinces of Utrecht and Gelderland. The road links Driebergen and Oosterbeek to Wageningen. The route runs almost parallel to the A12 motorway and the Lower Rhine.

Case: Provincial road N225

This 29 miles long route was originally the national highway 25 and remained as such between 1932 and 1958. Then the A12 was completed and the N225 was downscaled to provincial road. This also because it crosses several urban centers and villages. In line with the Sustainable Safety policy, the N225 is a distributor road. The speed limit is 50 mph on rural roads and 30 mph along the cities. In Elst (Province of Utrecht), the road was downscaled to an access road with a speed limit of 18 mph.

The situation

The motivation behind the intervention was the safety issues along the N225 between Rhenen and Elst. Between 2001 and 2003, over 30 crashes took place due to lack of visibility and lack of segregated cycling infrastructure. As a result, the province of Utrecht decided to allocate €3 million to reconstruct the road and dedicate a separated bicycle track to increase safety in the area. In addition, adding a bicycle track would have improved local access to Remmerden, an important industrial site in the area.

The design

A two-way segregated cycle path on the northern flank was constructed to ensure safety from fast and intense traffic (40 mph and over 17.000 pcu/day). Because on this road, the volume of cyclists is very low and space is limited at certain locations. A minimum width of only 2.00 m. for the two-way cycle track is applied here while 3.00 to 4.00 m. is used as a standard for busier urban cycle tracks and cycle tracks on fast cycle routes.

In addition, elevated cycle crossings and a roundabout was added to reduce speeds at intersections and improve visibility.

Retrofitting of the N225

Figure 76 N225 in 2009 before the intervention

Figure 77 N225 in 2010 during the road works

Figure 78 N225 in 2015 after the reconstruction

Figure 78 N225 after the reconstruction - Description: Freshly paved road with clear road marks

Source: Google Street View

The process

The process started in 2004 and it was implemented in 2009. Several evenings were organized between the municipality, province, local residents and interest groups (cyclists’ union and road safety organizations). The evening events registered a high participation as improving the local cycling conditions was considered by all parties a priority. The sketches of the plan were discussed with all stakeholders and the reactions recorded and assessed. Many attendees, including road safety organizations, raised some objections against the plan as a single path would have crossed several exits, not addressing safety concerns entirely. Two separated bicycle paths, with one way per direction, were preferred by some parties. However, this represented both a technical and financial problem. The higher costs were primarily due to substantial physical barriers (buildings and the Rhine Valley), especially on the southern flank. Hence, it was decided to keep the original plan with one-sided separated bicycle track but with a broader profile and higher separation.

The effects

Although no hard figures are present regarding traffic safety, fewer problems are now reported to the traffic departments of the two small municipalities and the overall impression is that traffic safety has been greatly increased. People cycling in the area declare to feel safer and much more motivated to use their bicycles for their daily commute^[59].

Top
<<
< Prev
Contents
1
2
3
4
5
6
Next >
>>

Page last modified on March 29, 2019