BICYCLE DUTCH

All about cycling in the Netherlands

Leeuwarden Bicycle Rush Hours

Leeuwarden has very different types of infrastructure for different types of streets. When I filmed rush hour at two locations in the city last month, the end result seems to be of two entirely different places with entirely different transport views. In reality, however, these two locations are very close to each other. This only emphasises that the Dutch build specific types of infrastructure, tailor-made for specific locations. There is an array of possible solutions and each can and will be used for the location it suits best.

leeuwarden

This grandfather accompanies two grandchildren to school in the car-free city centre of Leeuwarden.

So let’s look at the two rush hours in Leeuwarden that I filmed on two consecutive mornings before the meetings of the Winter Cycling Congress started.

aerial-leeuwarden

The two locations of the two videos are actually very close together. The left one is the crossing of a major road. The right one is a crossroads in the old and car-free city centre, on the other side of the old city moat.

This first video was recorded in the historic city centre, inside the ring formed by the old city moat. This area has quaint little brick paved streets, lined with brick houses that could be hundreds of years old. The crossroads here has been designed as ‘shared space’. This densely built mediaeval street pattern doesn’t lend itself well to car traffic. After trying in the 1960s and 1970s to adapt such streets to ‘modern’ traffic, the Dutch realised in the 1980s and 1990s that that was impossible without damaging the fabric of the cities beyond recognition.

leeuwarden

The historic city centre of Leeuwarden is mostly car free. But not all of the city is like this. (Picture Bing Maps)

So they decided that this was clearly not the way forward. Subsequently many cities closed their historic city centres to motor traffic almost completely. This is also the case in Leeuwarden and a very quiet crossroads could now be built. They call it ‘shared space’ here, but it reminded me of similar examples in Utrecht and ʼs-Hertogenbosch where we don’t call it that.

To be able to also reach these city centres by car, to get to shopping streets and other end destinations such as restaurants, cinemas and theatres, city councils created larger through roads just outside these people’s areas.

leeuwarden

This more modern part of Leeuwarden shows that not all of the city has those charming little houses. But along the busier streets the red cycle paths are clearly visible. (Picture Bing Maps)

The second video shows such a large road just outside the city centre at the point where it is crossed by a main cycle route. The two situations could hardly be more different. That means the design solutions of the infrastructure for both locations are also very different, and perhaps most important: they could not be interchanged. Traffic lights in the car-free city centre would be ridiculous and giving the signalised intersection a ‘shared space’ treatment would be equally ridiculous.

leeuwarden

This cycle crossing near Leeuwarden central station has very long waiting times (more than one and a half minute). So when finally the bicycle signal is green, we see a lot of people making the crossing.

The four-arm crossroads in the traffic calmed city centre seems to work as ‘shared space’ because private motorised traffic can only traverse the junction. Two of the four arms cannot be used by private motorised traffic (we only see a few delivery vans using that street) and the other two (left to right in most of the images) are only used by traffic going from the ring-road around the city centre to a parking garage inside that city centre. So this is much more about traffic calming than it is about sharing. The video shows only 12 cars and hundreds of people cycling. Only with those ratios ‘shared space’ can really work. The number of children cycling to school (this video was recorded shortly after 8 in the morning) and the appearance of a handcycle at this location (at 1:16) shows that this is generally considered a safe place.

Cycle Rush Hour in the old – mostly car-free – city centre

But even in this video we see 2 of the 12 passing cars in conflicts. The very first car appears at 00:41. The driver of that white mini pressures a boy on his bicycle, on his way to school, to clear the junction faster that he should have, because the mini-driver accelerates at a pace that is not appropriate for this location. At 04:41 a driver of another car honks at some people cycling, because this driver apparently feels the people cycling do something they shouldn’t have. The only thing that driver would have had to do was adjust the speed of his/her vehicle slightly, and the car could simply have passed behind the group of cyclists without anyone having to stop. That is the way people behave (on foot or on their bicycle) in ‘shared space’: they simply adjust their speed in such a way that everybody can pass everyone else, without conflict and without stopping. But for motor vehicles that doesn’t work. Motor vehicles need lines and lanes to find their way, and these lanes have to be cleared of other traffic by signals. This is clearly demonstrated in the second video.

Cycle Rush Hour in Leeuwarden, crossing a major road for car-traffic

The video shows the ring-road around the historic city centre where it intersects with another road that leads motor traffic from further outside the city to this ring-road. Motor traffic needs signals to be able to negotiate the right of way and separate turning lanes. So it needs a lot of space because it is relatively slow to traverse through, and clear a junction. This means that the time the signal for cycling needs to be red, is much longer to get these motor vehicles through the intersection. In this case the green-time for cycling is only 11 seconds, while the red-time is 1 minute and 41 seconds. In modern road design that would be an unacceptable difference. It is no wonder you see people taking a head start when the pedestrian light changes just prior of the light for cycling. And it is also no surprise that people keep on cycling when the light turns orange; they know how long the waiting time is. When you count the number of vehicles passing during those green cycles, we see that in those 11 seconds as many as 36 bicycles cross (from 1:49 to 2:00) and in that exponentially longer time of 1 minute 41 seconds the number of motor vehicles passing is just 41 (from 2:00 to 3:41).

You can only conclude that a motor vehicle is a very inefficient means of transport in the cities. It is good to keep motor traffic out of the centres and to try to constrain it on just a few corridors. But the amount of motor traffic we still see in our cities is huge. The crossing of this particular corridor shows that we are at another crossroads in history and that we should perhaps reconsider how much space each type of transport gets in our cities. Many people in the Netherlands feel that the liveability in cities would improve if we gave people cycling even more room and even more priority than we already do. More rush hours of the first type, fewer of the second type. I would be all for that. But that is for the long-term. A quick fix for this particular crossing would be an extra green cycle for cycling. So twice green for cycling in the full traffic lights cycle.

Leeuwarden

In the city centre video I accidentally filmed Tom Babin while he was filming his version of the same rush hour for his piece in the Calgary Herald.

 

9 comments on “Leeuwarden Bicycle Rush Hours

  1. So how long did it take to get used to the Frisians (people in Europe tend to be quite proud of exactly what town or 30 km radius around their home town, and it seems like that happens in the Netherlands too) when you got off the train at Leeuwarden Centraal? I’m kidding of course, Frisians are just about understandable after all🙂 Bread butter, and green cheese I suppose.

  2. Jim Moore
    1 April 2015

    Mark,

    Two good videos and another great blog post. It is hard to imagine that some of the same cyclists are in both videos, as their speed and body language appears to be (naturally) quite different in each based on the proximity to noisy, fast-moving motor vehicles.

    Still, for “rush hour” the delays at the signalised intersection don’t seem too bad for cyclists, and the number of (IMO) harmless illegal cycling manouvres is quite low in comparison to what I remember Amsterdam being like, at any time of the day!

    With regards to equitable time allocation for all people passing through signalised intersections I did notice that there were several buses. It should be remembered that one bus usually carries 25-50 people during the peak periods, and even in some parts of car-centric Australia we have adopted a design philosophy of maximising the throughput of *people* at intersections instead of just motor vehicles.

    Solutions for how to minimise delays for bus passengers and keep buses running close to the scheduled timetable (travel time reliability is an important factor as to whether people choose public transport or not) without also biasing time towards private motorists, usually at the expense of cyclists and pedestrians, are possible e.g. using GPS transponders on buses and real-time bus loading data.

    Keep up the great work!

    Cheers,
    Jim

  3. Reinier
    24 March 2015

    A good example are the traffic lights at Westplein in Utrecht. Bicycles get equal or sometimes more time green light than cars. https://m.youtube.com/watch?v=8f9Vj4LGsGE

  4. Clark in Vancouver
    24 March 2015

    Great videos once again. So simple really but the topic is interesting so they work. It’s nice to see everyday life recorded. I like how they all work around each other, seemingly chaotic but in reality is a complex order. Also, I see that many people cross the path of many bikes. Once a person learns the characteristics of bicycles they can predict what they’re going to do and not be fearful walking near them. Over here I sometimes see people walking who recoil in fear at a bike that’s a half a block away going very slowly toward their direction.

    It’s interesting to read about your historic area and the effects of motor traffic on it.
    Here in Vancouver, there’s a historic area that was the first non-native settlement. (Started by a man from Portugal in the mid 1800s.) It was made into a tourist area in the 1970s and currently has a lot of motor traffic that tourists on foot and on bike have to dodge. I hear there’s going to be some refurbishment of the area. It’s not decided yet exactly what will be done but one option is that it’ll get some type of low-car shared space treatment like you show.

    • Andre Engels
      24 March 2015

      Low-car or car-free areas in city centers or parts of city centers are very much the norm in the Netherlands, it would be hard to find a decent-sized city that does not have such a treatment. Even many smaller towns have them, although of course much smaller, 1 or 2 streets.

  5. Paul
    24 March 2015

    Standing up on the back of a bicycle (1st video, 3:29): Is that legal?

  6. crank
    24 March 2015

    Very illuminating videos, Mark, especially the first one. Thank you.

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This entry was posted on 24 March 2015 by in Original posts and tagged , , , .

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