Een e-fiets op proef uitlenen blijkt een goede stimulans om het gebruik en de aanschaf te bevorderen. Dat blijkt ook op te gaan voor het uitlenen van fietstassen en –karren.
De deelfiets van Gobike is vanaf 2016 ook te vinden in Rotterdam. Eind 2017 zijn op 20 locaties in de stad ruim 450 elektrische fietsen met tablet beschikbaar. Rotterdam is de eerste stad in Nederland waar de deelfietsen van Gobike op grote schaal worden geïntroduceerd. Vandaag tekende wethouder Pex Langenberg (Mobiliteit en Duurzaamheid) een overeenkomst met Gobike om locaties vrij te maken voor de stallingsplekken op straat.
Doet uw gemeente haar best om het fietsverkeer veiliger te maken? Zijn er in uw ogen maatregelen genomen waar andere gemeenten een voorbeeld aan mogen nemen. Nomineer dan uw gemeente voor de Nationale Verkeersveiligheidsprijs 2016.
Onder het Beurplein in Amsterdam komt een fietsenstalling met 1700 plaatsen. Bouwinvest en de Bijenkorf betalen een beetje mee.
Zoveel? Ja, zoveel fietsen zijn er tot nu toe gestald in Apeldoorn. Niet alleen voor de beheerder van een fietsenstalling is informatie over het aantal gestalde fietsen nuttige informatie, ook de fietsers spreekt het aan.
Binnen de bebouwde kom mag de e-fiets met ingeschakelde motor alleen worden gebruikt op de blauwe fietspaden. En veel parkeergarages worden omgebouwd tot fietsenstalling.
Today Thursday the 28th of January 2016, Marianne Weinreich from Weinreich Mobility speaks at The Polish National Fund for Environmental Protection and Water Management (NFOS) in Warsaw about sustainable mobility. The Polish National Fund for Environmental Protection and Water Management has supported the preparation of energy plans for almost 800 municipalities around the country. To […]
The post Marianne Weinreich speaks at sustainable workshop in Poland appeared first on Cycling Embassy of Denmark.
After 7 years as Head of Mobility in VEKSØ, Mobility Consultant and Chairman of “The Cycling Embassy of Denmark”, Marianne Weinreich has started her own company “Weinreich Mobility” as of the beginning of this year. Marianne has 15 years of experience as a mobility consultant and has specialized in cycling policy and promotion. For many […]
Weinreich Mobility is a one-woman company newly founded by me, Marianne Weinreich after working with cities as a mobility consultant the last 15 years. I’m not an engineer, I have a background in communication. I work with all aspects of Mobility Management, but I’m an expert on cycling policy and promotion. I’ve worked with all the cycling cities in Denmark: Copenhagen, Frederiksberg, […]
So, as promised here is the second and final part of my cycling trip between the Dutch cities of Zwolle and Assen, in July last year – part one here. As already mentioned this was about 45 miles, and done at a steady and relaxed pace on a heavy Dutch bike.
In the ‘first half’ post I’d got as far as the town of Meppel. This is in fact only about one-third of the way to Assen from Zwolle –
– but this part of the route contained most of the ‘interest’ of the day’s journey, because (as we shall see) there wasn’t a great deal that was remarkable between Meppel and Assen, given that my plotted route consisted entirely of a beautiful cycleway running parallel to a fast and (mostly very straight) main road.
Meppel was effectively bypassed again on a small main road that skirted the town centre; a road with industrial units that might have been quite unpleasant to cycle on. As it was I had quite an old ’tiled’ style path; definitely not as good as smooth asphalt, but still preferable to the road, especially given the type of traffic on it. (Incidentally the van parked on the cycleway in the photo appears to be a ‘path inspection’ vehicle).
Leaving Meppel I was quickly onto the infrastructure that would carry me all the way to Assen – a cycle path fully separated from the main road that speeds north, the N371.
As with all Dutch cycle paths alongside main roads, this was essentially designed like a road for cycles; 3m wide (or more), but with no separate pedestrian provision. There aren’t many people walking here, given the rural nature of this area, and any pedestrians simply use this ‘bicycle road’. Where pedestrian numbers are higher, the Dutch will of course provide a separate footway.
As had been the case throughout the day, there were plenty of HGVs on the main roads, and on this one like the others. To give some indication of the level of comfort Dutch infrastructure provides, this situation in the photograph below felt like a ‘close pass’, given the way the HGV seemed almost to be coming towards me as it came around the bend, at 80kph.This despite the presence of a reasonable large verge separating me from the vehicle. Most likely in the UK I would have actually been on the road in this situation, or at best on a shared use footway directly adjacent to it.
Typically the separation from the fast main road itself was much greater. In the photograph below, the road is actually on the other side of the canal (which ran in parallel with it all the way to Assen) you can just about see an HGV directly above the boat. Note here that there is also a service road for properties on the left, entirely separate from the cycle path.
While there was obviously priority over private properties and minor roads and tracks, at more major roads the cycleway lost priority.
This didn’t feel like a particular problem to me; I might actually have felt quite exposed venturing out across the road, having to assume drivers would yield, especially on such a straight, fast main road. It was easy enough for me to gauge for myself when it was safest and easiest to cross these few interruptions. (All roundabouts in the north of the Netherlands are treated in this way – with no priority for cycling).
Mostly, however, tedium was beginning to set in. This was by no means arduous or hazardous cycling, using such well-designed infrastructure on a beautiful day. But unfortunately this was mile after mile with only the occasional bend or junction to divert my interest – I even found myself counting trees to keep myself occupied, working on the assumption that counting one hundred trees would equate to roughly a kilometre or so, ticking off the tens of kilometres remaining to Assen.
Happily, as planned, I soon met David Hembrow coming the other way to meet me, and we immediately diverted away from the main road, taking a winding scenic route through the countryside before heading into Assen.
We used a variety of types of path, but all of them were wonderful to cycle on. The example below is a new strip of farm access road, complete with tractor tyre marks in the mud to the sides. The strips either side of the brick paving in the middle are (of course) billiard-table-smooth concrete.
As on the earlier part of the journey from Zwolle, even tiny recreational paths also have a smooth concrete or tarmac surface. You will occasionally have to ‘single up’ as you meet people coming the other way, but these are not utility routes, so the amount of cycle traffic is very low.
And again, as with earlier in the day, there were plenty of people out cycling in the afternoon, enjoying the Drenthe countryside – mostly elderly couples, and kids.
The connection between these rural areas and Assen itself is painless; both the motorway skirting Assen, and the city’s ring road, were negotiated with underpasses.
And in the blink of an eye I was in the centre of Assen.
If I had to do this route again I would probably avoid cycling along the N371 for so long; not because it was difficult or hazardous (far from it), but because it did get quite boring. It was certainly the quickest way, but it might be worth venturing cross country, just to make the route a little more lively. That said this second half of the trip was almost entirely free of interactions with drivers, given most of it was on fully separated paths, either alongside the main road, or through forests and fields. It was a lot of fun!
De keus tussen fiets en auto wordt door veel meer factoren bepaald dan tot nu toe veelal werd aangenomen. Door daar rekening mee te houden, kun je meer mensen bewegen om de fiets te nemen of te gaan lopen, in plaats van de auto te pakken.
Het antivriesasfalt dat is aangebracht op De Snelbinder, de fietsverbinding over het Vlietpolderplein in Naaldwijk,blijkt te werken,, aldus de provincie Zuid Holland.
Het Rijk moet ook voor de periode 2017-2030 voldoende geld beschikbaar stellen om fietsenstallingen bij stations te realiseren. En de NS moet aanzienlijk meer bijdragen aan die stallingen, dan nu het geval is. Dat stelt de VNG in een brief aan de Kamer.
Hackney Cyclist has recently put up a series of blogs on his experience of cycling between Dutch cities. They’re well worth reading in detail, and they’ve inspired me to do the same for a ride I made last summer between the cities of Zwolle and Assen, in the north of the Netherlands.
This is a distance of around 45 miles, or 70 kilometres. I did it on my omafiets, shown below during a ‘rest stop’ on this ride.
As you can see it has two full panniers carrying everything I needed for a week’s worth of cycling (this was part of a trip that included visits to Rotterdam, Utrecht, and a three days in Assen and Groningen on a David Hembrow study tour). I was wearing ordinary clothes; I’ve never felt the need for special equipment or special bikes when doing these kinds of distances in the Netherlands because the environment allows me to go at a smooth, relaxed and consistent pace, never really exerting myself. Indeed, part of the fun of these trips is covering large distances as a ‘wheeled pedestrian’, hopping on my heavy machine straight after breakfast without even really thinking about it, and heading off over the horizon.
l left the centre of Zwolle on one of its ubiquitous bi-directional cycleways. Zwolle itself is very much a mixed bag; some really high quality new stuff, mixed with some low-quality infrastructure – just paint, essentially – that is very dated and often left me feeling quite exposed.
Heading north, I turned off this path onto an access road, with no centre line, and cycle markings at the edges.These kinds of markings have recently hit the headlines, so to speak, having been employed on a main road in the north of England. That’s a very different context from this street, which only serves a handful of properties, and is very quiet.
My route then took me onto a temporary path, and the crossing of the main road that has been upgraded, as described here, and shown in the video below.
On the other side of the road the cycle path climbed gradually, reaching a high bridge that took me over a large canal. There was a fast, busy road alongside me here, but cycling was comfortably separated from it.
In the distance in the photograph above is the impressive cycling suspension bridge shown in this Good Facility of the Week. You can cross a large junction on this bridge to enter the suburb of Westenholte, or you can veer around underneath the bridge to head north out of the city, as I did. Note the two very different types of cycling!
The path continued on seamlessly, bypassing a roundabout without me having to go anywhere near it…
… before leading me onto another access road, this time in a new development.
Again, just as with the example before, these markings are only appropriate on these kinds of quiet streets. Motor traffic (as can be seen) stays out of the lanes, because there is rarely oncoming motor traffic. This particular street only serves the dwellings on the left here; it is closed at the far end with a bollard (which retracts, only to allow buses to pass).
From here I left the city completely, moving onto a beautiful access-only road running beside a branch of the Ijssel river.
Motor traffic can use this road, but again, only around a handful of houses along here (a white one can be seen in the background) and I didn’t encounter any drivers along it. At this point, in fact, I still haven’t had any encounters with motor traffic, at all, nor have I even had to stop. My journey out of the city has been blissfully smooth and painless.
Checking my directions carefully on my phone, I eventually find the correct country lane I need to take to head towards the town of Hasselt. Even this quiet little lane has had a smooth concrete cycleway added alongside it, within the last few years. This concrete is actually smoother than the tarmac of the road.
This lane took me to the busy N331 road (‘N’ is the Dutch equivalent of a UK ‘A’ road), which was carrying plenty of fast, intimidating HGVs. Naturally enough, however, I had some parallel provision in the form of a service road, some distance from the main road itself.
In this agricultural part of the country these service roads are used by farm traffic, too slow for the fast main road – and obviously by any residents who live along the service road as well. This led to my very first shock of the day, an overtake from a large tractor pulling a vicious-looking piece of equipment, perhaps only a foot away from my left elbow. (The farmer had obviously momentarily forgotten about strict liability, which makes everyone play nice in the Netherlands).
Happily this service road ended as I arrived on the outskirts of the town of Hasselt, and I was back on a cycleway, which followed the N331 as it bypassed the town.
I was treated to a lovely, almost stereotypically ‘Dutch’ view of Hasselt as I crossed the river, and here I made my first (entirely voluntary) stop of the day. I’d made great progress – not with any great speed while cycling, but without ever having to have stopped moving.
Leaving Hasselt I was back on a service road again, parallel to the main road, and this one was definitely uncomfortable by Dutch standards, with what seemed like a large number of vehicles turning in and out of it at a busy junction which I had to cross, feeling quite exposed. Just like the overtake from the tractor driver, this was another bump back to earth, and it felt distinctly ‘British’. Note how the drivers are driving on the cycle markings – a clue that they aren’t appropriate.
From here, though, I was rewarded with perhaps the best cycling of the day, winding my way towards the next town of Meppel along a combination of tiny, tiny little tracks through the countryside, and broader farm roads, again only used by farmers to get to and from their properties, and not used by people cutting through, avoiding main roads.
These little tracks were surfaced with beautifully smooth concrete – this might be the ‘countryside’, but the surface was wonderful to cycle on.
It’s important to note that paths like these are merely ‘recreational’ routes, and are definitely not part of any formal or official utility cycle network. That’s why they are often not particularly wide, because they aren’t being used heavily – only by people like me taking the scenic route, or people cycling around for leisure. (The width isn’t a problem because you are unlikely to encounter someone coming the other way). In essence they are a nice ‘extra’ on top of the dense grid of utility routes.
Indeed, as I got closer to Meppel I joined one of these ‘proper’ routes, a much wider concrete path, with lighting – even though I was still in the countryside,
… cycling past herons…
… distinctive cattle…
… all on gloriously smooth paths, even the farm roads themselves, composed of wide concrete that I just rolled along on.
These little lanes had no motor traffic at all on them, but I still managed to suffer a close pass from a lady in a battered old Ford Fiesta, who then immediately turned left, right in the midst of her attempted overtake, into the farm where she evidently lived. Again, that hallowed ‘strict liability’ effect was evidently only intermittently effective…
On the outskirts of Meppel these tracks and paths joined a tarmac road, busy with leisure cyclists of two distinct types – elderly couples, and people whizzing past them in lycra, both groups enjoying the morning sunshine.
I’d reached Meppel – about 30km from Zwolle – having only had four or five direct encounters with motor vehicles (unfortunately, most of them quite bad!), and with only having had to stop a handful of times, whisked along on a combination of genuinely impressive cycle engineering on a grand scale, right down to modest, tiny paths in the middle of nowhere.
Part 2 – in which I cycle from Meppel on to Assen, with a diversion along the way – to come!
Het gratis maken van een gemeentelijke fietsenstalling stuit op het probleem dat de Mededingingswet eist dat de kosten van een stalling worden doorberekend aan de gebruiker. Maar er is een uitweg.
Drenthe krijgt het eerste ‘biologische fietspad’. Tussen Klazienaveen en Weiteveen wordt een proefstuk van 200 meter ‘Biobased Fietspad’ aangelegd, grotendeels opgebouwd uit hout.