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Meer fietsers betrokken bij landbouwongevallen

Fietsberaad - 18 January, 2017 - 00:00

In de loop der jaren raken steeds meer fietsers betrokken bij dodelijke landbouwongevallen. Gemiddeld komen jaarlijks 3 of 4 fietsers om het leven bij zo’n ongeval.

Categories: News

Riding in the Rotterdam Rain

BicycleDutch - 16 January, 2017 - 23:01
In the morning, it will be clouded with possible rain. With a strong south-westerly wind, temperatures will reach circa 4 degrees (39F). Later in the day the rain is expected … Continue reading →
Categories: Views

Plotting a Dutch network onto a British town

As Easy As Riding A Bike - 16 January, 2017 - 11:02

An exercise I’ve been planning for a while is to categorise all the streets and roads of the town of Horsham. Some of this work had been started by Paul James of Pedestrianise London. A while back we had discussed a Sustainable Safety categorisation of the town, deciding which streets and roads should fall into which category of through, distributor, or access road, and Paul had started a base map of distributor roads.

With some free time over the weekend, I’ve managed to bite into this exercise even more, starting at the opposite end of the scale, and I’ll discuss my method and the outcomes here. I think it’s a useful thing to do for towns and cities in Britain, for a number of reasons. Firstly, it gets us thinking about which roads and streets require more expensive interventions like cycleways; which streets might require some kind of filtering; and which streets (actually the vast majority, in the case of Horsham) that don’t require any action at all. Secondly, it also helps to identify the ‘problem’ areas, those roads and streets that don’t fall immediately into an obvious distributor road category, but that will require some action.

The first step was to plot all the cul-de-sacs in the town. By my definiton ‘cul-de-sac’ I included every single road or street that has a single entry and exit point for motor traffic, regardless of length – in other words, every driver using one of these streets will have to leave via the point they entered.

This includes the obvious short cul-de-sacs –

… as well as some much longer sections of road.

I think it’s a reasonable assumption that all these cul-de-sacs are by definition ‘cycle friendly’, without any adaptation, or addition of cycling infrastructure. Even the largest – like the one above – will only include a hundred or so dwellings, meaning that traffic levels will still be reasonably low. The key point is that cul-de-sacs will have no ‘extraneous’ traffic, i.e. drivers going somewhere else. The only drivers on them will be using them to access dwellings or properties within the cul-de-sac itself, meaning even the largest ones will not have a great deal of motor traffic.

Once I’d finished plotting all of these streets, I could then take a look at the town overall. To my slight surprise, a very large percentage of  the town is composed of cul-de-sacs.

All the streets in green are essentially safe enough for anyone to cycle on – they will be quiet, low traffic streets, requiring little or no modification.

The map also shows a clear distinction between housing age. Houses built in the period before mass motoring tend to be on ‘open’ streets, like this late Victoria housing area to the east of the town centre.

This contrasts strongly with the areas of post-war housing – particularly that built from the 1960s and 1970s onwards – in the northern parts of the town, where nearly every single residential street is a cul-de-sac.

This is perhaps a consequence of the influence of Traffic in Towns, but it’s most likely a rational response to the increasingly pervasive influence of the motor car on society. In the Victorian era, there wasn’t any need to build ‘closed’ roads, because there wasn’t really a ‘traffic problem’. The cul-de-sac emerged as a design solution to that problem, allowing people to live on streets that were safe and quiet, not dominated by people driving somewhere else. The challenge, of course, is ‘converting’ the streets of the pre-motor car age into ‘virtual’ cul-de-sacs, creating those pleasant and safe residential environments that the majority of the town already enjoys, and this exercise reveals which particular streets will be an issue – something we will come to.

I then chose to ‘add on’ to this cul-de-sac layer those residential streets that have more than one entry and exit point, but will realistically still only be used for access. For instance, this network of residential streets to the east of the town.

Clearly, it’s possible to drive through and around these streets, but there’s no real reason to do this unless you are accessing properties on them – so they fall neatly into another category of streets that require little or no remedial action to make them ‘cycle friendly’. Some of this requires a degree of local judgement, and knowledge about the routes drivers might be taking as short cuts, but I’ve been quite conservative in the ‘open’ streets I added to this category.

Add these two layers together, and we can see that even more of the town becomes ‘green’.

I then wiped the slate clean, removing both these layers, and approached the town from the opposite end of the scale, adding the obvious through road (the town’s bypass), and what I consider to be the distributor roads – the roads that will remain ‘open’ to drivers, and that will therefore require cycling infrastructure to separate people cycling from these higher volumes of motor traffic.

There might be a case for adding more roads to this category, or removing some from it –  again, this is a matter for local judgement, and there is one road on this map that probably shouldn’t be in this category. (I’ll leave you to spot it!)

We can then add all the layers together to reveal the streets and the roads that haven’t fallen into any of these categories.

The good news is that there aren’t very many of them. Given the discussion above, they mostly lie, as expected, in the areas of the town built before the middle of the twentieth century – the 1930s housing to the west, and housing of similar age (or earlier) to the east).

Early 20th century housing to the west of the town centre. A fair number of ‘unclassified’ streets that will require some kind of action.

What kind of intervention is required is obviously a matter for local discussion – there might be an obvious (but naturally controversial) filter that could be applied in many of these locations, but on slightly wider streets painted lanes might suffice, given that motor traffic levels are not exceptionally high on any of these streets. Or there might be no need for action at all.

The final step – and one I haven’t started on yet! – is to add on the existing walking and cycling connections between these areas, and to highlight obvious connections for cycling that are not legal or need to be upgraded, or that simply don’t exist at present. One particular problem that has emerged from this exercise is railway line severance in the north east of the town – it would be good (albeit expensive) to get a walking and cycling underpass, under the railway line, connecting these large, otherwise isolated, residential areas.

Clearly, doing this kind of Google Map is only a first step. It’s easy enough to draw lines on a map; the harder part is actually getting the interventions in place. But it’s very helpful in focusing attention on precisely where those interventions are required. The main roads jump out; but also the more problematic roads in-between the obvious main roads and the quiet access streets, that remain white on my map, and will need some discussion at a local level.


Categories: Views

Nieuw pleidooi voor aantrekkelijkere leaseregels voor fietsen

Fietsberaad - 16 January, 2017 - 09:31

Behandel de leasefiets op dezelfde manier als de leaseauto. Op dit moment betaalt de leasefietser loonbelasting over de volledige waarde van de fiets, wat leidt tot hoge kosten.

Categories: News

The effect of snow clearance from on-road cycle-lanes vs. off-road cycle-paths demonstrates why off-road paths are superior for cyclists

A View from the Cycle Path - 13 January, 2017 - 17:34
There are many disadvantages of on-road cycle-lanes vs. off-road cycle-paths. This was well illustrated today when cycling along a road with a cycle-lane on one side and a cycle-path on the other. Cyclists using the on-road lane suffered from that lane being halved in effective width from the usual 2.1 m to about 1 m due to swept snow filling half the lane. This pushed those cyclists closer to David Hembrowhttps://plus.google.com/114578085331408050106noreply@blogger.com0http://www.aviewfromthecyclepath.com/2017/01/the-effect-of-snow-clearance-from-on.html
Categories: Views

Enschede schroeft fietsambities op

Fietsberaad - 13 January, 2017 - 09:14

Enschede wil in 2020 fietsstad zijn. Diverse investeringen en een intensieve campagne moeten het fietsklimaat verbeteren en het fietsgebruik laten groeien.

Categories: News

Speciale control room traceert gestolen e-fietsen

Fietsberaad - 11 January, 2017 - 08:56

Binnenkort start een nieuwe service om gestolen e-fietsen op te sporen. Vanuit een speciale control room spoort een beveiligingsbedrijf fietsen die zijn voorzien van een chip op, en zorgt dat ze terugkomen bij de eigenaar.

Categories: News

Shaping great cities for cycling and public space – the Danish way

Cycling Embassy of Denmark - 10 January, 2017 - 09:42

On January 11. 2017, Klaus Bondam, CEO of the Danish Cyclists Federation and member of The Cycling Embassy of Denmark (CED) is participating and speaking at the World Resources Institute´s event in Washington, D.C.  In his presentation, Klaus Bondam will be speaking on ways of rethinking urban transportation. As the former deputy-mayor of Copenhagen and […]

The post Shaping great cities for cycling and public space – the Danish way appeared first on Cycling Embassy of Denmark.

Categories: News

Buffer stop

Velo Vision - 9 January, 2017 - 23:41

Unfortunate news – magazine production stopped in December 2016 after Issue 52. At this stage, it appears unlikely to be published in either print or digital format, although efforts to restart production are being investigated.

Some new products for review have already been tested and write-ups will probably be published on this site.

Readers with print subscriptions will be receiving individual communications in due course, regarding refunds in cash or otherwise. There is no need to get in touch specifically to request an allocation – everyone should be contacted, but if in doubt, please do get in touch, quoting your postcode or subscriber number. Digital subscribers will for the time being have continued access via Exact Editions to all issues to date.

Do please get in touch if you have any good ideas – the future changes everything! Thank you so much to all subscribers and advertisers – past and present, and contributors for your support to the magazine. It’s been a privilege to serve the readership over the past few years and many have taken the time to offer encouragement and express appreciation for which I am truly grateful.

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Categories: News

Sustainable or Systematic Safety

BicycleDutch - 9 January, 2017 - 23:01
Peter G. Furth, professor Civil and Environmental Engineering at Northeastern University in Boston, asked me to help him create a video to explain the Dutch system that aims to make … Continue reading →
Categories: Views

Ombouw Sarphatistraat tot fietsstraat geslaagd

Fietsberaad - 9 January, 2017 - 09:56

Het aanpassen van de Sarphatistraat naar een fietsstraat is volgens de gemeente succesvol. De doorstroming voor fietsers is flink verbeterd, zonder dat het autoverkeer vastloopt.

Categories: News

De oplossing voor de kratjesfiets?

Fietsberaad - 6 January, 2017 - 14:45

Amsterdam test een nieuw type fietsenrek, speciaal bedoeld voor kratjesfietsen.

Categories: News

Fietsen stressvolle vervoerwijze in Amsterdam

Fietsberaad - 4 January, 2017 - 00:00

Bijna vier op de tien fietsers in Amsterdam vindt de drukke plekken in de stad stressvol. De drukke plekken vindt men vooral in en rond het centrum van de stad. 

Categories: News

Toegangssysteem geeft inzicht in gebruik binnenstadstallingen Utrecht

Fietsberaad - 3 January, 2017 - 00:00

Afgelopen jaar hebben 800.000 mensen hun fiets in één van de 5 bewaakte openbare, gemeentelijke stallingen of in één van de 4 POP-up stallingen in de Utrechtse binnenstad gezet.

Categories: News

A new bridge for walking and cycling in Utrecht

BicycleDutch - 2 January, 2017 - 23:01
Utrecht can be proud of yet another fine new piece of infrastructure for walking and cycling. The “Moreelsebrug” was opened on 16 December last. The slender 295-metre-long bridge is a … Continue reading →
Categories: Views

Goodbye 2016, Hello 2017…

Road Danger Reduction Forum - 31 December, 2016 - 21:30

For us the highlight of 2016 – and indeed for a longer period – is the policing of close passing of cyclists by West Midlands police , to be followed by similar policing by Camden MPS, and our award recognising this work. While, in itself, the enforcement exercise of “Give Space: Be Safe” won’t make a difference for the average cyclist in the UK, it is noteworthy for a number of reasons.  As we say in the post, this policing recognises:

(a)  The fundamental difference in the effects on others of errant behaviour  by drivers on the one hand and cyclists on the other, and accordingly focusing on the driver misbehaviour.

(b)  That behaviour which is intimidatory and deters potential cyclists from cycling – in this case close passing/overtaking – is worth addressing even if it is not just linked to causation of Killed and Seriously Injured casualties.

In other words, both approaches take a “harm-reduction” – or as we would say, danger reduction – approach. The award event at the House of Lords was packed out by campaigners, transport professionals and police officers. Cycling UK have referred to “Give Space: Be Safe” as “the best cyclist safety initiative by any police force, ever”

What is “road danger reduction”?

Elsewhere we note an increasing use of the phrase “road danger reduction”. There is a Road Danger Reduction Manger at City of London, as well as the RDR Officer at LB Lambeth. However, sometimes the phrase is used in ways which are not the same as intended when RDRF was set up. We will be in contact with those claiming to support RDR offering support and hoping for them to sign up to the Road Danger Reduction Charter.

As with “sustainable transport policy”  many supposed adherents do not , in fact, support what it says on the tin. We will point out to them where they differ from what we advocate – but ultimately there will be difficulties in us policing what is meant by “road danger reduction”. To assist clarity, watch out for further definitions of “road danger reduction” from us – the founders of the phrase – in 2017

Some good things…

We, and our supporters, are still here! Sometimes seen as solipsistic – just talking to ourselves – the world of Twitter and this website can be limited. But it gives us a chance for the like-minded to support each other. In particular, we would single out @beztweets and beyondthekerb.org.uk  for informative reading. (A favourite for me is how crashes caused by motorists seem to be reported without any driver agency apparent – but not so with crashes involving cyclists)

…but mostly

The bottom line is that we still have a government committed to increasing car dependence with road building for more motor traffic. Car use has become cheaper and the sustainable modes, particularly cycling, languish compared to many similar countries in (northern) Europe.

Above all, we still have the dead hand of the “road safety” establishment. As regular readers know, we have pointed out in great detail how we think it has been part of the problem of danger on the road: failing to address danger at source, exacerbating much bad driving through accommodating it by vehicle and highway design, and victim-blaming users of the less dangerous modes. The fact that this is on often practiced with the best of intentions doesn’t excuse it, indeed makes it less acceptable.

So here’s a thought to take into 2017:

 

If it TAKES one life…

At the end of December in the UK we have had two high profile crashes occurring in foggy conditions: the A40 crash on 28th killing one person, and a coach overturning on 30th. Of course, we don’t know the exact chain of events leading to these incidents, and it is quite possible that sudden changes in conditions may have it difficult for even the most careful driver to avoid crashing. Nevertheless, it is commonly accepted that collisions in such foggy conditions often occur because drivers drive too fast for the conditions.

In short, they have not obeyed the most basic rule: “Never drive in such a way that you cannot stop in visible distance”.

A Thames Valley Police collision investigator takes notes by damaged vehicles on the A40 near Witney, Oxfordshire, after a woman died following a pile-up which involved around 20 vehicles. (Sky News)

Our take on this is that one of the reasons why this kind of rule infraction happens is precisely because of efforts of the “road safety” establishment. We are relentlessly bombarded with the “road safety” industry’s attempts to get the potential victims of drivers to “be seen” (for a recent example see this post , otherwise the posts over the years under “Conspicuity”). Highway engineers have spent generations increasing sight lines: in general, the mood has often been to accommodate not watching out for potential hazards.

Popular culture takes the lead from this shifting of responsibility away from the driver. Consider how The Times twitter feed reported the coach incident, at 1.20 pm on December 30th: “17 people are left injured after thick fog caused a coach to overturn” (my emphasis). Fortunately plenty of twitter followers were keen to point out that the agency of the driver has been missed out and effectively excused, even if responsible.

We will continue to p0int out  this, and other examples of “road safety” being part of the problem as we believe it is necessary if we are going to have a civilised approach to danger on the road.

So here’s a thought: often, when we complain about the victim-blaming, non-evidence based approach of campaigns such as those to get pedestrians to wear hi-viz, we hear the phrase “if it saves only one life, it will have been worth it”. In fact, the “road safety” industry likes to claim exaggerated) large numbers for its interventions, but let’s consider the sentiment.

The fact is that in the road danger reduction movement we think that shifting responsibility away from drivers contributes to road danger. Exactly how the effect works through is difficult to tell – changes in culture and behaviour across societies are subtle and intangible – but definite nevertheless. So our retort, based on assessment that danger may have been exacerbated is: “if it takes only one life, it should have been opposed”.

We continue our work into 2017. Thanks to our supporters, and we renew our commitment to assisting those trying to tackle danger on the road at source.

 

 


Categories: Views

2016 in Review

Copenhagenize - 31 December, 2016 - 15:50


Here on the cusp of a new year, Copenhagenize Design Company looks back on our activities in 2016. All of our offices have been busy and we are, in retrospect, thrilled and humbled by the past 12 months.
Our offices in Copenhagen and France - the latter being the HQ for all our work in French speaking countries - have experienced an unprecedented level of work for client cities. Our new office in Barcelona is gearing up and our most recent new office, in Montreal, hit the ground running.
Here is a summary of our work in 2016.
Bicycle Planning and Coaching
Planning and coaching for client cities is, of course, still our primary focus and core competence at Copenhagenize Design Company. It is also in this area that we are experiencing an exponential growth in our client base.
City of Almetyevsk, Tatarstan, Russia



Starting with the City of Almetyevsk is obvious for us. It is simply the most exciting project we are involved in - and wilder than our wildest dreams. We were hired by the city after an email exchange back in October 2015, to develop a bicycle infrastructure network and strategy for this city of 150,000. We were no stranger to the task but we didn’t quite realise what kind of visionary client had hired us at the time.
Ayrat Khayrullin is the young, ambitious mayor who acknowledged the importance of a holistic bicycle strategy that values Best Practice, world-class facilities, constructive communication strategies and above all, dedicated cycle tracks. From the get-go, Khayrullin expressed one clear goal: to transform Almetyevsk into the most bicycle friendly city in Russia, one where he would feel confident sending his young year-old son off to school by bike.
In our preliminary meetings with the city, we quickly agreed on the process and the goals. 200 km of bicycle infrastructure in a cohesive network of Best Practice infrastructure. Nothing less. At our meetings in the city in Fall 2015, we were told that they wanted to get to work on construction in Spring 2016.
We developed a vision for a not-so-distant future Almetyevsk: “A place where the young and old, rich and poor, can cycle alongside one another on a safe and connected network of best practice bicycle infrastructure.” Some more quantifiable goals will help in guiding this vision forward into the future.
Construction on the project began in late May, 2016, coinciding with Russia’s annual bicycle parade day and a ribbon cutting ceremony, celebrating the first 50 km of Best Practice, separated bicycle infrastructure in a cohesive network.
Read more about the Almetyevsk project here.
City of Long Beach, California


With a large bicycle sculpture mounted on the side of their City Hall, the City of Long Beach has quite literally seized the title of “America’s most bicycle friendly city”. This year they’ve continued to champion the bicycle as a legitimate mode of transportation by bringing Copenhagenize Design Co. on board with two separate projects. The first has us advising the City not only on collecting new data on the who, where, why and hows of cycling in Long Beach, but ensuring the newfound data will be presented to the public in an accessible and informative manner. We’ve also been working with Long Beach’s endlessly impressive Department of Public Works, coaching them through more difficult infrastructure solutions from a bicycle user’s perspective.
The bicycle urbanism future in Long Beach is as bright as the sun that shines down on it.
City of Detroit


In the American city synonymous with the automotive industry, the bicycle is returning to the urban landscape. In a big way. Copenhagenize Design Co. has been brought onboard to develop a network strategy for Detroit’s greater downtown. Connecting the downtown core with surrounding universities, hospitals, cultural destinations and surrounding neighbourhoods, the project aims to introduce a network of protected, connected bicycle infrastructure. Accompanying the infrastructure plan will be public education campaigns presents cycling in a normative, accessible, and affirmative tone.
We are thrilled by the energy and drive coming out of the planning department and City Hall about remodelling Detroit into a city of the future.
City of Paris - Bike Share


The City of Paris has plans to upgrade and expand their much lauded bike share programme, Velib, farther into the Greater Paris area. Paris was one of the first major cities to launch a large-scale bike-share scheme in 2007. Almost 10 years later, the contract with the bike share provider had to be renewed and the City of Paris hired the French consulting firm Inddigo and Copenhagenize Design Co. to assist in defining the future of the scheme and the expansion into the suburbs of Greater Paris. Copenhagenize brought our focus on user-friendliness and an international benchmark of qualitative bike share programmes to the table. We presented new services and technology that have been developed to meet users’ expectations.
City of Paris – Cycling Superhighway

All the cool kids are thinking about bicycle superhighways as a transport solution and Paris is no exception. Copenhagenize Design Co. was hired by the City of Paris to provide a study on the current cycling climate and the upcoming plans for a network of protected cycle tracks throughout the city. Copenhagenize profiled cyclists and analysed seven intersections with our Desire Line Analysis Tool in order to provide the city with a comprehensive understanding of cycling conditions before turning the main boulevards into a network of safe infrastructure for bicycle users. In addition, we provided them with a range of international best practices to manage intersections that will allow the city to upgrade the current cycling climate in the city.
City of Bordeaux

The City of Bordeaux employed Copenhagenize Design Co. to organise workshops, an inspirational keynote and a study trip to Copenhagen - The City of Cyclists.
Before setting up an action plan for improving cycling conditions of their territory, Bordeaux Métropole asked us to provide advice and inspiration based on the Danish bicycle urbanism model. After attending a keynote in Bordeaux and participating in a study trip to Copenhagen, the politicians unanimously voted for an ambitious Cycling Strategy for the next four years in order to make cycling a comfortable and competitive means of transportation in the Greater Bordeaux area. Moreover, Bordeaux Métropole is working on developing bicycle-friendly areas which will be used to set up a new standard of both qualitative infrastructure and services for cyclists.
City of Strasbourg


Copenhagenize Design Co. and our partner, Inddigo, were hired by Strasbourg Eurométropole to advise the local authority on all topics related to cycling for the next four years. It’s exciting for us to work in a city where political will to develop cycling infrastructure has been consistent for many years. In 2016, this partnership started by the creation of a visual identity and a new wayfinding for the well-structured cycling superhighway network, VéloStras, running through the whole metropolitan area. We look forward to the next four years of work with Strasbourg.
City of Amsterdam
After working with the City of Amsterdam on Desire Line Analyses, we were tasked with designing urban solutions and ideas for how the city could inspire local cyclists and provide them with facilities that would both make them feel welcome and benefit safety.
Keynotes and Presentations

Regarding keynotes and presentations, we continued where we left off in inspiring cities and local stakeholder about the possibilities of taking the bicycle seriously as transport once again. Our CEO, Mikael Colville-Andersen, continues to do his renowned keynotes around the world, as he has done for the past eight years. Now, with our growing team in our international offices, we are reaching out to a broader range of audiences and sharing our experience, expertise and core philosophies. Between Mikael, James Thoem (Copenhagen), Clotilde Imbert (Brussels), Jordi & Marie Elisa (Barcelona) and Michael Wexler (Montreal) we have spoken at conferences in, among other cities, Berlin, Rome, Graz, Oslo, Salt Lake City, Barcelona, Denver, Cairo, Vancouver, Montreal, Bordeaux and Moscow.
Delegations and Study Tours

It’s one thing telling the story to audiences around the world. It’s quite another hosting delegations right here in Copenhagen. It is inspiring for us to be able to show Copenhagen for what it is, cycling around with groups from all over the world. There is no shortage of study groups and delegations making the journey to Copenhagen and Copenhagenize Design Co. is a primary choice for foreign engineers, planners, policymakers and student groups looking to decode the Danish bicycle urbanism model. In 2016 we hosted delegations from eight countries, with a total of over 250 participants.
The Master Class by Copenhagenize

Again this year we cast ourselves headlong into the Master Class fray in June. Twenty participants from four continents were selected to attend our three day, total immersion Master Class in the City of Cyclists. Sharing concepts, thoughts, and ideas with such an amazing group of participants remains one of our educational highlights year after year.
Exhibitions

This year saw an increase in the number of exhibitions that featured our work. - Bikeology Cycling Exhibition, Museum of Applied Arts, in Budapest, Hungary.- Bike To The Future, Design Museum Ghent, in Belgium.- Mutations Urbaines: la ville est à nous!, Cité des sciences & de l’industrie in Paris, France.
After such an inspiring year, all the crew at Copenhagenize Design Co. around the world are looking forward to 2017. Thanks to all our clients for making 2016 so brilliant. Copenhagenize the planet. And have a lovely day.
Categories: Views

Tien procent fietsen verwijderd na overtreding zeswekenregel

Fietsberaad - 28 December, 2016 - 10:06

In 2016 hebben is in Amsterdam de zeswekenregel ingevoerd in een aantal gebieden en zijn ongebruikte fietsen en fietswrakken opgeruimd. Eén op de tien fietsen is afgevoerd. 

Categories: News

Na Arnhem-Nijmegen gaat Velo-city naar Dublin

Fietsberaad - 28 December, 2016 - 00:00

Van 13-16 juni 2017 vindt het congres Velo-city plaats in Arnhem-Nijmegen. Maar nu al is bekend gemaakt dat de volgende editie (2019) in Dublin zal zijn.

Categories: News

Bestuursakkoord fietsparkeren met veel goede voornemens

Fietsberaad - 23 December, 2016 - 10:18

Het ministerie van IenM, NS, ProRail, VNG, IPO, Vervoerregio’s, Fietsersbond, FMN, ANWB en Rover hebben een bestuursovereenkomst ondertekend die ertoe moet leiden dat de fietsparkeerproblemen bij stations gezamenlijk worden aangepakt.

Categories: News

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