Below you can find some of the finest examples and practices Dutch cycling has to offer. With this selection from both Dutch and non-Dutch cases, we want to inspire and provide you with insights, background and learnings of famous and perhaps less-famous examples. Besides motivating you, we want to offer some perspectives that may help you in taking first steps in implementing similar examples in your locality.
The cities of Arnhem and Nijmegen (both approximately 180.000 inhabitants) are about 18 kilometres apart and growing towards each other. This creates a large pressure on the public space and infrastructure in the area. To give commuters and other travellers an alternative to travel between the two cities, a cycling highway was proposed.
With more than 65.000 students studying in Utrecht, proper infrastructure to move around between the university, student housing and public transport hubs is crucial. The municipality of Utrecht decided that the existing infrastructure had to become more attractive, safer and faster
The Sarphatistraat in Amsterdam proved to be a popular route for cyclists. However, the space on this route did not allow for the current large groups of cyclists, nor allow for growth. There was no space to create separate bicycle infrastructure or widen the existing (narrow) bike lanes.
In cycling cities like Amsterdam, there is a need for more road space for cyclists. Especially at intersections, where cyclists have to wait for a red traffic light, it can become very crowded. However, two measures can be combined to create more capacity and flow at a junction without redesigning it completely.
Prior to 2013, cyclists had to give way to (motorised) traffic on the Wipstrikkerallee, a busy access road. As a result, cyclists were inconvenienced by long waits that impeded their travel times. Giving cyclists priority and introducing traffic lights did not fully address or solve this issue.
The crossing Plesmanweg-Nieuwe Parklaan in Scheveningen used to be one large chunk of asphalt. Cyclists had to take two crossings if they wanted to take a left turn and the bicycle facilities were poorly marked. Another reason for intervention was the outdated traffic signalling system which needed to be replaced.
Over 45% of everyone who travels by train arrives at the station by bike. In some cities, this number even rises up to 50% or 60%. Therefore, it is important that there is a safe place to park those bikes and to keep the train stations clear and accessible.
Bicycle use still has large potential for growing, especially in urban areas. Another step forward would be to increase the number of people who cycle to the train, tram, or bus, especially since public transport is increasingly diminishing in rural areas. In order to achieve this further growth, a national approach needs to be developed.