A common complaint and critique of separated bikeways is that “competent” bicyclists can travel at the speed of traffic in the roadway and would be “held up” on bike-specific infrastructure and therefore bikeways shouldn’t be built at all. Though that reality has been repeatedly shown to be inaccurate on well-designed facilities, the belief is still carried forward and trumpeted that bikeways restrict the speed of riders.
However, as cities across the country and globe increasingly realize that there is no way to ever build their way out of congestion, they’re instead turning to other mechanisms and methods of dealing with the growth that is occurring. As priorities change, complete streets policies are being enacted that reallocate the space of existing roads for all modes as well as dictate how new roads should be constructed to make the best use of space to move people, not just cars.
What happens when such a change occurs? Overtoom in Amsterdam (pictured below) gives us a good example. One of the main routes heading into and out of the city, it has space for all users. The exact profile differs based on location, but very generally is arranged with buses/trams/taxis in the central lanes, one lane per direction for general traffic, parking for cars and bikes, separated bikeways, and of course, sidewalks. The result is a thoroughfare that has the capacity to move far more people than the number actually moved on typical arterial that scars many cities, but just as long as they’re not trying to drive alone in a car.
The following two videos show how the street looks and works in real life.
This one is composed of several snippets of how the street functions over the course of the evening rush hour. At times of high congestion, the bikeway is absolutely faster than the general travel lanes, even for those who are not riding particularly fast at all.
This second video shows the entirety of the street as it heads out of town. The location where the first video was filmed is to the right at 0:16, in the shop with the yellow awning. At over four minutes to go just over a mile, the speed of transit for the corridor by car is slower than many people can comfortably bike, even though this doesn’t appear to be filmed during rush hour per se.
As cities grow and become more congested, bikes will continue to be looked as as a way provide an alternative to driving. Though not typically well-understood by many, bikes actually do offer competitive travel times to driving a car, even with infrastructure that people like to assume mandates slow biking. That’s a view that simply isn’t supported by the evidence, especially the prevalence of scooters using Dutch bikeways (often illegally).