As part of ongoing efforts to address crime, cities and neighborhood councils across the country and around the world have turned to the principles of an approach known as crime prevention through environmental design (CPTED). The CPTED approach puts a fair amount of emphasis into designing and constructing buildings and places in such a way that allows them to directly use the form of the built environment to deter crime and boost social safety. Similar to the urbanism measure of “eyes on the street” (which indeed can be considered a form of CPTED) that looks to provide lots of opportunity for people to observe an area, CPTED expands on it with measures aimed at many other areas of the built environment, from bathroom entrances to walls around houses to public spaces. Many people understand the basic goal of CPTED, as evidenced by its support in many corners.
However, while it’s generally accepted that design can influence crime in society in general, many people continue to insist that when it comes to traffic crimes, people should be able to self-police and if they can’t, that law enforcement should target them. (Though automatic enforcement that would catch all lawbreakers, not just people from certain segments of society, is frequently strongly opposed.) As a result, road design and construction in this country for the better part of a century has resulted in what amounts to the antithesis of CPTED on our streets. While we don’t usually build buildings without locks and just expect people to not pay unauthorized visits, that’s exactly how we design roads. Places that should be quiet streets are often roads are built features like wide lanes, paved shoulders, and clear zones intent on enabling fast travel with minimal damage when things go wrong, even in areas where slow speeds are desired. Then we act surprised when people travel fast through those areas.
The cruel irony is that many of the practices were ostensibly driven by a desire to increase safety, not undermine it. Open road practices and designs made their way down to the local street level, where wide lanes, shoulders, and clear zones have decimated many neighborhoods. But while these features work to keep traffic moving safely on highways through the countryside, they haven’t brought the same safety to communities because unsurprisingly, designs meant to keep traffic moving along at 70 MPH don’t work so well on thoroughfares where people live, work, and play. The resulting environment continues to encourage drivers to tool along at as near to that highway speed as possible. Meanwhile, in communities all over the country, the people who have to deal with the fallout continue to ask for traffic calming measures to slow speeding drivers and deter traffic from cutting through what should be quiet streets.
While many more communities are now talking about the connection between street design and road user behavior, there has not been a lot of movement toward viewing it as a form of CEPTD, which might be helpful in gaining broader community support for more controversial treatments. That could be because too much traffic crime is viewed as inevitable or an individual problem that affects other people and if they would just follow the rules, things would be fine. That argument is frequently mentioned, but viewing the street design as a CEPTD issue helps connect the dots to realize that these aren’t just “accidents”, they are very much related to the design of the environment. This shift in thinking will save thousands of lives, so hastening that transition will mean that it happens not a moment too soon. Let’s all help make it a reality.
This past Saturday, visitors to the San Bernardino Transit Center (SBTC) were treated to a tunes, a cold drink, and a place to rest between buses as Omnitrans held a party to celebrate the first year of operations of the SBTC. As local all-girl band Alive in the Lights rocked out under a cloudless sky, members of the community participated in a chalk art contest in the plaza in front of the SBTC. Artists were competing for a $250 grand prize and they brought their A-game with many great designs. As they drew, they were entertained by antics provided by the SANBAG See Tracks, Think Train campaign mascot out spreading the word of practicing safety around tracks.
A little over year ago, on August 24, 2015, that dignitaries and curious onlookers stopped by the soon-to-be-completed SBTC in the eponymous city to celebrate the grand opening of the new transfer and customer service facility. The anticipation turned to excitement on September 8, when the SBTC officially opened to the public. Envisioned by Omnitrans since the 1980s, the Transit Center replaces the transfer hub that had floated around the 4th St. area of downtown San Bernardino for decades.
It brings together almost all of their East Valley service into one central location, providing connections to the sbX Green Line, MARTA Off the Mountain service, VVTA BV Link, (as of today) Pass Transit Commuter Link 120, Metrolink by the end of next year via the under constructionDowntown Passenger Rail Project, and the Redlands Passenger Rail Project which is projected to be open by 2021. However, the coordination to ensure those connections are available and make sense did delay the completion of the TC, which was originally supposed to open before or at least in conjunction with sbX. At some point in the distant future, CA high-speed rail may also arrive at the site, which would truly awaken the city.
The facility has a staffed customer service desk and 24/7 security to maintain peace and order. Omnitrans has thus far received largely positive reviews of the facility from the riders, many of whom really appreciate the fact that there is an indoor waiting area, public bathrooms, and connections all in one place. The lobby isn’t a grand hall, but it’s design is functional and elegant and provides travelers a much-needed respite from the elements, especially those who are waiting for connections to Omni’s services that run at only an hourly frequency.
However, not everyone is completely happy with the TC. In addition to the usual complaints about the use of tax dollars for public transit, several people have expressed concern about the lack of parking provided at the site. This is certainly an interesting argument because, realistically speaking, there are few instances where Omnitrans’ local service provides a travel time that is superior to that of driving and most of them are not really in the areas around downtown San Bernardino. As such, it doesn’t seem very likely that many people would drive to park and take the bus, something which is already borne out by the parking lots that Omnitrans built for the sbX Green Line that are 99% empty 99% of the time. Building another lot at the TC for bus passengers doesn’t seem necessary and Omnitrans was right to not do so.
Not doing so also meant that they have space that is available for development on the site that will be easier to convert to that use from an empty lot than it would be from a designated parking lot. However, since the TC is also going to connect to Metrolink, parking will be provided in conjunction with the completion of that portion of the project. Additionally, 10-minute drop-off parking is available on Rialto Ave. at the front of the TC. Furthermore, there are literally dozens of acres of surface lots available within a two block radius of the site that could be tapped with some sort of agreement to provide parking for the TC if it’s truly necessary, including over 13 acres directly adjacent the TC at the San Manuel Stadium.
While parking for cars at the TC isn’t plentiful, there is a decent amount of bike parking strewn around the site, albeit of mixed utility. The good part about it is that it is of an inverted U shape and square, but unfortunately, the racks themselves were installed far too close together, rending them partially useless. In addition to the bike parking, the TC is also host to the San Bernardino Bike Hubitat co-op shop. Since opening in May, the Hubitat has helped hundreds of Omni patrons continue rolling.
In the next few years, the SBTC should see an increase in use as more transit connections come online. However, most of the ultimate success for the Center rests squarely on the shoulders of the City. As they look to exit bankruptcy, they have the opportunity to really become a regional powerhouse and world-class city with smart investments and leadership. The coming transit connections provide an extremely advantageous starting point, but they still need to really take the reigns and look forward to the future. Hopefully, that realization happens soon and we can look forward to many more anniversary celebrations.
Over the last year or so, the construction phase of this project has been ongoing, with changes slowly manifesting themselves all through San Bernardino’s Lytle Creek neighborhood. By far, the biggest changes are of the transportation right-of-ways. The DSBDPRP is double-tracking the entire loop from the Short Way Subdivision, through the BNSF San Bernardino yard past the Santa Fe Depot, then onto [what remains of] the Redlands District to just past G St., where it splits to provide a third track at the Transit Center and otherwise rejoins the existing double-track segment. The double-tracking will allow trains to freely flow from the Transit Center to the yard that is located about two route miles away in Colton.
In addition to the double-track, two grade crossings are being closed by the project: 3rd St. at the tracks and I St. south of the tracks (the intersection with Rialto from the north remains as a right in/out). The closures aren’t completely bad as especially with I St., it provides a great opportunity for a modernization project on an otherwise chronically overbuilt street. However, it appears that they closures will also cut the neighborhood access off, so that is a bit of a loss to the community.
The Santa Fe Depot itself is also seeing some upgrades. The project is rebuilding the passenger boarding experience to be run-through to allow all trains to be able to continue on to the Transit Center. This includes an overpass of the tracks. But there have been other changes to the outside. Most significantly, the area in front has been altered to more parking away from directly in front of the building to showcase the entrance and really give a more stately look to the building. A nice walkway now leads directly to the front door and a crossover from the Colton Crossing has been embedded in the concrete directly in front of the building. There is also a pad and stop for the Amtrak Thruway bus service that makes daily stops at the station.
Finally, farther west, work has begun on the full extent of the double-tracking. Just north of Rialto Ave., workers have been putting together the switch that will provide the start of the double-track segment that goes through to the Transit Center. Additionally, fencing has been installed at the end of King St. to seal the corridor and keep people off the tracks. While the IEOC Line is the only scheduled Metrolink service to use the Shortway Sub, it is also the connection to the yard, so nearly 50 trains per day will pass through the area to reach the yard in Colton.
Ideally, there will be no major snafus as the year winds down and soon after we ring in the new year, we can begin to take advantaged of one of the most important transit connections in the Inland Empire. Already three years behind, it can’t open a moment too soon. In tandem with the coming Redlands Rail, mobility options in the East Valley are really set to be substantially improved. Hopefully, the cities in the region will be willing and able to properly manage the opportunity that they’re being handed.
The clock is now ticking after San Bernardino Associated Governments (SANBAG) finally released the Draft Environmental Impact Report for the proposed I-10 HOV/HOT lanes this past Monday, April 25. With the comment period closing June 8, interested parties have just a little over a month to review and weigh in on several gigabytes worth of information. SANBAG really should’ve taken the proactive step and opened up for a 60-day comment period, but that ship is likely sailed. In either case, there will be a more in-depth review of the proposed projects at a later date, but it’s important to get the word out about the comment period.
A quick glance through the Executive Summary shows a project steeped in the height car-centric planning and design that has led to a region consistently ranked as highly sprawled and that is completely out-of-line with state goals and the economy of the 21st Century. Though the No Build is provided by way of comparison, the report focuses on the two build alternatives: extending the existing HOV lane from Haven Ave. in Ontario to Ford St. in Redlands or constructing HOT lanes from the LA/SBD county line through to Yucaipa. Those options come with a price tag of around $660mn or $1.7bn respectively, but either figure is almost certain to increase after more involved design and construction activities are undertaken.
Those price tags might ultimately be this project’s undoing. Although San Bernardino County’s Measure I allocates funding specifically for a HOV lane on I-10, it will likely not be anywhere near enough to cover the full cost of that alternative. Additionally, as the State continues to cut funding from transportation projects due to the volatility with gas tax income (which is set to enter free fall soon) as well as an increasing focus on moving the transportation paradigm away from its car-centric focus, it seems increasingly unlikely that SANBAG would be able to procure many State funds for a project so diametrically at odds with the State’s goals. Perhaps they will be able to get more luck out of the Feds, but even the USDOT has realized that we can’t build roads indefinitely.
This Draft EIR also provides some insight into recent reports that SCAG* is frantically fighting to delay the implementation of SB 743, which will replace LOS with VMT as a significant impact under CEQA, and is another prime example how other agencies are hampering Caltrans’ efforts to modernize. SCAG’s Transportation Committee is chaired by a representative from Ontario (by way of SANBAG), a city right at the literal crossroads of this project and a similar proposal for I-15 and where a sprawling new community of over 46,000 homes is currently under construction. The Executive Summary casually mentions that the two build options are forecast to result in a 3% (HOV) or 10% (HOT) increase in VMT, something which the forthcoming CEQA thresholds would certainly consider a rather significant impact in need of mitigation since they aim to set a threshold of significance at 15% below baseline. Needless to say, SANBAG and its member jurisdictions are not interested in being told that they need to reign in the parade of building more freeways and overbuilt stroads that dice up the region, even as they struggle to maintain what already exists.
Of course, a project this large has not gone ahead completely unnoticed. While the HOV option was expressly included in the Measure I extension that was passed way back in 2004 with around 80% support, the HOT option was not. Not surprisingly, SANBAG is seeking to get more bang for the buck by leveraging that money with private investment to build and operate the HOT option. However, the prospect of including tolls has piqued the interest of the Tea Party in the area, who have continued to turn out in force to protest this “Agenda 21 plan to force us out of our cars”. Considering that SANBAG and its member jurisdictions continue to build and widen roads with reckless abandon [PDF], that claim couldn’t be further from the truth. At the same time, they are attracting some public interest against the project, which may ultimately prove to be a blessing in disguise if it delays or stops the project.
As mentioned above, a far more in-depth (and boring) look at the project will be undertaken at some point in the future. But for now, it’s imperative that everyone head over to the project website, http://www.1015projects.com, access the Draft EIR documents, and comment on it. Though considering the size and magnitude of the document and project, it would be nice if SANBAG would extend the comment period, that doesn’t seem likely, so look and comment early. Comments can be sent to the following address:
Aaron Burton, Branch Chief, Caltrans District 8
Attn: I-10 CP Draft EIR/EIS Comment Period
464 W. 4th Street
San Bernardino, CA 9240
*Though SANBAG is large enough to be an MPO itself, the regional MPO is SCAG.
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).
The latest post from BicycleDutch isn’t even about bikes and transit, it’s about biking in the rain. But the location where it was filmed in Utrecht provides the opportunity to also get another good look at an exceptional solution to a common issue frequently raised about separated bikeways: what to do around a transit stop.
The preferred approach is to use floating transit stops that allow bicyclists to pass by without coming into conflict with buses (or trains) and only minimal interaction with passengers. Floating stops can even be used with conventional bike lanes as they remain a great way to address the problem of buses and bikes. Yet, the minute details continue to evade many planners and engineers, resulting in facilities that can be dramatically bad.
As can be seen in BicycleDutch’s video, there is a bus stop directly adjacent the bikeway. Yet, despite this being one of the busiest locations for bus activity along Potterstraat, transit users do not present a problem to the bicyclists at all. As they exit the bus, they are on a relatively wide island that is lined with a barrier, ensuring that the interaction between users occurs at as few a points as possible. While most Dutch transit stop bypasses aren’t quite that wide nor do they include a barrier, the concept is still carried forward.
But perhaps the most important part of the design is how the bikeway passes the stop. In the one featured in the video, it is a straight line with no deviation at all. That is preferred, but likely not always practical. In the absence of that opportunity, everything should be done to make the curve as smooth as possible and it should be designed for a realistic biking speed (i.e. 20+ MPH). When done right, riding around a stop is a pleasant experience that is barely noticeable.
In tandem with protected intersections, transit stop bypasses are a great way to build a protected bikeway network. Since both infrastructure elements can work with traditional bike lanes, they offer a great way to tackle the biggest problems of a separated bikeway first, then fill in the remaining gaps as money becomes available. The biggest challenge is getting the minute details right, so planners and engineers should travel to and ride both the best and worst examples to get a real feel of how to build them properly.
Yesterday, the SANBAG board of directors approved a motion directing staff to begin searching for a firm to complete an environmental document and 30% design for a chronically needed double-tracking of Metrolink’s San Bernardino Line. This comes after it zoomed through the agency’s Commuter Rail & Transit Committee last month. The proposed segment of double track will be a pivotal piece of infrastructure that will allow Metrolink to better serve and grow the corridor with the highest ridership.
The biggest improvement will undoubtedly be the ability to ease congestion and decrease some of the delays that are a surreal problem on the line nearly every single day. The proposed segment will add about three miles to an existing siding of just under two miles, creating one of the longest sections of double track along the line. The project will also mean the addition of a second platform (and likely pedestrian underpass) at the Rialto station, which will hopefully be long enough to serve Metrolink’s new eight-car trainset being used on the San Bernardino Line.
If done right, the improvements could greatly benefit not just Metrolink users, but the city of Rialto too. Currently, there are several vacant properties that are located next to the Rialto station which provide a perfect opportunity for smart TOD that can integrate developments into the station via the proposed pedestrian underpass (or overpass if that’s the final decision) and dozens more within a kilometer. The newly expanded parking lot at the station can also be leveraged to meet parking requirements for developments, reducing the “need” to build more parking in an area that is not exactly constrained. Furthermore, AB 744 can also be invoked as a last resort for any developments that include affordable housing components.
The double tracking project will also provide the perfect opportunity to perform several necessary safety enhancements. The biggest is likely the ability to upgrade up to eight grade crossings to be quiet zones, a very welcome and necessary move that would provide relief to the surrounding communities that are currently subject to hearing more than 1000 horn blasts a day. Additionally, quiet zone improvements can form one part of efforts to decrease unauthorized access to the rail corridor that currently sees frequent use as a walkway by the community at large, including children heading to/from school.
The SANBAG staff report included with the item [PDF, p. 97] mentions that this project came out of a joint study with LA Metro [PDF] that looked at the most cost-effective strategies to improve San Bernardino Line service (which should’ve just been titled “what should we double track first?”). The report also mentions that LA Metro is moving forward with a similar proposal for environmental and preliminary engineering for double-tracking Lone Hill to CP White in LA County and makes the case for waiting on both studies to be complete before seeking grant funding for both in tandem. That may ultimately not be the best idea, especially if one study gets delayed or contested, as the improvements are needed immediately.
No timeline was presented at the meeting, but the Countywide Transportation Plan projects that it will be at least another decade [PDF, p. 128] before the project is complete, up to four years after projects to widen the two adjacent freeways, I-10 and I-210, are completed. That’s absurd. Building three miles of track next to an existing track in an active rail right-of-way that has room to fit five tracks shouldn’t take ten years to accomplish. With Metrolink continuing to bleed ridership, that amount of delay to complete the first of several needed double-tracking projects is rather unacceptable, especially in light of AB32 targets for 2020 and with funding available from Cap & Trade for rail projects. It is imperative that anything that can be done to speed the process along be undertaken.
To be fair, the Metrolink San Bernardino Line Infrastructure Improvement Study did present and recommend that an accelerated timeline and funding schedule funding schedule be used, which it appears that SANBAG is attempting to pursue by completing the study in tandem with LA Metro. If those recommendations can be followed, it would be very encouraging for both Metrolink riders and the region as a whole, especially as VMT-based CEQA standards come into the picture.
The City of Montclair is betting big on their transit center (dubbed the “Montclair Transcenter”). Located in the northern part of the city, it features a stop on Metrolink’s San Bernardino Line (now including the daily “express”), a hub for several Foothill Transit and Omnitrans routes (including the Silver Streak and Route 290), one of Caltrans’ biggest park-and-ride lots (Excel spreadsheet), and will in the future be a stop on the extended Gold Line. Additionally, the Pacific-Electric Trail dips right down to within a block of the station at this point. Still surrounded by relatively empty land, it isn’t an understatement to say that it presents the perfect opportunity and support to build exemplary transit-oriented development that caters well to those who are or want to be car-lite or even car-free.
The Arrow Station development under construction is one of the ongoing stabs at TOD in the area surrounding the station. But thus far, the prognosis on the transit-oriented part is not good at all. Though the North Montclair Downtown Specific Plan calls for creating an entryway to the city from the station by way of extending the current pedestrian underpass that exists at the station, the land where it would open up is still occupied by a warehouse. Unfortunately, no provision has been made to provide an interim connection between the development and the station until that entrance is built.
Intermission for pictures.
Signage at the corner of Monte Vista and Richton welcomes visitors to the Montclair Transcenter.
The Monte Vista underpass lacks a sidewalk on its east side and with a wall to within inches of the roadway, literally forces pedestrians away from mixing with 45 MPH traffic.
At the intersection of Richton Ave, it is also evident that using the east side of Monte Vista as a pedestrian is discouraged.
Though it would perhaps be a tight squeeze, there is space between the adjacent properties and the existing ADA ramp at the Montclair Transcenter to insert a temporary walkway to Arrow Station.
The planned pedestrian grand entryway to Montclair has yet to materialize.
The first of two crosswalks that someone heading to the Montclair Transcenter from Arrow Station would encounter.
The second crosswalk that someone has to cross to reach the Transcenter by foot.
Despite being adjacent the tracks that are in clear view, it takes nearly ten minutes for someone on foot to reach these platforms from the homes right next to them.
The Arrow Station development already includes roadway to the corner of the property that is closest the existing facilities on the station property.
Looking at the location of the yet-to-be-constructed pedestrian grand entryway to Montclair from under the tracks.
The result is that although the homes in Arrow Station are less than 75 feet from the tracks and residents can see the platforms from their windows, bad planning forces them to make a trip of over 1/3 of a mile to actually reach the station. To add insult to injury, even though Arrow Station and the Transcenter are both on the east side of Monte Vista Avenue, that 1/3 mile trip requires passing through two traffic signals because there is no sidewalk on the east side of Monte Vista through the underpass.
Predictably, neither set of homes under construction (in two adjacent communities: The District and The Walk) makes any mention of the development’s proximity to the Transcenter as an amenity on their website because for all practical purposes, it might as well not exist. (Though to be fair, it doesn’t make mention of proximity to freeways either. Or really anything at all.) However, Zillow comes through and does state that the homes are within “walking distance” of Metrolink.
It’s probably too soon to be able to gather any meaningful data on transportation usage from the community under construction. Perhaps some people might actually brave the odds and make their way to the Transcenter anyway. However, fixing the connectivity problem is a surefire way to make choosing transit an easy and intuitive choice for the residents from Day One. (It would also help sell homes by providing a greater pool of potential buyers.) A temporary easement, a ribbon of concrete, and some lights are all that it takes. What’s lacking is the forethought to include them.
Last time I rolled around Utrecht, I looked at how one might travel from the Kanaleneiland neighborhood to De Uithof and the Utrecht University Medical Center area. On that trip, it became apparent that making that a journey by bike would likely be faster than transit and for a motivated or e-bike rider, just about as fast as driving. That should make it obvious as to why Utrecht scores high on the list of bike-friendly cities: there is no penalty for riding.
This time around, I’m going to take a look at another possible and common trip option in The Netherlands: from the rail station to home. Around 40% of the users of the Dutch railways get to or from the train station by bike, which has resulted in the world-famous bike parking garages. But the excellent bike infrastructure extends well beyond the station, which provides great mobility to the entire region.
Utrecht is growing and one place where that is occurring is the new area under development called Leidsche Rijn. Located around four miles to the west of the historic city, it already has three train stations, with one being the western endpoint of the Route 28 BRT line. But, although the trip detailed here is almost unnecessary, the excellent bike infrastructure means that it is a time-competitive and comfortable option for people. Furthermore, the city is investing lots of money into improvements that will make this trip even better [Dutch], including a new bridge over the Amsterdam-Rijnkanaal, to encourage people to bike for this journey.
After exiting the garage, we’re in the actual Jaarbeursplein. Out front is a taxi stand, some bus stops (now removed), a passenger drop off, as well as the light rail line to IJsselstein/Nieuwegein. Not only does the line transport residents to and from the city, it also provides access to the Westraven park & ride lot that provides visitors a place to park while they visit the city center. A fee of €5 provides a daily parking pass AND free ticket to ride into the city via public transit for up to five people.
1:25 – Westplein
The road in Jaarbeursplein is also named Jaarbeursplein and is mostly for accessing the buildings around the square. People can also use it for dropping passengers off, but dead-ends for motorists by Westplein. However, it does continue straight through for bicyclists, I just never actually needed to go that exact route, so I didn’t have video of that small segment, hence the fade.
The point where the video fades in is the filtered permeability that makes this a through route for bicyclists, but not motorists. Going right at that point would lead to a underpass of the station and to the city center. However, the path to the outer neighborhoods is straight ahead.
Here, the bikeway crosses over Westplein, which includes the Fietsenstalling Westplein Zuid facility in its central median. (It should be noted that the tramway used to go this direction and connect on the other side of the station, something which can still be seen on Google Maps. The median is where the tracks were.) As it is a bit of a walk away from the trains, this parking is more for the community and visitors than commuters. It’s also part of the P-Route system.
After crossing Westplein, I turn left onto a bidirectional bikeway that parallels Westplein, which is nominally the Overlandroute. I never actually measured it, but it looked (and felt) to be around the same width as the bikeway on Beneluxlaan, which was nearly 12 feet wide. A few hundred feet along, we arrive at stoplight at the intersection of what is really a whole bunch of streets; the whole area is a mess. The street to the right enters into a residential area, so traffic volumes aren’t extremely high. Additionally, bicyclists at this location looking to turn right into that street can do so without stopping at the light.
2:15 – Overlandroute/Leidseweg
After the light and crossing Damstraat, the bikeway continues as a bidirectional facility that goes straight ahead while the road curves away. Due to the proximity to so many uses, there is definitely probability for pedestrians, so a sidewalk is provided next to the bikeway. However, the bikeway itself is only about 75 meters long. It merely forms a connection, not the main route.
The bikeway ends into Leidseweg, which is directly parallel one of the canals. Although not officially signed as a fietsstraat, my experience with it at several different times led to noticing at least a 2-3:1 ratio of bikes to motorists using it. No doubt, this is partly because Leidseweg is part of a 30 KPH zone and is one-way for motorists. For bikes, that means that those heading out of the city are going contraflow. However, that’s not at all a problem since it’s a residential area and traffic is kept even lower with the one-way street network.
Additionally, the entire street is paved in bricks, which certainly is able to keep unnecessary motorists away, but definitely impacts ride quality for bicyclists too. Streets like Leidseweg are what make the balloon tires found on so many Dutch bikes a desirable feature. Although the canal side of the street is a bit smoother, it’s still brick and isn’t the best ride around. Coming from the smooth connecting path, it’s definitely a bit jarring.
About two thirds of the way down Leidseweg is the first of several intersections and bridges along the route. The intersecting streets are Koningsbergerstraat/Jan Pieterszoon Coenstraat. Generally, there is no priority in a 30 KPH zone, but since Leidseweg is the main bikeway, it has priority here and in a bit of a rarity on Dutch streets, cross traffic has a stop sign. Also, the Jan Pieterszoon Coenstraat bridge is one-way only for motorists, so they can only turn left onto Leidseweg. One can continue past this intersection almost without realizing that it’s there.
A couple hundred more feet is the Abel Tasmanstraat/Muntkade intersection. While the previous one is a little offset, the one with Abel Tasmanstraat and Muntkade is better described as adjacent T-intersections. Additionally, both roads allow two-way traffic, as does the bridge. As a result, this intersection is definitely busier. However, Leidseweg still has priority through here too.
4:30 – Muntbrug/Leidseweg
Immediately past Muntkade is the Muntbrug [note: currently undergoing renovations] which spans the Merwedekanaal. The bridge, which is closed to motor vehicles, is almost certainly a big part of what keeps the level of motor traffic on Leidseweg down.
Just over the bridge, the route intersects with the Kanaalweg Fietsroute. That bikeway runs north-south through the entire city of Utrecht, sometimes as a bidirectional separated bikeway, sometimes as a fietsstraat. It contains only one level crossing of a major street throughout the entire journey. Anyone who lived along it could use this route to get between the train station or even city center while passing through no more than five traffic signals the entire way and likely never facing a stop sign either. That creates a pleasant, non-stop cycling experience.
Muntbrug is located immediately adjacent the intersection with Kanaalweg.
Looking south on Kanaalweg from Leidseweg. This short segment of the bike route is a shared street to allow access to houses just out of frame to the right; the cycletrack begins at the blue sign.
Muntbrug and surroundings. The building on the right is the munt (mint) itself.
Looking north on Kanaalweg from Leidseweg.
A forest of directional signs at the intersection of Kanaalweg and Leidseweg provide bicyclists with guidance to destinations around the Utrecht region.
After the intersection, Leidseweg continues and is once again a 30 KPH zone. It’s two-way for about a hundred feet, then reverts back to the one-way configuration (as well as the brick pavers). This is also a residential area and the profile and usage is similar to the other side of the canal, with parking on one side, motor vehicles allowed one-way, and bidirectional for bicyclists. At the intersection with Bartoklaan/Mozartlaan, Leidseweg again has priority,
though this street (one street, two names) doesn’t have stop signs. Additionally, the direction of the one-way reverses at the intersection and is thus in the direction of travel away from the city. (The change in direction also means that the smoother brick pavers are gone too.)
The final segment of Leidseweg is again two-way for motor traffic. However, the opposing one-way streets keep motor traffic volumes low which makes routes pleasant for biking while still maintaining the ability for motor vehicles to access them.
6:50 – Kennedylaan
After nearly a mile, we arrive at another traffic signal at the intersection of Pijperlaan. The light is only red for about 15 seconds before we’re again on our way. Here, Leidseweg ends for motor vehicles, but bicyclists can continue straight ahead on a short connector that makes this the continuous route for bicyclists. The bikeway passes some buildings, then crosses Kennedylaan with priority. The intersection includes prolific markings to that effect as well as a raised table and a mirror. Adjacent Kennedylaan, the route is a bidirectional separated bikeway parallel to the roadway that branches off after about 600 feet to connect with the bridge over the Amsterdam-Rijnkanaal and rejoin the road that branched away after Damstraat. While parallel to Kennedylaan, the bikeway is nearly 12 feet wide. That expands to 13 feet on the path up to the Meernbrug, where the bikeway rejoins the route for motor traffic that was crossed at Westplein.
The view looking east at the point where the bikeway crosses Kennedylaan. The intersection is a raised table that makes bikeway priority clear.
A mirror at the intersection of Kennedylaan and the bikeway ensures that motorists are able to see bikes approaching behind what is otherwise a blind corner.
The path as it descends to Kennedylaan from Meernbrug.
The width of the bikeway as it leaves Kennedylaan to rejoin the Meernbrug.
The width of the bikeway as it parallels Kennedylaan.
Riding east on the bikeway adjacent Kennedylaan pad. It appears that perhaps at one time, Kennedylaan was wider and the bikeway was added later by cutting the street in half.
The Meernbrug [Dutch] carries Dominee Martin Luther Kinglaan over the Amsterdam-Rijnkanaal. That road provides a rather straight shot into the city center directly from the A2 motorway. The bridge also has a path hanging off the side that is admittedly, not the most enticing of facilities. It’s open to the wind and cold and some parts need surface maintenance. However, it does provide a connection across the canal and a supplementary connection [Dutch] is in the works, due to open soon. The path that leads away from Meernbrug on the other side of the canal, Dominee Abernathylaan, is of top quality. I never measured it, but it appears and feels to be at least 12 feet wide and includes a sidewalk. It curves around, following the contours created by the freeway ramps, then splits. Going the intended route means following the fork to the right and going back down.
11:15 – Rijksstraatweg
Turning left onto (what quickly becomes) Rijksstraatweg, I passed under several structures. The first is a bridge that carries the bikeway that continues straight, the next two are the twin Leidsche Rijn tunnels [Dutch] that carry the A2 motorway past Utrecht. Similar to other newer tunnels around the country, the underside of the bridge/tunnels includes an art installation of colored lights to help maintain social safety. The route under the tunnels is closed to motor traffic, which makes this end of Rijksstraatweg to be virtually car-free.
After exiting from under the tunnel bridges, there’s a small bridge that connects to the bikeway that parallels the A2/Stadsbaan Leidsche Rijn into Leidsche Rijn it. The same exact destination can be reached via that route as well, though with a few more turns. Once in the open, Rijksstraatweg also becomes a fietsstraat as motor vehicles are allowed to drive here to access the homes along this segment. But since the Leidsche Rijn tunnels still block access, there is no reason for motorists to continue farther than the homes. The result is that bike heavily outnumber cars, making the road is a de facto bikeway, which is the intent of a fietsstraat.
12:50 – Zandweg
Not far down the road, the fietsstraat moves to the other side of the canal. The street it continues on, Zandweg, forms the bulk of a fietsstraat that stretches all the way to the city limits of Utrecht. At six kilometers long, it’s the longest in the country (and probably the world). Motorists can drive on the entire length of Zandweg, but there are segments of opposing one-way which mean that Zandweg can never be used as a through route or effective shortcut to anywhere. (In case anyone has ever wondered whether Dutch brick streets are just stamped concrete, observe the piles of brick beside the sidewalk beginning about 18:30.)
Design features such as a low bridge, raised table intersections, and speed humps keep speeds down throughout the length. Following established fietsstraat tradition, it also is assigned priority over most intersecting streets, even in instances where it appears to possibly not be the best idea. There is one crossing at Europaweg where the bikeway yields, but there are generally breaks in traffic that allow someone to cross, which is what happens as I approach.
The majority of use along Zandweg is residential, though there are also some businesses interspersed throughout. Thus, although there are motor vehicles present, bikes still outnumber cars along the route as most through motor traffic uses Rijksstraatweg on the other side of the canal. Along the way, there are around three times as many bridges to allow non-motorized users to cross the canal as there are for motor vehicles. Those all help to make it a viable route for bikes, but not so much for cars.
22:55 – Busbaan Vleuterweide/Utrechtse Heuvelrug
At length, I arrived at one of several entrances to the Vleuterweide [Dutch] community of the Leidsche Rijn development. This particular entrance one is solely for buses and non-motorized users. The bikeway and busway form the only direct route through the center of the development to the Vleuten station on the other side and allows for those two modes to have transit times across that are perhaps too swift [Dutch]. All other motorists seeking to cross must go around the perimeter on what forms a rough ring road.
About two blocks down, I arrived at fifth stoplight of the entire journey. It turned soon, though perhaps not as quickly as it could’ve given the lack of conflicting traffic. Going ahead, I continued on what I now realize is a road for construction access only–the communities are very much still under construction. Nevertheless, it caused no real problems as there was no traffic anyway. The official path to the left side was not particularly appealing either, being another 30 KPH zone paved in brick. The short stretch on the construction road inadvertently avoided that segment.
The construction road leads to a staple of Dutch bikeway planning: a short segment of separated bikeway through an intersection. This is the intersection of the busway and the ring road as well as a road that provides access to motor vehicles the the inner part of the community, including all the shops as well as the denser development. However, as stated before, it does not provide a direct path through for motorists. They must take the long way around. However, the roads are used as bike infrastructure and the bike route alternates between 30 KPH zones and bidirectional separated bikeways through this area, depending on the situation. The route is continuous, though not necessarily with priority at every junction, as can be seen in the video.
29:35 – Stroomrugbaan
This is the location of the ring road on the other side of the main Vleuterweide development. This particular intersection has proven to be quite problematic, with several serious collisions, including one death, having occurred in its short time of existence. As a result, changes are in the works [Dutch], including an integration of the busway into the adjoining roadway between Stroomrugbaan and the Vleuten station entrance.
After passing through the ninth and final stoplight of the six mile trip, a left and quick right bring me to Inktzwamsingel. This road is another 30 KPH zone, being only intended to serve as an access to the homes there. With no connection to the busway or intersection, there is no motor traffic there that doesn’t belong. The road curves around the building and at the next corner, there is a temporary sidewalk that leads directly to the Vleuten train station. Even though the construction and final form aren’t even finished, a route is provided so that people do not feel the “need” to drive and thus develop that habit.
31:10 – Vleuten Station
The end of the journey is the end of the line. At the Vleuten station, there is a park & ride lot for people who drive to the trains or buses, but it can only be reached from the Vleuterweide side. Though there isn’t a full-fledged bike parking facility like Jaarbeursplein, there are hundreds of bike racks, both covered and uncovered, available for those who bike to the station and were generally pretty well used.
32:30 – Professor Titus Brandsmalaan (Vleuten)
After passing the station, I took one of the underpasses of the railway into the village of Vleuten itself. Vleuten used to be its own municipality, but merged with others over the years until finally getting absorbed into Utrecht in 2001. The underpass I take is only open to nonmotorized users. After the underpass, I turn onto Professor Titus Brandsmalaan that parallels the railway through the southern side of the village. As can be seen, there are quite a few cars parked, not sure if those are all for Vleuten residents or also includes people who have driven in to access the train and parked there. At John F. Kennedylaan, there’s another underpass of the railway that is open to motor vehicles, but only buses are allowed to continue through in its entirety. Private vehicles can only drop people off at the station. The final underpass as the video ends is at Odenveltlaan, and it also is only open to nonmotorized users.
In other words, all three underpasses directly between Vleuten and Vleuterweide are closed to private motor traffic. Someone wishing to drive to the shops or activities in Vleuterweide is directed onto roads that skirt around the development that are nearly a mile apart. The result is that journey times for bike, driving, and to some extent, bus are all about equal. There is little
Also, since people don’t live at the train station, the ride to their home would almost certainly end earlier, perhaps in one of the homes off of Kennedylaan, Zandweg, or near the entrance of Vleuterweide. That would bring the bike trip to a little over 20 minutes, which is again almost as fast as driving. When combined with the overall pleasant trip experience, there is little to gain by driving. That’s what we should be aspiring to in our cities as well: a comfortable biking experience that is competitive with driving for people of all ages and abilities.
Update: Some minor editing and notes about infrastructural changes that have happened in the eight months between shooting the video and this blog post.
A couple months ago, I had the opportunity to spend some time in the Utrecht area of The Netherlands. While there, I was able to spend a lot of time seeing not just the big-ticket items that tourists see, but was also able to see things more from the perspective of a local. One of the things that I endeavored to do was get a clearer view of what commuting around a Dutch city by bike would be like.
The video below shows one such commute from the Kanaleneiland neighborhood to De Uithof Science Park and University Medical Center. The route can also be seen on Google here, but a distinguishing characteristic of bikes in the Dutch transport puzzle is that there are many other options. Such is the case here and while this route was one that was straight-forward, many other options exist, some of which are potentially shorter.
The trip begins at the place where I was staying in the Kanaleneiland neighborhood of Utrecht. It is right down the street from the eponymous Kanaleneiland Winkelcentrum (“mall”), which also includes two apartment and office towers above it. The actual street where the residence is located is pedestrianized, though it theoretically can be used as a through route by motorists too. One end is at another street, the other is in a parking lot. However, it was only on rare occasions where someone did drive in and then it was usually just to get to the garages located behind the houses.
The front door opened onto this street and directly across it is a community center and an elementary school. In this part of town, it’s safe enough to leave bikes outside overnight by themselves. As such, the front porch was also the parking area for the bikes. The wheel lock was all that was necessary to secure the bike and still find it again the next day.
After getting on the bike and going up the street, one comes to the intersection with the street for motor traffic, Eisenhowerlaan. This street can best be viewed as a yield street as it is only 20 feet wide and allows parking on one side.
Nevertheless, it is a two-way street and though parking was usually full, traffic could negotiate past each other and make it down the street. The intersection itself is a raised intersection, which further works to keep motorists speeds down. (So effective that it was not uncommon to see people use the adjacent parking lot as a detour around the street itself.) Also off Eisenhowerlaan is a driveway to the garage and courtyard of the residences, which is where the riding in the video begins. Needless to say, Eisenhowerlaan has no actual bicycle facilities, bicyclists just take part in traffic.
Eisenhowerlaan then leads to Bernadottelaan. Bernadottelaan is a bit wider than Eisenhowerlaan, but the intersection of the two is also a raised intersection. However, Bernadottelaan is one of the main entrances to the community, so it does get more traffic than Eisenhowerlaan, including delivery trucks bringing goods to the stores at the Winkelcentrum. Still, there are no bicycle facilities on Bernadottelaan itself as it is part of the 30 KPH zone (as is Eisenhowerlaan).
Bernadottelaan is the gateway to the community, so the bicycle infrastructure begins at the intersection where Bernadottelaan meets Beneluxlaan, a major thoroughfare in Utrecht (that changes names at least eight times). The intersection is signalized for motorists and only allows right turns in/out due to a light rail line down the middle of Beneluxlaan. However, bicyclists leaving the community can avoid the stop lights and just enter the separated bikeway, which has a side entrance off Bernadottelaan. They and pedestrians can also cross Beneluxlaan, meaning that it’s potentially easier for residents “on the other side of the tracks” to bike or walk to the Winkelcentrum than to drive.
From there, one joins the bikeway on Beneluxlaan, a 12-foot wide bidirectional facility that runs on both sides of the street. It includes signals at the major intersections, but driveways and some minor side roads are just raised crossings designed to allow bicyclists to continue on interrupted while slowing down motorists for the turns, made possible by the raised design of the bikeway.
01:56 – Kol. Wilheminalaan
The first major intersection is a rotary where Beneluxlaan meets Kol. Wilheminalaan, which is where the path will be turning left. Although everyone has a signal, left turns are not made appreciably longer because there are bidirectional bikeways around the outside of the rotary. In the video, I take advantage of that when I arrive as the light turning yellow and continue through across Beneluxlaan and the tracks. (Note that since the bikeway on both sides of Beneluxlaan is bidirectional, crossing the street and tracks at the Bernadottelaan intersection and reaching this point is totally doable as well. However, in practice, it was usually faster to continue to the rotary and cross one of the arms of the roundabout.)
After crossing Beneluxlaan, a short bikeway provides a connection to a 30 KPH frontage road of Kol. Wilheminalaan. This outer street is about the same width as Eisenhowerlaan and both bicyclists and motorists are allowed to use it in either direction. About three blocks down, a pinch point with bicyclist bypasses at the intersection with Van Bijnkershoeklaan is the gateway to the community and allows only one motor vehicle to pass through at a time. However, the access road continues through this intersection with priority over the intersecting road, which itself is the entrance from the main Kol. Wilheminalaan.
After crossing Van Bijnkershoeklaan, it appears that the access road was once a through route for motorists, but two islands have been used to close it off for about half a block except to bikes and mopeds (saw marks can be seen in the asphalt). As such, is officially designated as a mandatory bikeway, but it’s in actuality just a closed road. This forces to go the long way around to enter/exit the community and also provides good continuity of the bikeway. After the blocked portion, the access road is a yield street again with similar features and profile to before.
The yield street continues for a couple blocks, then ones comes to a roundabout. This one is just at two-lane roundabout with priority for bicyclists. For those who’ve been paying attention, that means that the traveler is now on the “wrong side” of Kol. Wilheminalaan. However, the bikeway around the roundabout is bidirectional, so it doesn’t matter. But from here on, the bikeway is only one-way, so here we cross Kol. Wilheminalaan to the right side of the street. (In practice, a lot of people would ride the wrong way and some would even start out the right way but cross over on the bridge itself.)
04:35 – Balijebrug/Balijelaan
After crossing to the correct side of Kol. Wilheminalaan, the bikeway and road rise to the height of the Balijebrug over one of the arms of the Kromme Rijn that runs through Utrecht. The bridge also passes over the Kanalweg bikeway that runs adjacent the canal through the entire length of the city that offers a stop-free way to transit past the city and can be reached from the location.
The bridge consists of a lane in each direction for motor traffic, an inbound bus-only lane, buffered bike lanes, and sidewalks. At this point, the name changes from Kol. Wilheminalaan to Balijelaan. After the bridge, raised the bike lanes transition back into raised 12-foot wide separated bikeways, which are more generous than the ones on the western approach, not least of which being because they’re paved instead of tiled. At the bottom of the bridge, these transition away from the main road back to access roads again. As this is another residential area, these access roads are one-way (except for bikes) 30 KPH zones in the direction of travel.
After about a block, there’s a raised intersection with a side street and all motorists must join the main road. At this point, the access road becomes parking-protected raised bidirectional bikeway for about a block. It continues through the intersection with Rijnlaan, where after a little over a mile of travel, we find the second traffic signal of the journey. In the video, it happens to be green by Utrecht standards when passed and everything turns out better than expected.
This bikeway then continues on for a block to the T-intersection with Croeselaan that includes a left-turn pocket. Croeselaan is the most direct roue to Utrecht Centraal from this area, so there is an elevated number of people waiting to cross here in the mornings. Of course, those going straight don’t have to wait at the light at all. Right before the signals is the intersection with Croesestraat. Croesestraat is another residential 30 KPH zone, so the intersection consists of a raised table with priority for the bikeway.
5:45 – Vondellaan
After passing the T-intersection, the road changes names again. The bikeway is at this point again a raised parking-protected separated bikeway. In the video, there are some markings on the ground that suggest that the bikeway used to be a bidirectional facility, but it appears to no longer be one. Still, several people who apparently haven’t received that memo can be seen salmoning along. There’s also a driveway for a parking garage for the building to the right midway down the block. After continuing around the corner, another left turn pocket and signal for bikes is reached, which happens to be red.
The stop for me lasted 65 seconds, but based on the number of bikes already in queue when I arrived, it was likely red for much longer. The long red light times were highlighted by a dramatic approach taken by the Dutch police in Utrecht last year, where they set up after a set of three lights in succession and ticketed cyclists who ran them. That led to dramatic pictures around the web and worked well with a demonstration against long reds in Utrecht.
Of course, as can be seen in the video, many people take matters into their own pedals and ignore red lights when the way is clear. The presence of many tire marks through the planter convey the same message.
After getting the green, we cross over the Kruisvaart and under the railway. The light on the other side of the tracks really wasn’t quite clear if it was red only for lefts or for all bicyclists. Taking the liberal of the two options, I continued on Bleekstraat. Here, the bike infrastructure is comprised of an “advisory” (dashed) bicycle lane. It’s a suggested area for bicyclists, but not legally required. However, there’s little point in not riding in it since after about a block, it transitions back into a separated bikeway to bypass another T-intersection (though bikes can also go right there to access that neighborhood).
At this point, Bleekstraat technically ends and the street that continues is Catherijnsingel. The bike infrastructure also transitions to a mandatory bike lane, though it’s still possible to pass others. This continues as the road curves for a little over a block. After the intersection with Westkade, the bike lane transitions back into a bidirectional raised separated bikeay on the bridge over the Vaartsche Rijn and the road also changes names to Ledif Erf. The bikeway passes a square and another left turn pocket. Following that leads over the canal to the old city center, virtually all of which is a 30 KPH zone (and all paved in brick). However, the path forward lies ahead.
09:15 – Alternatives
There are two other ways to reach that location on Ledig Erf from the light on Vondellaan which in my experience, also tended to be a little quicker. The first as seen in the video involves crossing at the Bleekstraat light then making use of the bidirectional separated facility on the other side of the street to continue straight on Vondellaan. After about a block, there’s an intersection and a bridge over the Vaartsche Rijn. One can also reach that point by going straight past the first light (for lefts) on Vondellaan to the intersection than making a “Copenhagen left” to reach the point on the bridge. (There’s also another crossing just past the bridge that is unsignalized that can be used if the immediate left is red.)
After crossing the bridge, a left turn is made onto a bikeway underpass of the railroad concurrent with the Vaartsche Rijn. This connects to Oosterkade, another 30 KPH zone. It has parking on both sides (including locking bike parklets) and is two-way for about three blocks, but the last block is a one-way street for motorists in the direction opposite the direction of travel. That forms the connection to the point of departure from Ledig Erf. Although there is one side street along the way as well, it is a dead end.
The second option starts out largely the same. The choice of either side of Vondellaan remains, the difference is that the left turn is made prior to crossing the bridge over the Vaartsche Rijn. At the Juftaseweg intersection, the eastern arm is a new street, Westerkade. This also passes via the same underpass as Oosterkade mentioned above and the Vaartsche Rijn.
At this location, the Utrecht Vaartsche Rijn [Dutch] rail station, part of the ambitious Uithoflijn, was under construction. With tram service planned every four minutes (and probably also “stop train” aka local service, though not quite as frequent) to Utrecht Centraal, I’d expect that a lot of bicycle traffic that currently uses Croeselaan and Catherijnsingel to get to Utrecht Centraal to start their train trips here instead once it opens. ProRail has considered that and included a bicycle parking garage as part of the station, with room for several hundred bikes. No car parking is provided, but drop off is possible on the Westerkade side, which is a one-way street except for bikes.
After exiting from the underpass, Westerkade is still a one-way street, but in the opposing direction. Except for bikes. It continues up to Catherijnsingel and meets it right before the bridge over the Vaartsche Rijn when the separated bikeway starts again. While there is a traffic light there, signage indicates that bicyclists are allowed to make the right on red, which I do. Continuing on, we’re now on the same corner around Ledig Erf again.
Although they’re both largely paved of brick, those two options tended to be far more popular connections than the first one. There were also noticeably more parents with children on these routes, which can be seen in the video. Nevertheless, none of them ever really felt crowded, even during rush hour. The plethora of options means that everyone has an optimal path for a direct line, so not many people have to detour to get to a good bikeway [PDF], which keeps them from getting crowded.
13:15 – Tolsteegsingel/Abstederdijk/Venuslaan
Continuing around the corner from Ledig Erf, the name of the street changes names thrice within as many football fields worth of space. The corner from Ledig Erf (which is technically going straight on) is a right turn that has awkward positioning and can be a little unbalancing. (But the city has apparently tackled the problem since I’ve been gone and greatly improved the corner, with more changes in the works.) This is also the narrowest point of the journey, caused by the unsavory geometry of pushing a road through the area where two canals meet. However, as usual, bicyclist can bypass this stoplight as well.
After passing that intersection, the bikeway consists of a one-way path directly adjacent the Kromme Rijn. The main road however curves away from the it to allow space to make an intersection, so those on the bikeway are able to pass the intersection unaffected. (Note that a separated bikeway also continues up to the intersection itself adjacent the road for those who need to access the intersection.) However, the pavement quality under there is atrocious, hopefully Utrecht plans to fix it soon. After the intersection, the road is now four-lane when it rejoins the bikeway. This configuration continues on for several hundred yards. During the time, the road curves around and passes under another rail line.
15:00 – Rubenslaan/Stadionlaan/Herculesplein
At the intersection, the road once again changes names and the infrastructure takes on a new form as well. After passing through the light, there is a short bidirectional bikeway that connects to a one-way (except for bikes) access road that runs the length of the block. This road provides access to all side streets and driveways off of Rubenslaan. There are also a couple parking spaces located along its length. The entrances and exit from this access road all consist of speed tables. At the end of block, motorists must again exit and it transitions back into a separated bikeway for the intersection. This is repeated in the next two blocks as well.
After the third block, the road has changed names again and is now called Stadionlaan. Another bidirectional bikeway takes bicyclists through the intersection, into a parking lot, then into a separated bikeway again that passes under the Waterlinieweg, an inner ring road that goes partway around Utrecht. We now arrive at another light, where the wait is 70 seconds before being able to proceed. Also not ideal, but definitely not the worst light I’ve ever been through either. This leads to another short bidirectional separated bikeay that connects to a parking lot. And a name change.
We’re now on Herculesplein which provides bike connectivity directly adjacent to Herculeslaan. This is a one-way parking lot that allows contraflow cycling. It connects to another bidirectional separated bikeway that goes past the front of the stadium. About a block up the street, we arrive at another intersection. The main road turns, so the three arms meet at about a 120 degree angle. Not quite a T-intersection, but definitely not a roundabout either. Whatever it is, there are bidirectional bikeways around the entire thing. This is also where the path turns left.
20:10 – Weg tot de Wetenschap
This is the road that leads directly to the final destination at the UMC. This is also the route of the Uitoflijn. Buses are currently in use (one can be seen in the video), but some work has also already been done for the conversion to a tram, including the designation of various facilities. As a result, a 16-foot wide strip of new asphalt now forms bidirectional bikeway that runs the entire length of Weg tot de Wetenschap from Herculeslaan to the campus. Along the route, there are only two stoplights before reaching campus, both of which are usually green. The midway point at Platolaan is a major bike route between the city center and De Uitof, so a right turn pocket is included there as well. The route also passes under the A27 motorway right on the outskirts of campus.
23:30 – De Uithof
Upon arrival onto the campus of De Uithof science park itself, the bikeway continues on straight with its 16-foot width for a bit, though at some point it narrows to 15 feet. However, motorists must go elsewhere as the road to the left is the Uithoflijn and thus only for transit vehicles (buses at the moment, trams within the next three years). They both continue all the way through the center of the campus. Several bikeways also connect throughout the length of the campus to various other campus destinations and dorms.
After passing through the campus center, the bikeway crosses one of the access roads for motorists on a bikeway that is 27-feet wide, making it the widest official bikeway in The Netherlands. (This was chosen in lieu of using a right turn pocket at the location for the large volume of bikes crossing over here.) The end of the video is the approach to the UMC, though not actually reaching the front doors. Going straight ahead would bring one to De Uithof Park & Ride, which provides remote parking for regional travelers to reach the city center. Farther still along the road, one would arrive at the cities of De Bilt, Bilthoven, and other points north.
This video is a very typical scene while biking around most every major Dutch city. The infrastructure really doesn’t hold anyone up. Total riding time was about 21 minutes, well short of Google’s estimate of 30 minutes and almost identical to the time for driving(and on a city bike at that, where I certainly wasn’t setting any speed records). Nothing was staged or cherry-picked, I just chose the most straightforward route (that I knew) to take. Both the good and the bad can be seen. But what can also be seen is how many people are enabled by the good bikeways. Separated bikeways can take on many different forms, many of which are able to serve more people than just bicyclists and while they may not have a use everywhere, their importance as part of a menu of solutions for bringing better bikeways to all cannot be overstated.