A view from the cycle path: Discover public transport

Monday, 3 August 2009

Discover public transport

We recently had this leaflet through our door. It offers the opportunity to "discover public transport", by giving each member of the family a one day pass to the local bus network.

The leaflet also points out that folding bikes are allowed on the buses for free as hand luggage.

Being able to take a bike on the bus is a very useful option. I prefer to cycle, but I've done this three times already this year to get to Groningen for work when it's raining too much for the 60 km round trip by bike.

3 comments:

Frits Burghardt said...: You did notice that this bus is parked on an exclusive bike lane in front of the museum, far from any bus route? It makes a good photo but gives a very bad example. My first impulse was to point this stupidity out to the OV Bureau but then thought better of it.; 3 August 2009 at 01:45
David Hembrow said...: Hi Frits, I didn't know if anyone reading the blog would know Assen well enough to spot that !

I suspect the bus was added digitally, as it would be difficult to get into that position.

I guess they were trying to show that you can use a bus to get to (or at least near) the centre of the city, and they picked one of the most pretty and well known buildings to put the bus against.

I featured cycle parking at one of the bus stops in the city a while back. It might have made more sense if they'd taken the photo there, but I guess it wouldn't look so nice.

The reason I use the bike so much more often than the bus is because it is quicker and more convenient - even over a longer distance. It takes really bad weather to make me ride the bus.; 3 August 2009 at 07:41
Frits Burghardt said...: Difficult to get into that position? Oh no, as the front door is the only place for the museum to get goods in and out, the cycle path is often blocked by really big vans. And visiting VIPs also need to get in and out of their cars right at the door. This is a spot where I need to tell off drivers at least once a week. I'm so curious to find out what the effect will be when Brink and Brinkstraat will be added to the pedestrian area. And Kloosterstraat for that matter, although I don't see how they would solve the access to Torenlaan then.

As for my personal transport in Assen - I walk, have car nor bike. It takes a bit longer, but I get there eventually. The walk to "our" dentist takes 20 minutes - I do read your blog.; 3 August 2009 at 11:33

Posts sorted by subject

The positive stuff
Three types of safety - As well as preventing injuries and death, high quality cycling infrastructure addresses both subjective safety and social safety which are of vital importance in encouraging people to cycle.
A second revolution took place on Dutch streets in the late 20th century, transforming streets which were just as clogged by cars as those of other nations.
Pedestrians are well catered for in the Netherlands and pedestrianized shopping streets are common. Usually they allow cycling for access.
Dutch Safety Figures - Cyclists in the Netherlands are the safest in the world, but it has little if anything to do with "safety in numbers".
Sustainable safety - the principles which have lead to Dutch roads, streets and cycle-paths being safe.
A million per hour - The scale of cycling in the Netherlands is enormous. Dutch people make more cycle journeys each day than the entire English speaking world put together.
Campaigning - a collection of posts about how to campaign for more cycling. Primarily campaigning should be for children to be able to cycle. These links include reference to "Stop the child murder", a successful campaign from the 1970s.
What Works - examples of policy, infrastructure and campaigning which have made a different in the Netherlands.
Superhighways - "Cycling superhighways" are not a new idea in the Netherlands
Cycle Paths - Well designed cycle paths benefit all cyclists, regardless of experience or speed
Segregation without cycle paths - you don't always need a cycle path to keep cyclists safe from motorists
Unravelling of routes is vitally important
History - how the Netherlands got to where it is now. See especially "Stop the child murder"
Before and After - views of places before and after they have been transformed for cycling
Directness - examples of prioritising cycling
Traffic Lights - examples of how cyclists can be prioritised and kept safe at traffic light junctions. Note that it's almost always possible to turn right on a red light when cycling in the Netherlands.
Roundabouts - roundabouts in the Netherlands have one very important feature to learn from: They keep cyclists away from motor vehicles. This is far more important than the differences in geometry vs. roundabouts in other countries.
Exceptional infrastructure is always nice to see, but remember that a dense network of mundane routes is far more important to boost cycling modal share
Gritting of cycle paths - dealing with snow and ice.
Children - It may seem hackneyed, but children really are the future. If they can't cycle safely then where will future adult cyclists come from ? This is why children should be the primary focus of campaigners. Note also that according to UNICEF, Dutch children are the happiest in the world.
School travel - Everyone knows that Dutch children cycle to school, but it's a surprise to many people that school trips are also usually by bike.
Cycle Parking - including our favourite design of stand.
Cycle Parking at railway stations, see in particular Groningen and Assen as each have multiple posts showing how the cycle parking has grown over time.
Health effects of cycling
Road Works - It's important that cyclists are thought of when there are road works. If the environment becomes hostile for cyclists then they may stop cycling and never start again.
Commuting - Commuting cyclists are interesting, but they're not the only people who should ride bikes.
Anatomy of a reliable everyday bicycle - the common features of bikes used by nearly every person every day in the Netherlands.
Speed - Some people have the idea that Dutch cyclists are slow. This isn't true. It is just that in the Netherlands, everyone cycles, including the slow people. Fast cyclists are as fast as anywhere. These posts show people who ride faster than average, using the same infrastructure as those who ride slower.

The less positive stuff
What not to do if you want a cycling "revolution" - Long list of interventions and policies which are not helpful.
Copy the best examples from the Netherlands - a short list summarising the above. Important to copy the best examples, not just anything "Dutch". Bear in mind that the Netherlands is not perfect.
Shared Space - this much hyped idea simply does not work well. It disenfranchises the vulnerable and claims of safety are exaggerated. Don't confuse the concept with far more successful nearly car free streets.
Shared Use Paths designed to be used by pedestrians and cyclists together. These rarely work well because the two user groups are too different and it leads to conflicts. They are not built in the Netherlands (but cycle access to pedestrianized zones is good).
Strict (or presumed) liability - If you think this is an important part of why people cycle in the Netherlands then it is probably not what you think it is.
Helmets - one of several ways of scaremongering about the supposed dangers of what is actually a very safe means of transport

Myths about cycling

Long list of myths and Excuses - Various reasons that many people, even existing cyclists, give for why the cycling rate is low in their country, including:
  "our streets are too narrow"
  "it's too expensive"
  "our population is too spread out"
  "we have hills
  "our distances are too great"
  "it took decades in the Netherlands"
  "it's because of the price of gas"
  "it's the weather"
  "Cycle-paths cause indirect journeys"
  "Cycle-paths make people slow"
Cycling is "booming" in Britain - a claim we hear remarkably frequently, but it'll take a lot more than the action taken now before it will be true.
The Truth about Copenhagen - Pretty pictures and nice branding are all very well, but facts are important too. Denmark has no explanation of why the cycling modal share is falling in Copenhagen. The Netherlands has avoided this problem and sets a much better example of how to achieve a high cycling rate.
The Truth about Cambridge - Cambridge in the UK has made claims of being a true cycling city. The city does have the highest cycling rate in the English speaking world, but there are special reasons for its high cycling rate which cannot be copied elsewhere. Most people don't talk about this. I do.
London Superhighways - Unfortunately, London seems to be having trouble coming to grips with the idea of prioritizing cyclists.
Boris Bikes - London's bike share scheme, just like others worldwide, lacks the capacity to make any real change, and makes up for it with hype.