A view from the cycle path: Maintaining the cycle-paths of Drenthe

Monday, 9 April 2012

Maintaining the cycle-paths of Drenthe

Our local TV news reports that two special vehicles are being driven over the cycle-paths and minor roads of Drenthe this month. This is part of a €100000 project to map bumps, tree root damage and cracks so that they can be fixed over 3000 km of cycle-path and mostly car free roads in the province.

Two lasers mounted on the back of the car analyze the surface to assess comfort for cyclists and lead to better maintenance in future.

Drenthe wants to keep its title of "cycling province number one", and there is always more to do. Last year, €3 million was allocated for maintenance of cycle-paths. Those responsible for tourism see investment in cycle-paths as an investment in the province itself, and part of what brings a billion euros per year due to tourism.

Conditions for cycling keep on getting better in the Netherlands.

To book a holiday in the "cycling province number one" of the Netherlands, see our holidays website.

The Dutch have a saying, "Meten is weten" - measuring is knowing. i.e. Unless you measure something you don't actually know it. Measuring problems in this way is necessary not because the cycle-paths are bad, but in order to keep them to a very good standard. Cycling policy in the Netherlands relies on accurate measurements being made of all aspects of cycling (also of the numbers of bikes).

7 comments:

Slow Factory said...: How do they fix root damage? I would only imagine by elevating/increasing the thickness of that section. Or do the Drenthniks cast a temporary magic spell on the roots which encourages them to go deeper?; 9 April 2012 at 11:58
David Hembrow said...: Todd: I've never watched them do it. Given that the result usually ends up being very flat indeed, I think the tree loses a root. The cycle-paths start off quite thick, which makes them relatively impervious.; 9 April 2012 at 12:06
WestfieldWanderer said...: Meanwhile, back in the Dark Ages, they introduce artificial bumps as an alleged "art form".
http://farm4.static.flickr.com/3524/3983862656_18e1057e0f.jpg

http://www.sustrans.org.uk/what-we-do/art-and-the-travelling-landscape/Art-Trails/colliers-way/colliers-way-artwork.

No, even Sustrans don't really "get it", preferring to spend money on mickey mouse "art features" than maintaining path infrastructure.

But, here we are, in a country where cycle infrastructure is left for a charitable organisation to play with, so I guess we shouldn't be surprised.; 9 April 2012 at 12:47
Slow Factory said...: Do the trees mind losing a root, or are all Dutch trees also cyclists?; 9 April 2012 at 13:02
H.Edink said...: Treatment of a root depends how bad it is.
I've seen different procedures:
-Remove the asphalt what's creating the bump. The asphalt layer is thick enough. It is not permanent but for a couple of years it's a good solution.
-Remove the tree from it's location and place it a couple of meters further away.
-Remove the tree and plant a new one further away. (when the tree is in bad condition)
I expect there are more solutions, but I know these ones.; 9 April 2012 at 16:13
Frits B said...: Cutting the offending root may cause the tree to lose its hold, at least partially - not all trees go very deep. And as the weak spot is on the side of the road, the result would be obvious. So it depends on the species of tree what cure is used.; 10 April 2012 at 11:24
Kevin Love said...: Around here it is policy to not allow trees right next to the cycle paths for this very reason.

This reminds me of a joke I heard in Québec, where they like to make fun of those French in France who didn't have the sense to move to Québec.

Q: Why do the French in France plant trees on both sides of the road?

A: So that the Germans can march in the shade.; 11 April 2012 at 13:10

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.