AMSTERDAM, The Netherlands - The bicycle is the means of transport used most often in Amsterdam. Between 2005 and 2007 people in the city used their bikes on average 0.87 times a day, compared to 0.84 for their cars. This is the first time that bicycle use exceeds car use.
In 2006 the inhabitants of Amsterdam engaged in some 2 million trips a day, an 8% reduction compared to 1990. This is due to the number of trips per person per day falling from 3.6 to 3.1%. The number of transfers has fallen in the old city within the ring road in particular.
The number of trips by car, compared to 1990, has fallen in all districts (-14%), whereas the number of trips by bicycle has only risen within the ring road (+36%). The bike is used most often in the town centre (41% versus an average of 28%) and the car least often (10% versus an average of 28%). This can be attributed to the restrictive parking policies enacted here since the 1990s.
‘Dienst Infrastructuur en Beheer’, the infrastructure department of the city registered approximately 235,000 car movements in both directions at the city centre in 1990; by 2006 this had fallen to 172,000, a decrease of over a quarter. Over the same period the number of daily movements by bicycle rose from 86,000 to over 140,000 (+60%).
Which US city will be the first to achieve this?
I'll admit that I fall into I'll ride in traffic any old day camp, but I do realize the need for safe and secure on street space to accommodate all cyclists. What I have always thought is that it should be safe enough for a family to be riding along, then we know it is right.I am a bicycle commuter in Los Angeles, which on the face of it is a pretty tricky proposition. The major boulevards here are designed like freeways, and people use them as such. Pico, Highland, Sepulveda, Olympic- these streets were built for speed and make commuting not a little tricky for your serious bicycle commuter.
But there's the difference- I'm not a serious bicycle commuter. I don't shave my legs, seal myself up in neoprene, and take my fixie out zooming like a Tour de France athlete. My bike of choice is an Electra Townie, a sort of more flexible cruiser with a big cushy seat and a not insignificant weight. I'm lucky that I live only 1.5 miles from work, so I can take it easy, ride slowly, and enjoy the show as I roll past the La Brea Tar Pits.So should I,at 10 mph tops, be forced to compete with the cars on streets like La Cienega? At a Los Angeles Transportation Committee meeting last week, the committee began to propose just that (LAist). Many people don't know that as the law currently stands, bicyclists are A-OK on the sidewalks of Los Angeles County. As long as you don't show "willful or wanton disregard for the safety of persons or property." And in my experience, pedestrians are always willing to scoot over for a cyclist, and do not see them as nuisances. I try to be as courteous in return, slowly edging up on people so I don't freak them out, and using my bell quietly when necessary.
I submit that there are really two classes of cyclists, and they naturally sort themselves out on the roadway. Faster commuters on road bikes use bike lanes and weave through traffic because the sidewalks are too slow for them, while bikers like me use the sidewalks because it's safer and can easily navigate any obstacles at our slower speeds. And each type is suited for their chosen environment.
Bicycle planners, what do you think? Can we create a two-tiered system?
Open the garage, grip the handlebars, stand on the pedals, and go. That’s all it takes for Joseph Duffy, a graphic designer in Minneapolis, to start his morning commute to work. But what lies ahead—a 15-mile route starting on converted railroad beds in the suburbs and ending on the dedicated bike lanes of the city’s downtown core—is a trip made possible only by a decade of planning to make the city fully compatible with two-wheeled transit.
Like many of the world’s best biking cities, Minneapolis has built an infrastructure that promotes bicycling on many fronts. From bike lockers and designated street lanes to recreational trails and snowplows dedicated to clearing off-street paths, a system exists to make transportation on a bike efficient, safe, and hassle-free.
The Lincoln Institute of Land Policy spent two years looking at smart growth policies in a number of states to see how well they've achieved their goals. Gregory K. Ingram, President of the Institute, explains the results.Two years ago, the Lincoln Institute of Land Policy began to gather 21 leading researchers to analyze the empirical evidence on smart growth, choosing four states – Florida, Maryland, New Jersey and Oregon – that all declared formal statewide smart growth programs through legislation, executive order, and otherwise. Using the 10 Principles of Smart Growth as a reference, this group addressed five important smart growth policy objectives: promoting compact human settlement, protecting undeveloped land, providing a variety of transportation options, maintaining affordable housing, and achieving positive fiscal impacts. Though smart growth policies have been around, in the case of Oregon, for nearly four decades, this kind of comprehensive, objective-based evaluation had never been done.
What we found was somewhat sobering. No state was able to make gains in all five performance measures. Success was more limited and reflected each state’s areas of high priority. Maryland was successful in protecting natural resources through its land preservation programs and state funding for the purchase of farmland conservation easements. New Jersey’s affordable housing policies that responded to state supreme court decisions slowed house price escalation and encouraged rental and multifamily housing production. Oregon's commitment to urban growth boundaries helped reduce development on farmland in the Willamette Valley and encouraged commuters to use transit, walk, or bike to work.
One of the first things Sarkozy did after he moved into the Elysée Palace was to convene a meeting of prominent architects and ask them to come up with a new blueprint for Paris. “Of course,” he said, “projects should be realistic, but for me true realism is the kind that consists in being very ambitious.” His job was to clean up the city’s working-class suburbs, and at the same time build a greener Paris, the first city to conform to the environmental goals laid out in the Kyoto treaty.
The results, a year later, may be the beginning of one of the boldest urban planning operations in French history. A formidable list of architects — including Richard Rogers, Jean Nouvel, Djamel Klouche and Roland Castro — put forward proposals that address a range of urban problems: from housing the poor to fixing outdated transportation systems to renewing the immigrant suburbs. Some have suggested practical solutions — new train stations and parks — while others have been more provocative, like Castro, who proposed moving the presidential palace to the
outskirts.
