What kind of bicycle route facilities does one find for riding in Holland? This wiki, created by students at Northeastern University and Portland State University based on a summer program in 2011, tries to answer that question.
This web pages analyzes the bicycling networks of Delft (a city of 100,000 people with both old and new parts), Rijswijk (a close suburb of The Hague mostly developed in the 1950's and 1960's), and Ypenburgh-Leidschenveen (a suburban section of The Hague developed between 1997 and 2008). It finds an amazing variety of facility types, with a clear trend tied to the kind of street development that prevailed in different periods.
Learn many details about the design of the standard Dutch cycle track, a one-way bicycle path built on either side of a street physically separated from motor traffic and distinct from the pedestrian path, based on examples in the Delft area.
The Dutch bikeway design guide holds up one-way cycletracks as the ideal, while saying there's a place for two-way cycletracks in special circumstances. In practice, two-way cycletracks are becoming more common -- in new developments, as a replacement for bike lanes, and as a replacement for one-way cycletracks. Examples from the Delft area illustrate principles of their planning and design.
Bike lanes are an inexpensive way of reserving space for bicycling. The city of Delft used them aggressively when it first developed its bicycling network in the 1960's and 70's. See good and not-so-good examples of using bike lanes to create a low-stress place for bicycling on streets in and around Delft.
Learn about bicycle routes that consist mainly of low-traffic local streets that have been prioritized for bicycle traffic by the use of diversion and traffic calming measures that keep through motor traffic away. They also feature off-street connectors, which can be inexpensive links (e.g., joining two cul-de-sacs) or major investments bridging a barrier such as a railroad, freeway, or river.
Known in other countries as advisory bike lanes, they are bike lanes on a road so narrow that cars are also expected to drive in the bike lane when they meet opposite direction traffic. Shared bike lanes include "suggestion lanes" as well as legal bike lanes where implemented on roads too narrow for cars to operate exclusively in the area between the bike lanes.
Also called parallel roads or access roads, they physically separate through traffic from local access traffic, creating a low-speed, low-traffic environment that can serve as a low-stress bicycle facility along a main road.
The Dutch have lots of bikes and lots of roundabouts. What provisions do they make for bikes at different kinds of roundabouts?
Raised crossings, in which a road rises to the bike path's elevation where it crosses a bike path, help improve safety by serving as a speed hump for cars. In the last 15 years, they have become a popular means of improving bikeway safety. See examples and details of their placement and design.
Learn about several Dutch systems of signposting its bicycling routes and networks.
Learn about the many ways the Dutch have developed for safely and efficiently dealing with streams of bicycle traffic at signalized intersections.
Includes cycle tracks with their own left turn lanes, cycle track treatments at bus stops and gas stations, refuge cycle tracks, and more.
"Except Bikes" is a common sign one sees in Holland below "Do Not Enter" signs. See examples that illustrate the principles behind planning and designing for contraflow bicycling.
Since the 1980's, the Dutch have made it a practice to pave their bike lanes and bike paths red. It helps distinguish them from car lanes and the pedestrian way, helping keep pedestrians and parked cars out of them for the better safety of all. What goes into the recipe for red pavement, and how much does it cost compared to regular black asphalt pavement?
Commercial areas differ from residential ones in the amount of car, bicycle, and pedestrian activity that is present. A lack of separation between modes can lead to conflict. This page presents examples of safe, sustainable cycle track design that provide cyclists with the best route possible when traveling through commercial areas.
The Dutch use bike street, “fietstraat” in Dutch, to provide low-stress environments for main bike routes. Bike streets are primarily bike paths that allow small amounts of local vehicular traffic as guests. This page describes typical design guidelines and requirements for bike streets.
Evidence of the bicycle culture in The Netherlands, underpasses and overpasses have been constructed and designed to give bicyclists a direct and comfortable route across major roadways and railways. Many factors contribute to ideal underpasses and overpasses including slope, raised bicycle paths, visible light, and more.
A detailed discussion of cycle track materials, on-track painted signage, and separators between road/cycle track and sidewalk/cycle track. This page also includes field measurements of cycle track dimensions, including lane widths and curb heights.
Interchange ramps can be extremely dangerous for cyclists to cross without a proper design. The Dutch use a combination of traffic control devices and a carefully planned geometric layout at these crossings. This allows traffic to flow with the least amount of conflict possible and creates a safe and high quality intersection.
Dutch bikeway design and regulations for allowing bicyclists to make a right turn passed or on red. This page elaborates on roadway designs that allow bicyclists to easily continue right on red through the use of separate facilities and signs
Successful bicycle networks are direct and have connected paths and low-stress routes for bicyclists. Calculating mesh density is a way to quantify the directness and connectedness of a bicycle network. This page looks into Delft's mesh density among its five major barriers to bicyclists, as well as the railroad barrier in Houten and the mesh density around the A4 highway in Leidschenveen-Ypenburg, The Hague.