Traffic and Transport Policy Department of the City of Amsterdam

Cycling in Amsterdam

Homepage Manual Contents

Amsterdam, september 1987

Colofon
This brochure is a publication of the Traffic and Transport Policy Department of the City of Amsterdam in cooperation with the municipal Physical Planning Department and the Dutch Cyclists' Union enfb.

Coordination: Dutch Cyclists' Union enfb
Photography: Audio Visual Section of the Physical Planning Department
Design: Lay Out bureau of the Physical Planning Department
Translation: Bureau Bosch & Bosch, Amsterdam
Typesening: De Zetterij van Bertus Schoranus, Amsterdam
Printed by: Drokkenj Luna, Amsterdam

Excerpt from: Bicycle Reference Manual for Developing Countries. Edited by Barbara Gruehl Kipke, April 1991.

There are several pictures missing in this article, if you are interessted in these pictures, please write me an email with the URL and the name of the picture you want me to include in the page.

In the early 1970s, Amterdam was one of many cities to realize the need for better amenities for cicycle traffic. Little by little, cyclists had become in many respects the most underprivileged read users. Various interest groups began protesting against this trend and pushed for improved facilities for bike riders. Enviromental groups also took up the cas for cyclists. Bokes do not need much room and are, therefore, an efficient means of transport, certainly in the old centre. At the same time, bicycles are not harmful for the environment.
Partly on the insistence of the groups, the Government began to pay more attention to the problems of bicycle traffic.

Picture: Staalstraat. Narrom street in the old centre where cars are only allowed to load and deliver.

In the late 1970s, Amsterdam's municipal council initially proposed focussing on just a few firstclass routes for the benefit of bicycle traffic. Separate bike paths and even streets exclusively for bicycles were planned for virtually all sections of the old centre.
The 'inner ring' was the first ambitious project to be realized in Amsterdam. The streets between the Haarlemmerpoort in West Amsterdam and the Muiderpoort in East Amsterdam the Marnixstraat, the Weteringschans and the Sarphatistraat were reorganized into roads exclusively for public transport and bicycle traffic. Cyclists were allotted their own separate path and cars had only very limited access.
That inner ring has become a relatively successful bike route. Essentially, however, the ringroad is a route to facilitate the right of way for public transport; through car traffic is restricted. The separate bike paths were actually an afterthought.

In 1979, the municipal council decided to change the system from just a few top quality routes into a central bike network . The bicycle network had a smaller grid spacing than the original plan which had only a few routes. The grid spacing became approximately one kilometer.
At the same time, the idea of highcost separate routes was more or less abandoned and it was decided that, from then on, routes would be developed simply by solving bottlenecks for bicycle traffic.
Since a grid spacing of one kilometre was still fairly widespread for bicycle traffic, a secondary bicycle network was later added. The grid spacing of the combined network is now some 500 metres.

In 1979, the city of Amsterdam also set up a special work group to stimulate the development of this bicycle network.

Pictures:

• Map of Amsterdam
• Bridge over the Nieuwe Vaart: This new bridge, especially for cyclists, connects the city with the Eastern islands.
• Doelensluis: Part of the road has been reserved for cyclists.
• Nieuwe: A number of leading antique dealers are only permitted to load and deliver.

The Bicycle Work Group, which includes representatives of the various government departments involved, plus the Dutch Cyclists' Union enfb tries to distinguish bottlenecks affecting bicycle traffic, makes proposals for remedying the situation and controls progress of the plans.
A sum of around four million guilders is available annually for the planning and implementation of the bicycle network. A fund for bicycle bottlenecks was first introduced in 1980.

The major goal of the bicycle network is to facilitate pleasant and safe cycling. Steps taken to solve bottlenecks do not always include expensive amenities such as separate bike paths. Other simpler methods are also used. Measures that are taken include:

• removing obstacles
• providing separate lanes for different types of traffic
• improving crossroads
• eliminating through traffic
• preventing illegal parking
• adapting traffic lights
• adapting traffic lights
• making new connecting roads (the vast supply of water in Amsterdam is often an obstacle for bicycle traffic)
• reviewing the signposting system

In addition, bicycle racks are being placed in various areas so that bikes can be put aside safely.
This moneysaving approach permits a gradual development of an entire bicycle route network rather than simply placement of unrelated individual routes. In general, the bottlenecks are first detected by the Cyclists' Union enfb. The Cyclists' Union makes up a list based on surveys, telephone complaints by members, and bottlenecks that emerge from statistics on traffic accidents.
The most serious bottlenecks are solved first. Consequently, a bicycle route in its entirety is only recognizable as such after several years.

Pictures:

• Spiegelstraat
• Herengracht: Seperate bike path along the canal, especially for the large number of cyclists on this route.
• Weteringstraat: Parking on this narrow bridge is not possible because of the kerbsto?. Cyclists have unrestricted access.

Amsterdam's bicycle policy has begun to take definite shape. Slowly but surely, the removal of various bottlenecks has brought about really safe and easily accessible bicycle routes. Pieces of the puzzle have begun to fit together to make a complete picture.
The decision to combine the bottleneck approach and route planning is actually a choice for a longterm project. The first longterm results in the form of bicycle routes have already become visible. In the coming years, the same degree of devotion will be necessary to realize more and better bike amenities and, also, to make full use of the investments available. Then, the project will surely be a success.

Pictures:

• Bike rack: Bicycle racks placed around Amsterdam protect against staling. Bikes can be attached to a special bar.
• Weteringschans: Part of the 'inner ring'. A combined project for public transport and bicycle traffic.
• Spuistraat: In this very busy part of the inner city, where loading and unloading of goods plays an important role, the cyclist has a seperate bike path.