Tag Archives: Groningen

Crap Groningen Cycling Infrastructure #2 – Noorderhaven

Here’s another piece of recently installed crap. It’s the north side of Noorderhaven, which forms part of Groningen’s bizarre inner ring road.

As you can see, there’s plenty of space here – two rows of parked cars! – but no safe space for cycling.

Instead, people cycling are expected to ride between parked and moving motor vehicles, in an advisory painted cycle lane which offers no protection whatsoever.

In a city which claims a 60% modal share for cycling, doesn’t it seem strange that the transport department prioritises the storage of static metal boxes over the safety and convenience of the people using the city’s most popular transport mode?

Noorderhaven Groningen, two lanes of car parking, no protected space for cycling

So there’s space for two lanes of parked cars, but only a narrow painted advisory strip for cycling? This is UK-quality infrastructure in what claims to be one of the world’s top cycling cities. Also, the usable width of the footway is very narrow due to the cars parked on it.

Noorderhaven Groningen, car zooms in cycle lane

Would you feel happy for your children or your grandparents to cycle here, between the parked cars and the moving traffic?

Noorderhaven Groningen, elderly man cycles in painted lane

Nobody should have to cycle this close to large vans, protected only by a white line – especially where there is ample space for a cycleway.

Could there be a good reason for such poor and dangerous infrastructure where there is clearly space for much better?

I just don’t understand why Groningen seems to be building for the 1970s rather than building for the future – or even for the present day.

 


For those of you interested in such things, this road was reconfigured in August 2015. Previously there were two lanes for motor traffic and nothing at all for cycling. The footways have been widened, but they’re full of parked cars, so there isn’t actually any more space to walk in. The council has essentially created an extra row of parking spaces – strange decision for a “fietsstad”, no?

 

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Groningen does not have a 60% modal share for cycling

I’m not sure why, but it annoys me that a 60%+ modal share for Groningen keeps being quoted. Perhaps it’s because I prefer facts to hype?

This figure seems to have been arrived at by conveniently removing walking from the statistics, which means that every other mode’s number can be increased by about 30%.

If you read that whole Twitter thread, you’ll note that the local government mouthpiece (whose mission is to praise everything that the council does around cycling, whether it be good, bad, irrelevant or an insult to our intelligence) doesn’t even know the modal share for walking – although they’re happy to make a guess at “1 or 2 percent”, which is laughably low for a city like Groningen, which has a city centre filled with residences, and lots of local shopping areas in the suburbs.

I couldn’t find any modal share stats for walking in Groningen, but a recent Dutch government report gives a 25% utility (i.e. not recreation) walking share for Utrecht, and a 30% share for Rotterdam, Den Haag and Amsterdam (PDF here, see page 20). Why would Groningen’s walking share (and it’s a very walkable city) be so much lower than other Dutch cities? At “1 or 2 percent” the walking share in Groningen would be lower than Detroit.

This trick of erasing walking is the same one that the Fietsersbond used a few years ago to inflate the cycling figures for Amsterdam.

The other, more common sleight of hand which city cheerleaders use in order to quote an impressive-sounding number is to present the commuting share as the overall share. (The modal share for cycling at rush hour is usually much higher – more on this here and here.) Interestingly enough, the same Dutch government report that I linked to above gives Groningen a 60% commuting share for cycling – which is believable, and possibly also a source of misinterpreted figures, but is not the same thing as the overall share.

Anyway, most statistics I’ve seen which do include walking as part of the transport mix put cycling in Groningen at nearer 40% (see the spreadsheet linked from here and this PDF, for example). This is still a hefty mode share, and a number which most cities around the world can currently only dream of achieving.

Measuring transport is very complicated, of course – do we measure by distance, or by time, or by trips? What if a journey involves multiple modes? How do we collect and measure this data? As you can imagine, it’s pretty involved, and it can be tricky to compare stats between cities which may be using different methods. But choosing to leave out walking – or to only give the commuting figures – doesn’t give an honest representation of the truth, and only makes the figures harder to compare between cities.

I’m not trying to do Groningen down here (I moved here, after all!) and it does indeed have a large amount of cycling. But the local authorities seem to have been resting on their laurels for many years now, with cycling numbers clearly boosted by the huge student population, and it feels like PR has been chosen over investment in infrastructure. While there is some good new infra, there are some downright dangerous designs too, and it seems strange that even a city which claims such an amazingly high cycling share often finds it difficult to prioritise this key transport mode, or even to maintain its existing infrastructure.


That last link, by the way, points to Mark Wagenbuur’s 2016 post about Groningen, which I’ve just re-read, and have realised that it’s basically a perfect summary of everything I wanted to write about Groningen (although I’m rather fond of the simultaneous green, but I agree with Mark that the signal phasing isn’t always done well here).

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Good Groningen Cycling Infrastructure #1 – Sontweg

Well it wouldn’t really be fair to tell you about the bad bits of Groningen cycling infra without mentioning some of the good bits, would it?

And there really are plenty of good bits. I love living here – in comparison to Berlin and London, Groningen is a dream to cycle in.

As a fairly new arrival here, I find that using the history feature on Google’s mapping software provides an interesting glimpse into the city’s recent past. It’s possible to see how things change over time – some for the better, and some for the worse.

Mostly, however, it’s for the better – the general trajectory in the Netherlands seems to be upwards.

And that’s certainly the case on Sontweg, a fairly large road that heads east out of the city (or west into the city), running past one of those trading parks full of big-box stores like Ikea.

Over the past decade, Sontweg has been through some major changes. Once it was a fairly minor route around the edge of a peninsula, but in the past decade two new bridges have been built*, joining Sontweg up with roads to the north and the east.

Now, we could talk about the wisdom (or lack thereof) of creating new routes for motoring, but one thing I can’t complain about is the cycling infrastructure that’s been built as part of these road upgrades.

Here’s Sontweg just three years ago, in May 2014:

Sontweg in Groningen in 2014. Only unprotected cycle lanes, despite acres of space available.

Of course, the unprotected cycle lane is blocked. (Source: Google Maps)

Pretty gruesome, eh? Despite all that space, nothing but cruddy old unprotected cycle lanes, despite this being a route for industrial traffic and also the main route into town for the fire brigade’s emergency vehicles.

Anyway, let’s look at the same scene in July 2016:

Sontweg in Groningen in 2016, featuring proper protected cycleways.

Ah, look at those beautiful ribbons of red asphalt! (Source: Google Maps)

So as you can see, there’s been quite an upgrade.

The main road widening has added a bus lane on each side, and there’s also an intermittent turning lane / crossing island in the middle.

But for me the most important addition is the cycleways, one on each side, surfaced with smooth red asphalt, and set back from the road.

Wide cycleway of red asphalt with forgiving kerbs and separation from road

This is how I roll… to Ikea, anyway.

Cycleway on Sontweg in Groningen. Made of red asphalt. Cycleway passes a bus stop, which is on a raised platform by the road.

And this is how I roll back again afterwards. It’s an exciting life.

It’s a fine piece of cycling infrastructure. Top marks to whoever was behind this scheme.

My only criticisms (I can’t even go one post, can I?) are that some of the junction mouths on the south-western side should be tightened up, and that the cycleway could be wider. It’s comfortable, but when you’re riding side-by-side with someone, and a third person wants to overtake, it can be a little tight. And there’s plenty of space for a wider cycleway too – it’s strange that it’s not wider, considering Groningen’s claimed modal share you’d expect them to be building for the future.

First world problems, eh! Anyway, I think that a cycling campaigner’s default position should be to always want more space. After years of being squeezed to the sides, cycling needs people who demand more space.

So, there we are – good progress, from bad infrastructure to excellent.

 


* One of those two new bridges is the one which helped Groningen to lose out on the Cycle City award in 2011, though of course in the UK it would be winning prizes left right and centre. See David Hembrow’s blog posts about it here and here.

For more photos of good cycling infrastructure, I can recommend the Cycling Embassy of Great Britain’s Good Cycling Facility of the Week.

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Crap Groningen Cycling Infrastructure #1 – Damsterplein

Wow, it’s been quite a while since my last post, hasn’t it? Sorry about that. I’ve missed you too.

In my defence, I’ve been busy adjusting to life in Groningen in the Netherlands – yes, I’ve moved to one of those places which people like to go on and on about because it’s great for cycling.

And Groningen really is great for cycling – mostly.

While the city and surrounding areas are generally very good or even excellent for cycling, there are many baffling gaps, neglected corners, and dangerous designs.

So after spending years praising many good bits of infrastructure in this country, I think I’ve earned the right to complain about some of the bad bits, the exceptions to the cycling wonderland that is the Netherlands.

So let’s start with Damsterplein, shall we?

Damsterplein: I think that’s Dutch for “disappointment”

I first experienced Damsterplein completely by accident, riding around the city when we first arrived, in the spirit of happy exploration. I was stunned to find such a large, busy road without any good cycling infrastructure – only intermittent, legal-to-drive-in “advisory” cycle lanes, which disappear at bus stops so that buses can pull in.

Since that first visit I’ve avoided using the road as much as possible. I cycled through there recently, to take photos for this blog post, now in the spirit of brave investigation. And yet although I’ve only ridden here maybe half a dozen times, I’ve had an unpleasant experience every single time, usually caused by having to pull out into a stream of moving motor traffic in order to overtake a bus legitimately waiting at a bus stop, or a car parked in the cycle lane.

Every. Single. Time. Now you can see why I avoid riding there.

So here’s a few pictures, some which I took myself, and some from Google Streetview to prove that I’m not cherry-picking rare situations. Avid cycling blog readers may recognise Damsterplein, as David Hembrow has mentioned it in a couple of blog posts.

Damsterdiep cycle lane parking 1

Luckily for this guy, the Streetview car was hanging back (Source: Google Maps)

Damsterdiep cycle lane parking 2

Does this look like an “8 to 80, all-abilities” cycling environment to you? (Source: Google Maps)

Damsterdiep cycle lane parking 3

It’ll be fine, he’s just nipping in to the shop for a few minutes. Don’t worry about the bus that’s about to overtake you. (Source: Google Maps)

Damsterdiep cycle lane parking 4

Motor vehicles parked three-wide, one lane of moving motor vehicles, and no actual space for cycling here on the southern side of Damsterplein.

Damsterdiep cycle lane parking 5

After I took this photo, the driver of the car behind me decided to overtake as I was passing this parked car. I will not cycle here again.

And if you thought the cycling “infrastructure” here looked crap, then the footways aren’t much better. All the cars in the photos above which appear to be parked on the footway are in fact parked legally. Here’s an unusually car-free section:

Crap footway parking on Damsterplein in Groningen

The dark line marks the official edge of the parking space, leaving just a metre or so for walking – and that’s assuming that the vehicle is parked perfectly within the space. (Source: Google Maps)

This arrangement is pretty crap for walking. It’s not much fun finding a van mounting the kerb toward you, and as a recent case in the UK tragically showed, having motor vehicles mounting the footway can have lethal consequences. Could a young child be expected to know that the black line denotes a parking space into which a motor vehicle may be driven?

This footway parking design also means that cars and vans must be driven across the cycle lane in order to access the parking spaces, which creates delay and danger for people cycling – and this also means that the cycle lane is now in the door zone.

I also worry that this kind of design for parking essentially legitimises use of the footway for other things (rather like the “shared footway” designs in the UK legitimise pavement cycling). It conditions people into parking on the footway, not just here but in general. It says “don’t worry if there’s no parking space, just stick the van on the footway, it’ll be reet for a bit.”

And all this motor-centric (and anti-cycling and anti-walking) design exists despite there being acres of space here in which to get things right. See how much room for manoeuvre the driver of this car has within the single humongous traffic lane:

Extremely wide carriageway for motor vehicles on Damsterdiep in Groningen

Narrow, medieval streets?

A sea of asphalt, about three cars wide, and yet there’s no space for proper cycling infrastructure? I’m calling bullshit on that one.

(Also, how about those tyre marks? Do they suggest safe and careful driving? What you can’t see on this cropped photo are the motor vehicle tyre marks along the cycle lane…)

Cycling backwards through time

Anyway, I was going to end my post there – these “Crap of the Week” posts are meant to be brief – but while looking at old Streetview and aerial photos, I learned a little bit of recent history about the place, and my distaste for the current layout grew deeper: it’s brand new.

Well, almost – the current layout was built between 2008 and 2010 as far as I can tell. Here’s how the street looked 10 years ago:

Satellite image of Damsterdiep in Groningen, showing cycleway along southern side and painted lane along northern side

Here’s the western end (closest to the city centre) in 2007. None of the current square exists, but there is a cycleway on one side of the road. (Source: Google Earth)

Damsterplein Groningen east 2007

And here’s the eastern end. Note that a single-lane road becomes four lanes at the junction. (Source: Google Earth)

So heading west into the city, it’s always been pretty crap – the cycleway suddenly ends at the junction with Oostersingel, and people were (and still are) expected to cycle around a jumble of parked cars and stopped buses. That hasn’t changed.

But heading east, out of the city, the cycling experience has become so much poorer. In 2007, after crossing the bridge over the canal, a protected cycleway begun almost straight away and took you safely all the way to the huge junction to the east. That’s now gone.

Overall, however, the square that is now Damsterplein looked like a pretty dismal place, essentially a large car park. So the city decided to spruce things up by creating a new public square (a fine idea!) underneath which would be a massive multi-storey subterranean car park.

(Now this car park is interesting in itself. It’s often said that for a city to be cycling-friendly, it must be hostile to driving. And yet Damsterplein isn’t the only brand-new underground car park in Groningen. The city must be spending millions of Euros on these things, which doesn’t seem like the actions of a body that wishes to discourage people from driving into the city.)

So, the whole area – the entire massive space between the buildings – was being redeveloped. Every centimetre would be dug up and replaced. This was a blank canvas, on which millions of Euros would be spent.

Groningen Damsterplein in 2008, a huge hole in the city, wasteland ready for development

Damsterplein in 2008. All of this ground was about to be torn up and replaced. (Source: Google Maps)

Surely with such a large-scale project, the citizens of Groningen could expect some top-notch cycling infrastructure for their money?

For at least two years all vehicle access had been severed – enough time for people to adjust their travel patterns and become accustomed to the idea that Damsterplein wasn’t a through-route for motors. Surely a golden opportunity to introduce a pleasant, motor-free square on the edge of the city centre.

Here’s the same view today:

Damsterplein in 2015. Four lanes of motor traffic exiting at the main east-side junction.

Damsterplein today. Seven lanes of motor traffic – beautiful. (Source: Google Maps)

Now the seven lanes of motor traffic you see here aren’t as bad as they look, as at this end of Damsterplein there are proper separated cycleways – but the size of this junction suggests that the amount of motor traffic circulating around Damsterplein itself is too large for cycling to be mixed in with it.

Instead of the peaceful motor-free or very-low-traffic square that was surely possible, Damsterplein is instead surrounded by rumbling engines on all sides.

I’m staggered that with all the changes that have gone on here (and since completion there have been retrofitted tweaks for buses and for car park traffic) the designers decided not only to rebuild the old unprotected cycle lane on the city-bound side of Damsterplein, but also to copy that dangerous design across to the outbound side too.

This is a city which claims a 60% modal share for cycling (which isn’t actually true, but we’ll come to that another time) and yet even here, cycling infrastructure is chipped away at and downgraded in favour of motor vehicles.

I could forgive crap infrastructure a little bit when it’s old and in need of replacement. After all, Rome wasn’t built in a day. But when something is just a few years old – designed and built with wilful ignorance of all that we know about good cycling infrastructure, and the dangers of mixing heavy motor traffic with cycling – it’s completely unforgivable.

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