ThinkBike Workshop

A co-creative work session with Dutch and local experts in Tel Aviv

19 and 20March 2014

Sponsored by: Embassy of the Kingdom of the Netherlands, Tel Aviv

In co-operation with

Dutch Cycling Embassy

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1 Introduction In the framework of theTel-Aviv Going Dutch Conference on 19th of March in the Holon Design Museum the Embassy of the Royal Kingdom of the Netherlands in Tel Aviv commissioned the Dutch Cycling Embassy to conduct a ThinkBike workshop on the 20th of March in the municipality of Tel Aviv. The idea of a ThinkBike workshop is that Dutch experts will discuss a local cycling-related problem with two teams of local experts and other stakeholders of cycling. The confrontation of local and Dutch approaches of the local problems at hand will generate new perceptions and potential solutions that haven't been seriously considered before. The municipality of Tel Aviv happily accepted the idea of such a workshop. Dutch experts were involved in the start up of Tel Aviv’s cycling policies in 1996. Tel Aviv has made much progress since then and with the growth cycling numbers the municipality is faced with some problems to be tackled. The taking up of these challenges may benefit of Dutch expertise on how to integrate cycling in urban transport planning. It was agreed that two Tel Aviv teams would work with Dutch experts in parallel. The first team is asked to look at how to design for cycling at intersections. The second team is asked how to deal with the emerging friction between cyclists and pedestrians. This friction seems to be an unintended side effect of increased bicycle use. On behalf of the Dutch Cycling Embassy the workshop was conducted by Tom Godefrooij, Senior Policy Advisor at the Dutch Cycling Embassy, and Angela van der Kloof , Sustainable Mobility Consultant at Mobycon, a consultancy firm that is one of the partners in the Dutch Cycling Embassy. Objectives of the workshops

Exchange ideas on the role of cycling and related policies

Reflect on objectives of Tel Aviv cycling policies

Explore applicability of Dutch concepts and designs in Tel Aviv

Find an appropriate mix of interventions and policies (based on both Tel Aviv and Dutch experiences) to strengthen the position of cycling in Tel Aviv

Content of this report In chapter 2 we shortly summarize the programme on 19th and 20th of March. In chapter 3 we provide background information on the position of cycling in the Netherlands as an integral part of the Dutch transport system. Chapter 4 contains information about the current state of affairs regarding the cycling circumstance in Tel Aviv, the progress made and the remaining challenges. Chapter 5 is the core element of this report, presenting the findings, conclusions and recommendations of the workshop sessions on March 20th. Lastly chapters 6 and 7 provide additional information about recommended sources of information and the bio’s of the Dutch experts.

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2 Short overview of the programme on 19th and 20th of March Site visit On March 19th the cycling officers of the municipality of Tel Aviv explained to the Dutch experts the cycling policies of Tel Aviv, its achievements and its current challenges. The achievements are impressive: when Tel Aviv started to set up its cycling policies back in 1996, the share of bicycle use was below 2% of trips. Today this share has increased to more than 12%. This bicycle share is higher than the average bicycle use in the German speaking countries Germany, Austria and Switzerland. Upon that the Dutch experts were offered the opportunity to observe the current situation of cycling in Tel Aviv by walking and cycling in some parts of the city. Thus they could prepare for the workshop on Thursday 20th of March. They could also observe that, despite the impressive progress that has been made, there is still a lot to do to make cycling even more attractive. Going Dutch Conference In the second half of the afternoon there was the Going Dutch Conference in the Holon Design Museum. At this museum there was an exhibition of 43 iconic bicycles from the private collection of Michael Embacher, an Austrian collector who has collected some 275 unique bicycles over the past decade, complemented by some historic material about Israeli bicycles. This was a good setting for the Going Dutch Bicycle Conference with an opening speech by Netherlands Ambassador Caspar Veldkamp (“The bike is back…”), the presentation of a local bicycle-related educational project, and the awarding ceremony of a design contest for bicycle parking facilities by the Ministry of Tourism. Angela van der Kloof and Tom Godefrooij shortly introduced the Dutch Cycling Embassy. Then Toine Hooijen en Dennis Berckmoes, students at the Delft University of Technology, explained the design process of the fastest human powered bicycle by the so called Human Power Team, a student team co-operative between the Delft University of Technology and the VU University of Amsterdam, with the objective to design and build an aerodynamic recumbent that is meant to break the world speed record. The conference was rounded off with a panel discussion with participation of the Municipality of Tel Aviv, the Ministry of Transport and the experts from the Dutch Cycling Embassy on the challenges when it comes to take full advantage of the potential of cycling in Tel Aviv. Afterwards there were network opportunities during the Dutch style reception in the patio of the Holon Museum. Workshop sessions The programme on 20th of March started off with a short presentation with some statistics about bicycle use in the Netherlands and the Dutch approach on planning and designing for cycling. Subsequently the workshop participants worked in two parallel sessions on their assignments until lunch. Chapter 5 contains the full reports of those workshop sessions. After lunch there was a plenary presentation to a larger audience of municipal officials and other interested parties. Tom Godefrooij gave a full presentation on ‘Cycling mobility in the Netherlands’. Then Angela van der Kloof presented her observations in Tel Aviv on the frictions between cyclists and pedestrians that seem to induce complaints amongst some road users and traffic planners. Subsequently both teams explained the findings, conclusions and recommendations of their workshops sessions. (See again chapter 5.) The programme was rounded off with a short meeting with mayor Ron Huldai and Dutch ambassador Caspar Veldkamp to share the results of the workshop sessions.

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3 Cycling in The Netherlands Short introduction From the perspective of other countries all Dutch cities are cycling cities (although according to Dutch standards some cities like The Hague and Rotterdam are looked upon as mediocre). They all have qualities that make bicycling so prevalent, and consequently they all enjoy the related co-benefits with regard to health, liveability, environment and the local economy. 27% of all trips are made by bicycle and 40% of all trips shorter than 5 km are by bicycle. 2 cities (Zwolle en Groningen) have reached the 50% mark in trip share for the bicycle. The Netherlands is the only country in the World with more bicycles (18 million) than inhabitants (16.5 million). Of course the moderate (mostly mild) weather and the flat surface contribute to the bike-ability of the Netherlands. The total length of roads in the Netherlands amounts 138199 km. Of these roads 5191 km are national roads and these are motorways where cycling isn't allowed. The provinces are the road authority for 7778 km of roads, mainly outside the built up areas. If these provincial roads are open for cyclists, they usually will have dedicated cycle paths. The remaining vast majority of roads are municipal roads: 125230 km. Of the municipal and provincial roads together 35000 km are provided with cycle paths, i.e. physically segregated cycling facilities, and another 4700 km cycle lanes, i.e. painted (only visually segregated) facilities. Cycling in the Netherlands is a quite common mainstream mode of transport, used by all ages and both by men and women (women actually bicycle more often than men). Boys and girls between 12 and 16 bicycle 6.5 km per day on average. The bicycle is used for all purposes (25% of all commuter trips are by bicycle and around 70% of the trips to school). Cycling has an excellent image in the Netherlands and is so common that nobody considers himself a cyclist any more than anyone considers himself a tooth brusher: everyone does it. The Netherlands has the lowest use of bicycle helmets in the World: less than 0.5% of the cyclists wear helmets and we are often asked: why? First of all we prefer to promote active safety (prevention of accidents) rather than passive safety (softening the outcome of accidents). Thereupon we know that obligatory bicycle helmets or even the promotion of helmet use has a discouraging effect on bicycle use. After all the Netherlands is despite (or thanks to) the low helmet use the safest cycling country in the world with less than 10 fatalities per billion bicycled kilometres (Denmark being second with around 20 fatalities per billion bicycled kilometres). Resuming: the alleged advantages of helmet use are largely outweighed by the disadvantages of the cycling discouraging effect of helmet promotion. Philosophy Dutch cycling policies Dutch bicycle policy has two cornerstones: 1. Dutch traffic and transport planners take cycling seriously as a fully fledged mode of

transport; 2. Dutch urban transport policies are aiming at the optimal mix of transport modes to meet

the need for travel of individuals on the one hand and the best overall result for society on the other hand. Dutch municipalities try to utilize the strengths of each mode of transport, including cycling; that is promoting the most appropriate mode of transport for the type of trip being made.

When it comes to the promotion of bicycle use then it is important to bear in mind the following notions:

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1. People bicycle because it is practical and convenient for them, and fun to do so. They don’t bicycle because of all kinds of societal goals like the environment, however important these may be for decision makers! Therefore it cannot be stressed enough what are the benefits of cycling for the actual bicycle user: it is fun, practical, enjoyable, cheap, healthy and in the open air.

2. Perceived safety is for successful promotion of bicycle use at least as important as the factual safety. If people feel endangered, they won’t bicycle (and thus they won’t enjoy the fun of cycling either). People appear to have an outspoken preference for the option of undisturbed cycling without the need of being alert all the time for (the dangers of) motor traffic. Hence the Dutch emphasis on segregated cycling facilities along busy arterials and the disentanglement of car traffic and bicycle traffic.

Dutch design principles

Functional road design based on road classification according to the principles of sustainable road safety. In principle we distinguish 3 road categories: through roads with a flow function, distributor roads with the function to open up areas, and access roads with a residential or habitat function.

Complementary principles for integration and segregation of modes: segregation when high volumes and high speeds of motorized traffic; in cases where segregation is impossible or undesirable: traffic calming, i.e. decreasing speed and volumes.

Application of the five main requirements for cycling infrastructure: coherence, directness, safety, comfort and attractiveness.

Solutions that may follow from the application of these design principles could be:

Cycle paths are recognizable and surfaced with reddish asphalt;

At intersections cycling facilities are continuous, and whenever feasible cyclists get right of way;

Bicycle boxes can be applied at some types of intersections so as to make sure that cyclists won’t be cut off by right turning car drivers;

In case of car parking along the road: positioning of the cycling facility on the right hand side of the parking lane instead of on the left hand side to minimize the number of potential conflicts.

In general we can observe that over the past 4 decades the Netherlands has seen a re-allocation of urban road space in favour of cyclists and pedestrians. This implies that dedicated space for cycling will not be created at the cost of the space for walking, but rather at the cost of space for motorists. Whenever appropriate space for motorized traffic is confined and traffic calming measures are being applied when appropriate. Electric bicycles Electric bicycles is the general designation of electric powered two-wheelers. Several categories can be distinguished, based on either their maximum (powered) speed, or their technical devise. In the Netherlands motorised two-wheelers with a maximum speed of 30 km/h are allowed to use the cycling infrastructure. A specific and most common used type of electric bicycles in the Netherlands is the so called 'pedelec': this device requires its rider to pedal and only then the electric motor will provide 'assistance'. If this electric assistance will stop at speeds of 25 km/h or above, then no EU type-approval is required. This type of pedelec is legally considered to be an ordinary bicycle. Nowadays a new type of pedelecsthat will continue to provide electric assistance to much higher speeds is entering the market. These vehicles require EU type-approval and are legally considered to be motor bicycles. Currently the use of pedelecs with electric assistance up to 25 km/h is being promoted to make cycling also an attractive mode of transport for slightly longer distances up to 20 km. A

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related development is the construction of so called 'cycle highways': high quality interlocal bicycle paths on which cyclists have right of way at most intersections.

Road safety education

In the Netherlands it is an unwritten rule that parents teach their children thebasic skills of cycling. Upon that, at primary schools in the Netherlands ‘traffic education’ is part of the curriculum for children up to the age of 10. The curriculum pays attention to traffic rules, road behaviour and road safety, preferably both theoretical knowledgeas well as practising skills are being offered. As a part of this traffic education many schools have children do a ‘practical traffic examination’. For this examination the children have to cycle a specific route, and observers along the route check whether their road behaviour is in accordance with the rules. By the age of 12 almost all children cycle to school independently, with distances up to 20 kilometres. Thus every Dutch person is confident with the basic principles of cycling and appropriate road behaviour as a cyclist. In addition to this road authorities pay attention to a good design of school routes and traffic calmed school zones so as to enable children to use the road safely. In principal it is not allowed to cycle on the sidewalks. In the Netherlands there is no legal exception for children on this rule, but it is hardly imaginable that the police will enforce this rule for very young children as many young children ride on sidewalks as they play outside with their friends. In Belgium children are legally allowed to cycle on the side walk below the age of 9. Integration of cycling and public transport Being the second most important mode of transport in the Netherlands for its own right, cycling has also an important role for the functioning of the Dutch public transport system. Public transport in the Netherlands is predominantly being used for interurban trips and the backbone of the public transport system is the railway system. About 40% of the train passengers use bicycles to get to the railway station, and about 12% is (also) using a bicycle to get from the station to their final destination address. A number of facilities and services is enhancing a smooth transfer between the bicycle and the public transport vehicle. Bicycle parking No cycling without bicycle parking. The substantial share of cycling in the urban transport mix is also a challenge to road authorities and other stakeholders to provide sufficient bicycle parking facilities at major attraction points. Over the past 20 years there is a growing attention for high quality bicycle parking facilities. These facilities offer (some) protection against theft, stimulate orderly bicycle parking (thus enhancing the quality of public space) and make bicycle use more attractive as well. A quality mark has been created so as to assist involved parties to select good quality bicycle parking facilities. More information A broad overview of Cycling in the Netherlands can be found in the generic presentation of Cycling in the Netherlands; the brochure “Cycling in the Netherlands” and “Fietsberaad publication 7. Bicycle policies of the European principals: continuous and integral” (see Reference list for links). Or watch the short film on the site of the Dutch Cycling Embassy: www.dutchcycling.nl.

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4 Cycling inTel Aviv In January 1996, two Dutch advisors came to Tel Aviv: Atem Ramsundersingh, strategic planning consultant, and Tom Godefrooij, cycling consultant. Over the course of an intensive week, they worked closely with planners from the Tel Aviv municipality, and with the local cycling advocacy group, “Tel Aviv on the Bike Path”. Together they cycled around Tel Aviv, learned the principles of infrastructure planning for bicycles, and developed a plan for promoting bicycles as a viable mode of transport in Tel Aviv. Among the principles:

The plan would be inter-disciplinary, moving beyond the physical infrastructure of cycle paths to include public awareness, education, and enforcement.

Local stakeholders would be involved in developing the plan: people inside the municipality and outside it, with a central role for the cyclists themselves.

Tel Aviv municipality would start quickly with implementation, and learn and improve as we went along.

In the next phase, the municipality prepared an outline plan for a network of cycle paths in Tel Aviv, developed implementation guidelines for how to design and build the cycle paths, and worked with the Ministry of Transport to get planning permissions and budgets for the first phase. When the current Mayor, Ron Huldai, was first elected in 1999, he decided to adopt the plan, and Tel Aviv has since build 110 kilometers of cycle paths, erected 3000 stands for bicycle parking, and implemented traffic calming in many areas. Simultaneously, the municipality invested in public awareness campaigns and cycling events, and prepared a map of the network of cycle paths in the city. The new shared-rental bike program, “Tel Ofun” (a pun on Tel Aviv and the Hebrew for Bike and the English word ‘Fun’), was inaugurated two years ago, and now has 1800 bicycles at 160 stands, used 3 million times for getting around in the city. The plan has had a significant impact in the move to cycling as a mode of transport. The percentage of Tel Aviv residents who cycle to work or to studies rose from 2% before the plans, to 12% today, and is up to 17% in the center of the city. There are now 18,000 residents who are commuting daily to work or studies. And, no less important, along with the increase in numbers of people riding bikes, there is also a major decrease in the numbers of cyclists involved in accidents - down by 50%. There are also challenges that have to be tackled:

The lack of biking infrastructures in certain areas of the city and the lack of connections with adjacent cities.

An increasing friction between cyclists and pedestrians on the city sidewalks.

The lack of governmental guidelines to enhance safe riding (like boxes at intersections with traffic lights, signinmarking cycle lanes at intersections, etc.)

Over and beyond the transportation impacts, important as they are, the cycling plans have brought about deep cultural change: cycling is not only an accepted alternative to the private car for getting around the city, it is also the inspiration for new fashions, styles, and art. Cycling has helped make this a more humane city, and a more vibrant one.

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5 Work session reports

5.1 Team 1: Planning and Implementation of Cycling Infrastructures

(moderated by Tom Godefrooij) As we have seen in the previous chapter the city of Tel Aviv Yaffo has been implementing cycle paths and cycle lanes on a number of streets in the city. But the continuation of cycle routes across intersections is not very clear and requires improvements. The day before the workshop the municipal bicycle officials of Tel Aviv guided the Dutch experts along some intersections that could serve as 'study area' for the workshop. As the design of intersections is a complicated matter and the time for the workshop is only limited, it was decided to concentrate on one intersection that in its solution can be exemplary for other intersections. The chosen intersection to look at was the intersection between Ibn Gabirol, Bloch Street and Ben Gurion Boulevard. The advantage of this choice is that this intersection is just next to the venue of the workshop, allowing the workshop participants to closely observe the situation as a basis for problem identification and analysis.

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Problems and causes

Cycling facilities are not continuous into the intersection. At Bloch Street the cycle paths start/end 50 m before the intersection. At Ibn Gabirol the cycle lane on the sidewalk is ending 10 to 15 me before the intersection.

Ben Gurion Boulevard has only a two directional cycling path on the north side whereas the other legs of the intersection have one-directional facilities at both sides of the road. This is making cyclists' movements to and from Ben Gurion more complicated, forcing cyclists sometimes to make an additional crossing.

The current design of cycling facilities is confusing. The situation doesn't provide sufficient information to road users about how to handle the situation. Also the design of the cycling facilities is different at the various legs of the intersection.

The cycle lanes on the sidewalk and the way they are terminated 15 m before the intersection. The designers have deliberately created a 'shared space' situation for cyclists and pedestrians in an already tight spatial setting. This results in frictions between cyclists and pedestrians.

On closer inspection the before mentioned problems at the intersection are to a large extent originating from the design of the cycling infrastructure at Ibn Gabirol. The cycle lanes are taking space from the many pedestrians leaving them hardly enough space for undisturbed strolling the sidewalks. The demarcation of the cycle lanes isn't very clear either, thus resulting in the situation that nor cyclists nor pedestrians respect each other’s territories. At bus stops the cycle lanes are interrupted, suggesting that cyclists have to give way to pedestrians embarking and disembarking the bus. Yet this interruption of the cycle lane is not very conspicuous resulting in a chaotic interaction between cyclists and pedestrians.

Additionally it is mentioned that Ibn Gabirol is combining the function of urban arterial and commercial street. Supply of goods to the shops is interfering with the flow function of the road and hamper also the cycling movements.

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In the traffic lights adjustment cyclists and pedestrians appear to have a low priority, resulting in long waiting times. Even more so if they have to cross more than one leg of the intersection.

The rather narrow one directional cycle paths at Block Street are being used in two directions.

It is mentioned that there is a lack of enforcement of the right behaviour. (It can be questioned though whether more enforcement would really solve the problems. See also the work session report of team 2 below.)

Additionally some problems at the level of decision making are being mentioned that may have contributed to the coming into existence of some of the before mentioned problems:

There is a lack of coordination with regards to the decision making.

Certain solutions are already rejected before they are seriously considered.

It is claimed that some solutions should be in conflict with existing regulations. On further inspection of this argument it appears that there are no legal impediments for those solutions; the problem is rather that some institutions have conflicting policy views that stops them from approving certain solutions. This opposition can in principle be tackled by argumentation and doesn't require changes of laws and regulations.

Conclusions so far

The problems at the intersection originate to a large extent from the designs of the roads entering the intersection.

Continuity of cycling infrastructure is desirable in all directions.

This requires also improved recognisability of the route options that cyclists have at the intersection. I.e. cyclists immediately see which manoeuvres they have to (and can) make for each direction they might wish to go: straight on, right turn or left turn.

Although we don't have concrete figures about the traffic volumes it is our impression that volumes are too high to implement a proper roundabout.

In order to deal with potential opposition it is suggested to look at an experimental design that can be implemented by provisional means. If the design would create unexpected (or feared) problems, the design could be adapted or taken out.

Based on these conclusions two groups started to sketch designs for an improved intersection. These were two results:

The first design shows an improvement of the east west connections. A cycle paths is added to the south side of Ben Gurion and the cycle path on Bloch Street are continued to the intersection. Thus continuous and recognizable routes come into existence for cyclists going straight on in the west – east and east – west direction. However, left turns are still problematic in this design. It is unclear where cyclists can position themselves safely to wait for a gap in the traffic flow to cross.

And the confusing interaction at the corner between cyclists and pedestrians on Ibn Gabirol is neither solved.

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The second design suggests additionally more continuity in the north – south connections, but is suffering from the same problem: for cyclists that have to make a left turn it is totally unclear where they can position themselves when they have to wait for a crossing opportunity. Tom Godefrooij sketched the principle of Dutch intersection design at intersections of this size. The principle is to create safe areas at each corner where cyclists can position themselves when they have to wait before they can cross. Pedestrians can cross the cycle track and wait between the cycle track and the main carriageway for the right moment to cross. The principle is explained in a short video animation that can be found at https://www.youtube.com/watch?feature=player_embedded&v=FlApbxLz6pA . More information can be found at http://bicycledutch.wordpress.com/2014/02/23/junction-design-in-the-netherlands/. The latter link has also a video that shows how these intersections work in reality. Based on this information the team made the following design that was shown in the afternoon:

The consequence of this design is that it implies another position of the cycling infrastructure at Ibn Gabirol: The cycle path will be moved to the outer lane of the main carriageway. This is in accordance with the first conclusion that the problems for cyclists (and pedestrians) at the intersection originate from the designs of the roads entering the intersection. Thus solving the problem requires also a redesign of these entering roads.

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5.2 Team 2: Behaviour and image of cyclists and pedestrians.

(moderated by Angela van der Kloof) The work session started with a presentation with a few figures of cycling throughout the seasons and the diversity of motives for cyclists, and differences in motives for different age groups. So as to get an understanding of what types of trips could be interesting for which target groups. Then a short outline was given of cycling education: a definition including formal and informal education and what these types of education look like. A few examples of formal educational programs were discussed, before getting to the exact topic of the work session. The city of Tel Aviv faces a challenge in frictions between cyclists and pedestrians and the request was to learn from Dutch examples of education and enforcement. An important lesson, when thinking about education and enforcement, is to think about the exact message and also to make sure that your message is congruent with reality. Otherwise your audience will find you arrogant, ignorant or simply not credible because too far from reality. This is especially true for governmental bodies1. So it was important to have a good look at what the exact friction is and where this comes from, before starting to look for a solution. With the help of a set of pictures that were taken the day before, the group looked at the bicycle infrastructure through the eyes of a Dutch cyclist. And it became clear that as a cyclist it is impossible to stick to the rules. At intersections and zebra crossings you would have to dismount the bike for a few metres and get on it again. And after a few hundred meters of separated track, this track stops and it is completely unclear where you would have to bike. Also, exactly where you need more clarification because volumes of pedestrians and cyclists in peak hours are high (like next to a secondary school), the clear separation stops. This series of pictures clarify this:

1A striking (and hilarious) example of this is the following video: https://www.youtube.com/watch?v=bzE-IMaegzQ This filmmaker was cycling in New York and had to get off the cyclepath as a car was parked on it. A police officer fined the cyclist. As a protest the cyclist made this video in which he shows how impossible it is for a cyclist in New York to stick to the cycle tracks.

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1. What is the appropriate and safest position for the cyclist to access the cycle track along the boulevard?

2. Where is some space for the cyclist to ride in this street?

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3. Who are these ‘rebels’ not wanting to stick to the rules?

4. A clear space for cyclists? Or better use it as a shared space?

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5. Where should you ride next?

6. Having to go crisscross to go straight on.

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7. How to stick to the rules here? What are the rules in such a situation?

8. Is a zebra crossing meant to facilitate pedestrians to cross the street safely in their own pace?

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The groups’ conclusion was, that there are underlying problems that need to be looked at, before coming up with ideas for a campaign or education. The groups identified the following problems. Group 1

Lack of infrastructure all over the city Still work in progress

Lack of continuity of bike infrastructures Poor decision making + constraints of an already built city

Lack of awareness about other street users A matter of culture and education

Lack of awareness of municipal policy on promoting sustainable transport Not enough marketing

Lack of wide consensus on promoting sustainable transport People are afraid of changes / people do not trust the establishment / people do not

deeply understand the importance of sustainability

Lack of efficient public transport A national problem

Group 2

The way is not clear – way finding is difficult

The infrastructure is less than perfect

Conflict between road users

The formal message ambiguous

Feeling of safety for riders and pedestrians This lead to the following presentation that summarizes the ideas for the next steps:

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6 Suggestions for additional sources of information This chapter contains a detailed overview of web resources which can be used by the teams for preparation purposes.

Cycling in the Netherlands

Brochure “Cycling in the Netherlands”(2009) http://www.fietsberaad.nl/library/repository/bestanden/CyclingintheNetherlands2009.pdf

Report Fietsberaad Publication 7: Bicycle policies of the European principals: continuous and integral http://www.fietsberaad.nl/index.cfm?lang=nl&repository=Fietsberaad+publication+7+als+dochter+van+de+nederlandse+versie

Generic Presentation on Cycle Policy and design in the Netherlands http://www.fietsberaad.nl/index.cfm?lang=nl&repository=Generic+presentation+Fietsberaad+International

Amsterdam Bicycles (82 pictures) http://www.ski-epic.com/amsterdam_bicycles/

Video “Amsterdam: The Bicycling Capitol of Europe” http://www.youtube.com/watch?v=qk6YxhKH590

Video “How the Dutch got their cycle paths” http://www.youtube.com/watch?v=XuBdf9jYj7o

Bicycle Dutch: blog with lots of interesting posts, comments and links http://bicycledutch.wordpress.com/

Bicycle Council(governmental expertise centre on bicycle planning) http://www.fietsberaad.nl/index.cfm?lang=en

Dutch Cycling Embassy (also featuring the video “Cycling for everyone”) http://www.dutchcycling.nl

Educational website for international students and workers of Wageningen University (initiative by the municipality of Wageningen, Wageningen University and Mobycon) http://www.cyclinginwageningen.nl

General

Wikipedia about sustainable mobility http://en.wikipedia.org/wiki/Sustainable_mobility

Wikipedia about mobility (utility) cycling http://en.wikipedia.org/wiki/Utility_cycling

A definition of mobility management http://www.epomm.eu/index.php?id=2590

An interesting German campaign to make cycling hip and cool http://www.radlust.info/en/

Cycling Rules! http://www.cyclingrules.org

Cycle Chic from Copenhagen http://www.copenhagencyclechic.com/

Website from an Amsterdam bicyclist to inspire others http://amsterdamize.com/

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7 Bio’s Dutch Experts Tom Godefrooij, Dutch Cycling Embassy

Tom Godefrooij (1950) is a sustainable transport specialist. After his graduation in architecture in 1975 he worked a few years as an architect. In 1981 he joined the Dutch Cyclists’ Union to make a publication on traffic calming. Subsequently he became policy director of the Dutch Cyclists’ Union and dealt with virtually all aspects of cycling, ranging from road safety and infrastructure design and policy development to technical standards for vehicles and equipment. From 1996 to 1999 he was president of the European Cyclists’ Federation (ECF), and in 2000 he was programme director for the international cycling conference VeloMondial 2000 in Amsterdam. In 2001 took up office with the Dutch Province of Noord-Brabant to become project manager for the drafting of the Provincial Traffic and Transport Plan. This plan defines the roles of the various modes of transport in the transport system and provides a framework the transport policies of the municipal governments in the province. The plan was

approved in 2006. From 2006 - 2011 he was employed by Interface of Cycling Expertise (I-CE), being responsible for capacity building activities in the field of cycling-inclusive policy development. In this capacity he worked in India, South Africa, Tanzania, Chile, Peru, Ecuador, Brazil, Colombia, Israel, Turkey and Ghana. Now he is senior policy advisor at the newly created Dutch Cycling Embassy. Angela van der Kloof, Mobycon

Angela is a Sustainable Mobility Consultant who understands that user experiences and needs always depend on the social, economical and cultural context. She is focused on stimulating behaviour change in mobility patterns. Which interventions in the mobility sector work and why? And how can a similar intervention be transferred to another context? She enjoys challenging people to think differently, as she learned to do more than 20 years ago when she began teaching immigrant women in the Netherlands to cycle. Understanding the fundamental way mobility affected the lives of the women

she was teaching, Angela began to see the bike as a tool to stimulate participation and interaction in society and create an environment that is social and accessible for all. As a project leader, Angela focuses on the areas of cycling, traffic safety education, communications and marketing. She advises clients in developing policy and programming and trains planners, engineers and others interested in liveable communities. In her work, Angela is drawing upon her educational background in combination with her background in geography.

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Like many people in The Netherlands, Angela uses her bike to move through her day. She enjoys the easy pace that cycling affords her and the chance to look in shop windows, meet her neighbours and observe the seasonal changes in the parks and gardens of her city.

“I enjoy creating synergy between people’s physical movement and their mental movement.”

Mail: a.vanderkloof@mobycon.nl Twitter: @AngelavdKloof Website: www.mobycon.com

The Dutch Cycling Embassy Hooghiemstraplein 140 3514 AZ Utrecht The Netherlands info@dutchcylcing.nl www.dutchtcycling.nl