Sustainable Transportation in the Netherlands

Briana DeRosa

Christopher Silver

Spring 2020

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Table of Contents

Introduction 4 Project Background 4 Research Question 5 Hypothesis 5 Research Methodology 5

Relation to the Built Environment 5 Pillars of Sustainability 6 Economic 7 Social 7 Environmental 7 Relation to Sustainable Development Goals 7 Goal 3: Good Health and Well-Being 9 Goal 9: Industries, Innovation and Infrastructure 9 Goal 11: Sustainable Cities and Communities 10 Goal 13: Climate Action 10

Transportation Systems 11 Bicycles in the Netherlands 11 Benefits of Biking 12 Bicycle Use in Groningen 13 History of Bicycles in Groningen 14 Bicycle Policy in Groningen 14 Traffic Circulation Plan 15 Case Study: Implementation and Results of the Traffic Circulation Plan in the City of Groningen by Clemens Hellemeier, Mahdokht Soltaniehha. 16 Groningen Cycle Strategy 2015-2025 18 Groningen - Cycling City 18 Challenges For the City 18 Our Cycling Strategy 19 Bicycle Use in Amsterdam 24 History of Bicycles in Amsterdam 24 Bicycle Policy in Amsterdam 26 Long Term Bicycle Plan 2017-2022 26 Smooth Cycling 27

2 Easy Parking 28 Better Biking 29 Public Transport in the Netherlands 30 Busses 30 Benefits of Busses 30 Regional Bus Services 31 Local Bus Services 31 Trains 32 Benefits of Trains 33 Trains in the Netherlands 34

Conclusion 34

References 36

3 Introduction

As society and the world continues to develop and globalization increases, the state of the planet is increasingly at risk. Along with the devastating destruction of the natural world comes impacts on health directly due to the actions humans take in order to meet demands as well as progress. We as a species are destroying our own future at the stake of current society’s progression. We must shift how we live and develop our lives to align with sustainability- focusing on meeting the needs of the present without compromising the ability of future generations to meet their needs.The three key pillars of sustainability are economic, social and environmental; three areas which all life activities can be attributed to. The Netherlands is a country which has taken a lead in global sustainability efforts and can be analyzed as a model for change in which the rest of the world could and should implement. Dutch are very skilled and serious planners which has played a major part in their ability to become one of the most sustainable countries in the world. Their way of life is sustainable as they have built their society surrounding how humans should interact with the environment. For this research paper I am going to focus on how they form their transportation systems to increase social and economic sustainability and battle climate change.

Project Background

After having the opportunity to spend a month in the city of Groningen in the

Netherlands, I quickly saw a stark difference in the ways people get around compared to my home state of Florida as well as most places in the United States. Transportation is vital for a functioning and productive society and so it is the responsibility for humans to figure out how to

4 carry on with it in a way that is respectful to the environment while considering human needs.

My research is going to focus on how transportation is being handled sustainably and efficiently in the Netherlands, specifically focusing on bicycles, public buses and trains..

Research Question

How does the Netherlands promote sustainability in regard to transportation?

Hypothesis

My hypothesis is that the Netherlands promotes sustainability through transportation policy and practices.

Research Methodology

I will conduct secondary research on different transportation options which are vital to a sustainably functioning society. Focusing on the Netherlands, I will explore how sustainable versions of this infrastructure can impact people, the planet and profit.

Relation to the Built Environment

The scope of my project relates to the built environment as I am focusing on different sustainably oriented transportation modes and how they affect the people, planet and profit. By focusing on environmentally friendly transportation systems I will draw conclusions on how decisions can influence sustainability, including all three pillars.

Pillars of Sustainability

Sustainability is a concept that requires interconnectedness of multiple realms of society in order to achieve true success. Each part must be achieved or the system in question will be

5 unbalanced. There are two popular ways used to visualize this concept (See Figure A and Figure ​ B). ​

Figure A: Three Pillars Demonstrated as Support Beams for Sustainability

Figure B: Three Pillars Demonstrated as how they Interact with Each Other

Economic

My research relates to the economic pillar as the Netherlands funnels money into

6 sustainable transportation policy and practices which boost economic activity.

Social

My research can be analyzed in regard to the individuals who interact and live within a sustainably built society and utilize different alternative transportation methods.

Environmental

My research works to understand how interconnected the environment and humans are and how the choices that we make in regard to transportation can influence each. . With a focus on environmentally friendly living comes positive benefits for the planet.

Relation to Sustainable Development Goals

There are 17 Sustainable Development Goals were developed in 2015 by the United

Nations in efforts to create a more sustainable global world. These 17 goals “address the global challenges we face, including those related to poverty, inequality, climate change, environmental degradation, peace and justice” (United Nations). The 17 Goals highlight each pillar of sustainability and so are all interconnected, and intended to be completely inclusive in attempts to leave no one behind. The agenda for the goals sets the precedent that they must be reached by

2030 in order to have the highest impact on our world systems. With only a decade less to accomplish the goals, “SDG Summit in September 2019 called for a decade of action and delivery for sustainable development, and pledged to mobilize financing, enhance national implementation and strengthen institutions” (United Nations). The actions are being considered

7 on three levels which are global, local and people. Global action is intended to secure more proficient leadership, increase resource availability and responsibility, and develop more innovative solutions to aid reaching goals. Local action is supporting governments, cities and local authorities to incorporate policies, budgets, institutions and frameworks that are in line with goals. Lastly, people's action is to promote needed transformations in individuals, private institutions, and influential public realms such as schools and the media.

The Netherlands is on board completely on board with working toward achieving the

Sustainable Development Goals by 2030. The Dutch work each year to implement programs which will further sustainable development goals as “The Netherlands is fully committed to making the next leap forward,’ Dutch Prime Minister Mark Rutte said at the UN Sustainable

Development Summit in September 2015” (United Nations). This statement was followed by action In 2016 when, “the Dutch Government [pledged] to the United Nations Development

Programme (UNDP)...€28 million to help UNDP deliver on its strategic plan through 2017... one of UNDP’s top 15 donor countries, the Netherlands is a key UNDP partner in the fields of the rule of law, food security, water, and reproductive health and rights.” (United Nations

Development Program). The actions being taken are well spread through global, local and people as again, sustainability is a web of work that must be complementary or links do not connect.

Though the Netherlands is a supporter of all sustainable development goals, I will specifically highlight the few that tie into the Dutch transportation systems I will be reviewing in this paper.

Goal 3: Good Health and Well-Being

“Ensuring healthy lives and promoting well-being at all ages is essential to sustainable

8 development”. The incorporation of sustainable transportation systems, such as biking and high carry capacity methods promotes mental and physical health.

Specific Goal Targets:

3.9 By 2030, substantially reduce the number of deaths and illnesses from hazardous chemicals ​ and air, water and soil pollution and contamination.

● By minimizing emissions from single person travel methods, there will be

reduced air pollution and soil and water pollution caused by rainfall run off of car

chemicals left on roadways.

Goal 9: Industries, Innovation and Infrastructure

Sustainable Development Goal number nine indicates “Investments in infrastructure – transport, irrigation, energy and information and communication technology – are crucial to achieving sustainable development and empowering communities in many countries. It has long been recognized that growth in productivity and incomes, and improvements in health and education outcomes require investment in infrastructure” (United Nations). The Netherlands is a hub for innovative industry in all sectors but specifically they work to innovate and incorporate cutting edge, eco-friendly technologies into their transport.

Specific Goal Targets:

9.4 - By 2030, upgrade infrastructure and retrofit industries to make them sustainable, with ​ increased resource-use efficiency and greater adoption of clean and environmentally sound technologies and industrial processes, with all countries taking action in accordance with their

9 respective capabilities.

Goal 11: Sustainable Cities and Communities

Sustainable Development Goal number eleven indicates “Cities are hubs for ideas, commerce, culture, science, productivity, social development and much more. At their best, cities have enabled people to advance socially and economically” (United Nations). The Netherlands are designed to maximize the community through the incorporation of sustainability such as communal transportation.

Specific Goal Targets

11.2 - By 2030, provide access to safe, affordable, accessible and sustainable transport systems ​ for all, improving road safety, notably by expanding public transport.

11.A - Support positive economic, social and environmental links between urban, peri-urban and ​ rural areas by strengthening national and regional development planning

● Policy and practices in the Netherlands are proof of strong development planning.

Goal 13: Climate Action

Sustainable Develop Goal Thirteen indicates “The pace of change is quickening as more people are turning to renewable energy and a range of other measures that will reduce emissions and increase adaptation efforts” (United Nations). The Netherlands as a whole is at the forefront of climate action. Alternative transportation can have a huge impact on climate change mitigation.

10 Specific Goal Targets:

13.2 Integrate climate change measures into national policies, strategies and planning. ​ Transportation Systems

The ability to get around is key for a society to function efficiently and residents to have a high quality of life. The Netherlands promotes a variety of different transportation forms in order to accommodate all citizens. In regard to sustainability, single occupancy cars are among the worst ways to travel due to energy and fuel demands,mental and physical impacts on humans who use them and the economic downfalls required to support a car oriented system (roadways, traffic accidents, individual costs,etc.). This paper will highlight the more sustainable alternatives the Netherlands promotes through practice and policy: bicycles, public busses and trains.

Bicycles in the Netherlands

The Netherlands is on top as a bicycle country due to “More than one-quarter of all trips made by Dutch residents are travelled by bicycle… has the highest proportion of bicycle use as a percentage of total number of trips… The Netherlands accommodates 17 million inhabitants and

23 million bicycles” (Netherlands Institute for Transport Policy Analysis). Bicycle use is one of the most sustainable forms of transport due to no emissions and health benefits. I will discuss two cities in the Netherlands that are world renowned for bicycle use: the historical Groningen and the iconic Amsterdam.

Benefits of Biking

The environmental benefits of biking are apparent as car emissions release toxins which create noise, air, water and land pollution and so increased bike usage leads to reduced emissions

11 which can damage our planet and have negative anthropogenic effects. Also, cars take up more space than bikes, about 15 bikes per area a car needs, and so a bicycle oriented system requires less land degradation but can accommodate more people.

From a social standpoint, engaging in moderate physical activity reduces the risk of certain diseases such as cardiovascular, osteoporosis and can even reduce the risk for

Alzheimer’s disease by 29%. Physical activity also benefits mental health and has been linked to a 17% lower odds for developing depression in a large meta analysis of relevant studies

(European Federation of Cycling 2018 Benefits of Cycling Report). Cycling is also More efficient as cycle highways reduce time spent in traffic congestion by 3.8 million hours a year in the netherlands. On a humanitarian note, cycling classes for refugees have been a success story in a number of EU countries, including the Netherlands. These are often managed by European

Cycling Federation member organisations, “in which these initiatives give refugees, and in particular women, the possibility to participate more actively in society by giving them easy access to relevant facilities” (European Federation of Cycling 2018 Benefits of Cycling Report).

Economically, biking can increase productivity in the workplace as employees that cycle to work regularly have on average 1.3 days less sickness absence per year. As compared to their counterparts. This reduction in employee absences means a gain of almost 5 billion euros per year for employers around the European Union (European Federation of Cycling 2018 Benefits of Cycling Report). Bking saves individuals money as well due to decreased need to spend money on gas and car maintenance. This can equat go over 2000 euro per year on a 20 mile ​ commute to work at 58 cents per-mile cost of driving to work (according to 2019 irs data). ​

12 Bicycle Use in Groningen

Groningen, Netherlands can and has easily been named the world's “bike city” as it has the highest bike share travel of any city (Pucher and Buehler) and I can first hand attest to that.

After doing a month of study abroad in this city, I joined the thousands of other residents who chose biking as their main source of transportation- with over 57% of transport done via bicycle in Groningen (Netherlands Tourism), it is the most popular and overwhelming type of transportation done in the city, as is only expected to increase (See Figure C). This claim can be ​ ​ supported by studies, such as “A View From the Cycle Path”, an experiment which counted each cyclist who passed a point every day of the year and then divided by 365 to get a daily user number, which results in numbers between 14,000 and 19,000 daily cyclists passing depending on the street. Moreover, local policy is written and implemented in a way which favors cyclists and gives them the right to always be against cars.

Figure C: Future Projection of Cyclist in Groningen

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History of Bicycles in Groningen

Today the streets of Groningen are flooded with bicycles, so much that the city has had to take action and create efforts to minimize the cycle clutter from the sidewalk, but it has not always been like this. Though already in 1911 Groningen had more bikes per capita than any other country, it has been a long ride that has led to the popularization of the bike and decreased car usage in Groningen. After an increase in car usage due to the invention and widespread adoption of it in the mid 1900s, the ball really began to roll in the 1970. More than 400 children were killed in traffic accidents the year prior across the country which led to an uproar of the

Dutch people who had cherished bicycles due to the deep cultural connection. These cyclists and concerned community members organized the “Stop de Kindermoord” Protest, or “ Stop Killing ​ Children” . This led to the founding of First Only Real Dutch Cyclists’ Union, a group dedicated ​ to demanding more space for bicycles in the public realm – organising bike rides along dangerous stretches of road, and compiling inventories of the problems encountered by cyclists”

(The Guardian). The backlash regarding car safety paired with increased awareness of environmentalism and the oil crisis created a momentum of taking a step back on car usage and the implementation of “car free sundays”. Shortly after, The Planning Minister of Groningen decided to put policies into action to increase the amount of safe space for bicyclists and pedestrians within the city.

Bicycle Policy in Groningen

One of the first serious ordinances was the “Motorist Liability Act” which was put into effect, to legally hold motorists responsible for accidents with pedestrians no matter what. Also

14 changes were made to the city center with the implementation of the Traffic-Circulation Plan in

1977. After the Traffic Circulation Plan (TCP) a few more plans were created which ultimately led to the most recent plan put in place today. The “Hand on Heart '' plan was conceived in 1992 and approved in 1993 was intended to promote a Compact City design and restrict car use in the city. Three years later a New master plan (Groningen in 2005- City for a New Century) was created in 1996 (later to be amended in 1997 with a focus on “accessible and livable city) taking from the successes and failures of the 1987 Master Plan. Objectives included solving traffic congestion issues and promoting city accessibility. A mix of public transport measures such as new bus routes, new parking facilities and improvements to the existing ring road were initiated

(Hellemier and Soltaniehha). The most current plan is the “Groningen Cycle Strategy

2015-2025).

Traffic Circulation Plan

Developed by Max Van Den Berg, The Traffic Circulation Plan effectively made the inner city a place that could be most efficiently assessed by bicycle or by foot, leaving cars outside on the roads surrounding the inner city. The plan divided the city into four quadrants, each inaccessible to each other via streets and only could be accessed by traveling on a ring road surrounding the city or through 2 artery roads, access within the quadrants is limited to pedestrians only though (See Figure D). ​ ​

15 Figure D: Traffic Circulation Plan Map

Case Study: Implementation and Results of the Traffic Circulation Plan in the City of

Groningen by Clemens Hellemeier, Mahdokht Soltaniehha.

Focus of Study

The focus of this study was to provide a review of changes in physical planning in the past 50 years in regard to traffic plans as well as to interpret the current situation of the traffic in the inner city. The overarching aim of the study “ is going to prove the fact that policy-making in

Groningen was not only the cooperative and communicative one but also the city is still dealing with a non-compromising and top-down policy style” (Hellemeier and Soltaniehha).

Methodology

The main source of methodology used to conduct this study qualifies as qualitative methods.

Observations, interviews, a case study review on the inner city of Groningen were conducted in order to collect and review data for conclusions.

16 Findings

The findings of this study were not as expected and concluded that actually two ring roads run through Groningen:

● “Diepenring” which is not a built ring road but a combination of roads running along the

canals that confine the old town area”. This road network acts to guide cars close to the

inner city area.

● Highway which surrounds the city which is equipped with park and ride facilities to bring

travelers into the inner city.

Further findings reviewed and analyzed the bicycle network throughout the city and discussed the quality of facilities which led to the denouement that the bike paths were implemented successfully, the streets were narrowed as a necessity to minimize space for cars and promote bike use, introduction of “shared space” concept increased rights for non-motorized travelers and a construction of underground bicycle parking facilities (5,000 spots with plans to expand) would further support increased bicycle use.

Conclusion

The Traffic Circulation Plan impacts on the more or less compact structure of the city of

Groningen has contributed to keep and preserve the city’s structure and still does so today. The structure is in major part why the bicycle has become and remains so popular. This combined with increased knowledge of environmental consequences of cars and the oil crisis, led to a

17 cycling oriented city.

Groningen Cycle Strategy 2015-2025

This plan has four parts in order to fully understand the bicycle system in Groningen and develop ideas for the future: “Groningen - Cycling City”, “Challenges for the City”, “Our

Cycling Strategy”, and “Time to Get to Work!”.

Groningen - Cycling City

This aspect of the plan focuses on reiterating the favorable conditions- weather, flat topography, clean air, short distances, safe streets in Groningen for cyclists. A key part of designing a compact city is that “Spatial planning has been focused on an effective use of space for many years” (Groningen Cycle Strategy 2015-2025). The cycling policy in Groningen is required to create an economically secure, accessible and healthy city. More and more often the city is experimenting with new infrastructure such as street lights to further develop and aid cyclists.

Challenges For the City

Even though the cycling system and infrastructure have been carefully developed, implemented in an organized way, and is continuously being evolved, there are still problems that must be carefully considered and hopefully eradicated by this plan, or at least alleviated a bit.

Due to constant growth in Groningen (See Figure E) as it is a city with high quality of ​ ​ life and home to a large University, issues surrounding density are a main source of concern.

Places are becoming more busy, traffic jams are becoming more common, wait times are increasing and bicycle parking is insufficient all of which lead to frustration. The city of

18 Groningen is working to tackle these urban challenges to “create good conditions for the growth of the city, keep the city accessible, improve the health of our citizens, ensure a viable and economically vital city and ensure a safe city” (Groningen Cyclecity Strategy 2015-2025). Good conditions for growth include ensuring incoming inhabitants are able to find good work, housing and facilities for daily life as well as ensure visitors/commuting residents have the space to function with permanent city residents. In order to keep the city accessible, the southern circular road is being updated and partially moved underground, park and ride facilities are being expanded and top notch public transportation networks are being curated. Keeping residents healthy is a key motivator for pursuing efficient biking networks as cycling is good for humans mody and minds. Lastly, the economic efficiencies of a bicycle are greater than any other mode of transport due to environmental and infrastructure savings.

Figure E: Population Growth in Groningen

19 Our Cycling Strategy

Groningen has a long history of bicycle use planning and this newest plan for cycling ​ strategy consists of five strategies each with clarifying “compass projects”.

Strategy 1: The Bicycle Comes First

The city of Groningen government considers the bicycle to be the most important mode of transportation and believe it deserves the proper system and maintenance. For new spatial projects a “BEA” or Bicycle Effective Analysis is prepared to guarantee that bicycles are considered in the early planning stages.

Compass Project 1:Bicycle Tunnel and Underground Bicycle Parking Main Railway Station

The Groningen Main Railway Station is to receive updates and refurbishments in order to create more accessibility to and from the city by bus and train. A bicycle tunnel and underground parking facility is underdevelopment with a vision for up to 15,000 spots by 2020 to support cycling as the form of transport to get to the station.

Compass Project 2: Heated Bicycle Paths with Geothermal energy or Thermal Energy From

Wastewater

Planners are working on ways to ensure bicycle path safety and accessibility by using geothermal energy to heat the paths to keep them free of snow naturally either from the earth or heat from sewers.

Strategy 2: A Coherent Bicycle Network

The key to a functioning, bicycling favored society, is accessibility to transportation hubs, economically stimulating and popular facilities such as markets, schools, and health centers. Groningen has taken multiple measures to increase network connections, ranging from

20 the basics that include neighborhoods and districts to the main network where hubs lie on (See ​ Figure F). ​ Figure F: Groningen Bicycle Network Key and Map

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Compass Project 3: Park and Bike at all P+R Locations and Railway Stations

Allows for easy transition from car, bus or train to a bicycle. Additionally, increased availability of public use bicycles, bicycle lockers and quality parking will increase the amount of those who participate in park and ride.

Compass Project 4: Accelerate Bicycle Route Plus Groningen - Haren

This project is to increase the speed limit to 30km/h (20pmh) on the path between the

Groningen - Haren, commercial and residential districts.

Strategy 3: Space for Bicycles

With increased bike networks it is important to literally also create more space for bicycles around the city or else there will be consequences to pedestrian safety and city aesthetics.

Compass Project 5: Cycling on the Canal Ring

This project will include major maintenance to the canal ring bike path to provide improved city center cycling. The new designs will take into account bridges and other sections where the path crosses with motorized transportation.

Compass Project 5: Bicycle Street Korreweg

Korreweg is one of the busiest paths in the city and it becomes teeming with bicycles and overflows into the car lane, creating unsafe conditions for pedestrians and motorists. The plan is to model this street after two previously remodeled paths.

22 Strategy 4: Tailored Bicycle Parking

This strategy is centered around experimentation with parking facilities and practices to relieve the pressure of the ones that already exist and create a more organized system. The introduction of short term, medium and long term parking will be spread throughout the city.

Short term will include flexible solutions in public spaces such as simple racks. Medium term will include permanent facilities in public spaces. Lastly, long term will be high quality, indoor or underground pay for park facilities.

Compass Project 7: Expansion of City Centre Bicycle Parking

The aim of this project is to build quality parking in the main market to greatly expand and supplement parking that already exists. Creating temporary bicycle parking in empty shop spaces also will promote safety and economic endurance.

Compass Project 8: Bicycle Parking in Order

Remove car parking and replace it with more bicycle spaces. Additionally, the city will be working with private lodging businesses to have them provide bike racks at their own expense.

Strategy 5:The Story of Groningen - Cycling City

Bicycles are rooted in the culture of Groningen and they use them to keep their youthful and innovative ambience. Through this strategy the city wants to inspire and invite people to find their own passion in cycling.

Compass Project 9: Cycling City Logo

The “050 Cycling City Logo” is an attempt to brand Groningen and the Cycling City.

This symbol (See Figure G) is a bike while 050, the Groningen area code, is creatively ​ ​

23 embedded in the image as the framework of the bike. Plans are to incorporate this into all traffic lights and any place a bike marking is required, merchandise will also be developed.

Figure G: 050 Groningen Cycling City Logo

Bicycle Use in Amsterdam

As the capital of the Netherlands, Amsterdam is one of the oldest cities in the country and is the most populated with 741,636 (World Population Review) residents across the rural and city sectors. This city is known for many things which attract millions of tourists each year but is most notably recognized as a bicycle city. Promoting Amsterdam as a “bike city” can be supported as “in 2003 fifty percent of Amsterdam’s inhabitants made daily use of their bikes.

Over 85% of Amsterdam’s residents rode their bikes at least once a week in 2003. Bicycling is almost universal in Amsterdam. The rich and the poor, men and women, children and the elderly, all use the bicycle for a minimum of 20% of their trips” (City of Amsterdam, 2003b).

History of Bicycles in Amsterdam

Amsterdam, like most Dutch cities, is favorable for bikers due to relatively flat land and year round tolerable climate, but these are not the only reasons that the Dutch have taken to

24 biking as their favored mode of transportation. Like most places in the world, the transportation revolutions began in the mid 1900s due to the invention and popularization of the car, in

Amsterdam this led to a decline in pedestrian travel, previously the most common way to get around , “from 1955 to 1970 the cycling mode share had declined [from 75%] to only 25% of all trips” (Dutch Bicycling Council, 2006; Langenberg, 2000), even still though this was higher than all other European countries. In the 1970s, with the increasing awareness and spread of environmentalism and advocating for better road safety, the Dutch began to protest increased car usage on the grounds of concern about air and noise pollution, and traffic congestion and unsafe road conditions for pedestrians.

The city council began to explore two options for mediating the conflict between motorists and those who supported human powered transportation; “adapting the development patterns and city structure to the automobile or limiting car access to the city center and promoting walking, cycling, and public transportation” (SustainMag). The city favored the second option and began implementing policies and infrastructure which would favor alternative transportation. This more sustainable and cost effective choice has positive outcomes ((see

Figure H)) “Bike mode share reached 31% of all vehicle trips in the mid-1980s, and rose further ​ to 37% in 2005 and 38% in 2008 . Over the same period of time, the mode share for public transport declined slightly (from 27% in 1985 to 25% in 2008). The percentage of trips made by car declined from 42% in 1985 to 37% in 2008” (Dutch Bicycling Council, 2006; City of

Amsterdam, 2007 and 2009).

25 Figure H: History of Transportation Mode Share

Bicycle Policy in Amsterdam

Long Term Bicycle Plan 2017-2022

Since the 1970s, Amsterdam has implemented a variety of policies in efforts to protect and support bicyclists. The modern work being done can be broken up into goals: making more room for cyclists, improving bike parking, and aiding smooth traffic flow.

The most overarching plan put into effect is the €54 million program, “Long Term ​ ​ Bicycle Plan 2017-2022”. This plan focuses on “cyclists and a healthy and accessible city” (See ​ Figure I). To achieve smooth cycling and better parking, this plan highlights concrete goals and ​ initiatives which traffic flow will be considered on a human approach by how cyclists interact with each other. This plan was derived from surveys of residents and users as well as input from various groups such as the infamous First Dutch Cyclists’ Union.

26 Figure I: Long Term Bicycle Plan 2017-2022

Smooth Cycling

The Long Term Bicycle Plan 2017-2022 defines a smooth cycling as a system in which

“cyclists can reach their destination via wide, direct, fast, smooth and recognizable routes”. In order to achieve smooth cycling certain criteria have been incorporated into the design of bicycle paths. This allows cyclists to use a compact network of carless streets or seperate red asphalt

(See Figure J ) bike paths with a minimum width of 2.5 metres. These guidelines were created ​ ​ regarding feedback of a bicycle satisfaction survey where cyclists indicated things they desired such as path connections to overcome obstacles, more attractive paths, and more space for bikes on busier roads. This intention also sets the standard that by 2025, at least half of the bicycle routes will be connected and be a part of Plus Fiets, or the plus network on the cities ring road.

27 Figure J: A Bike Path in Amsterdam

Easy Parking

Easy parking “Means that the Amsterdam Cyclist can find a parking spot quickly and close to his or her destination- all without compromising on space for pedestrians” (Long Term

Bicycle Plan 2017-2022), this goal also considers mopeds and motorized bikes. This intention is committed to getting more bikes in racks and not simply cluttered on the street and sidewalks or ruining greenspaces. Hotspots such as shopping centers and transport stations, such as the bicycle garage at Amsterdam Central Station which has 10,000 bicycle parking spots, are being approached with a vision of a a maximum of 85% ratio between the number of bicycles parked in racks and those in a parking facility in the area by 2025, this number is currently at 90%.

28 Additionally, not only is the city striving for increased parking, but high quality facilities. They are currently reaching to have an average rating of 7/10 by 2025, as compared to 5.8 in 2015 (see ​ Figure K). ​ Figure K: Survey Results for Bicycle Parking Satisfaction

Better Biking

Better biking is the third goal of the Long Term Bicycle Plan 2017-2022 and is being accomplished by “ Encouraging Amsterdammers to cycle more and also promoting behavioural change for more safety and appropriate behaviour in traffic”. The ambitions of this target include: “aiming to increase cycling in city districts where residents only cycle for a fraction of their trips , about 27% in districts such as noord and zuidoost to A minimum of 35% average by

2025”. Additionally, not only are the Dutch striving for an increase in total cycling by their residents but also want them to have a more enjoyable experience cycling- aiming for an increase

“from 7.1 to 7.5 on a cycling satisfaction rating system”. Actions being taken include, making cycling more pleasant through modern safe and efficient infrastructure and beautification of paths. Also financial initiatives have been introduced in various districts as the government

29 encourages companies to pay employees for biking to work.

Public Transport in the Netherlands

Busses

There are extensive city and regional bus lines in the netherlands. This means that, wherever you, there are bus services that will take you to most places, quickly and affordably.

Benefits of Busses

Public busses reduce pollution as carpooling minimizes the amount of people in single occupancy vehicles. Studies show that even a bus with 7 people only is more fuel efficient than a car with one person(State of Delaware Division of Waste and Hazardous Substances The ​ Environmental Benefits of Public Transportation Report). Public busses are especially ​ impressive in the Netherlands because 9% of all are electric powered according to an 2019 report from the Dutch transport consultancy.

Socially, public busses allow for increased opportunity to socialize, and if that isn't someone's ideal choice of activity for commuting there is still opportunity that arises which cannot be obtained in a car. The lack of needed attention on a rider's commute leads to more time for activities such as reading, sleeping,relaxing, reflecting or playing brain stimulation games. Also, those who bus around town receive more exercise than those who don't due to walking to and from bus stations to their destinations.

Lastly, economically public busses can save individuals money due to decreased car maintenance and gas costs. Especially in the Netherlands, those who opt for public transportation as their main choice can benefit financially as city transport cards are available for 1, 2 , 3 days

30 intervals ranging from single trip to unlimited travel. Also, it is found that property value for residential and commercial places increase with proximity to public transportation.

Regional Bus Services

Bus services such as arriva and flixbus are two companies which can take passengers across cities and to different regions of the county. For costs as low as 10 euro, the Dutch can take a two hour trip from Amsterdam to Groningen. If travelers are looking for longer commutes, these public busses also travel to close countries such as Germany and France for lower cost and are more efficient than airlines.

Arriva is one company who is committed to being environmentally responsible and began to prove it in 2010. The company has reduced the average nitrate emissions from an Arriva bus ​ by nearly 50% and reduced particulate matter by over 60%.Fuel saving measures such as technical choices and eco-driving techniques such as more efficient routes have also been implemented across the country.

Local Bus Services

Qlink is a bus company that functions in both Amsterdam and Groningen as well as across the country which features an accordian style section (See Figure L) in order to elongate ​ ​ the bus in efforts to accommodate more passengers but does not hinder the drivability of the vehicle. In both Groningen and Drenth, a northeastern province, an experiment of hydrogen-electric buses running in the regular timetable are taking place. Both of the pilot buses projects (with 20 busses alone in Groningen) are supported by the Ministry of Infrastructure and the Environment. The busses as well as a hydrogen filling station in Groningen are expected to become operational in December 2020. This bus company has also hired a fast charging

31 technology company, ABB, to provide technology to expand a fleet of 100 fully electric busses in order to help reach the Netherlands 95% reduction in emissions goal by 2050.

Figure L: A QLink Bus Operating in Groningen

Trains

Trains are a common way for transnational travel in the Netherlands , with more than 1 million riders each day. The train network is incredibly extensive which allows for a trip or resident to utilize this form of transportation (See Figure M). ​ ​

32 Figure M: The Train Network in Central Netherlands

Benefits of Trains

Environmentally, trains are incredibly efficient, being as a fully occupied train is on ​ average fifteen times more fuel efficient than a car (GreenTumble). Also, train tracks do not require a lot of construction to complete or need wide areas of land and so land disturbance is less than extensive highways.

Trains also have social benefits as they can travel far distances over short periods so this allows for passengers to get to far destinations quickly while still having time to do productive or relaxing activities.

Economically, trains are efficient as they have low operating cost due to a low ratio between drivers and cabin crew compared to paying passengers.

33 Trains in the Netherlands

The National train company of the Netherlands is NS, and they continuously work on their vision to reach travel sustainability. Since january 1, 2010, All Dutch electric trains are now powered 100% by wind energy and NS only has goals to improve, “One windmill running for an hour can power a train for 120 miles, the companies said. They hope to reduce the energy used per passenger by a further 35% by 2020 compared with 2005” said the company spokesperson after reaching the wind power goal one year early.

Conclusion

The Netherlands is at the forefront of climate change mitigation and this is apparent through their transportation systems. It is home to sustainable transportation that can fit any citizen for any trip, allowing them to say no to the car and yes to environmentally friendly travel.

Each Sustainability Development Goal mentioned in the beginning can be strongly supported through my research. Goal 3 Good Health and Well-Being is being achieved in the Netherlands through alternative transportation which aids in keeping the environment and humans healthy due to decreased contamination of toxins. Specific target goal “9.4 - By 2030, upgrade ​ ​ infrastructure and retrofit industries to make them sustainable, with increased resource-use efficiency and greater adoption of clean and environmentally sound technologies and industrial processes, with all countries taking action in accordance with their respective capabilities” - is one of the strongest I can connect my research to due to the massive amount of development being done and planned to retrofit the transportation systems in place to create a more eco-friendly way of life by using greener and cleaner resources and energies. Public

34 transportation is more affordable, accessible and sustainable and the existence of extensive transportation networks exist in the Netherlands allowing usage for all support Goal 11

Sustainable Cities and Communities as it fosters connections between rural and urban areas which allow for the exchange of ideas, commerce, culture, etc. that progress societies as a whole.

Lastly, Goal 13 Climate Action, defined as changing ways to “reduce emissions and increase adaptation efforts” (United Nations) is supported by every action, decision and plan the

Netherlands is making in regard to their transportation. Specifically, the methods and approaches the Dutch are taking support Goal Target 13.2, “Integrate climate change measures into national policies, strategies and planning’

From their long rooted history in bicycles that is stronger than ever as they continuously update policy to promote and support cycling dnc cyclists to the bus and trains systems that are being revamped to create a system that is efficient and environmentally practical, the

Netherlands without a doubt can be used as a model for the world for sustainable transportation.

The key to this system working is the constant evolution of policy and practices by local and national government. The Netherlands may be one of the countries that do the best at this but there are many others around the world.

35 References

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