To get us all warmed up, they showed this cool little video, entitled This Is Amsterdam And This Is My Bike.
Mr. van Bolhuis took to the podium first, and he cited some pretty stunning numbers:
30% of all Dutch people ride their bike to work
49% of primary school kids in Holland ride their bike to school
The 2010 Benchmarking Report on bicycling and walking in the U.S., released by The Alliance for Biking and Walking last year, confirms how far ahead of everyone else the Dutch are in kicking the driving habit:
Mr. van Bolhuis also said that Amsterdam's and The Netherland's financial commitment to supporting bicycle infrastructure (I think he said they've spent $600 million in bicycle infrastructure since the mid-90s) has paid many dividends beyond just the obvious traffic relief and energy savings. For example, the Dutch have one of the lowest obesity ratings in the world, translating directly into huge health care savings. He also spoke of the huge business boom generated by their nationwide bicycle master plan, from the sales of over 1 Billion bicycles since 1990 to booming small businesses in downtown Amsterdam due to the influx of people on bikes. As you can see in the chart, funding bicycle infrastructure is in direct proportion to the number of people on bikes, regardless of where you are. If you don't invest in it you can't expect to reap any of its benefits.
But the Consul General as well as Leah Shahum pointed out that it wasn't always like this. Before the oil embargo in the 1970s, Amsterdam and most other Dutch cities were overrun with cars, just like in the U.S., but the oil crisis really mobilized a small but vocal faction of activists to demand large-scale, structural changes. They had to fight hard against the status quo, but they prevailed, and today bicycles are the status quo in Holland.
One of the huge yet intangible impacts of setting a policy dictating that it should be easier to ride a bike than to drive a car is that it shifts perception so radically that biking just becomes a normal part of culture, a routine that people don't even think of as something to do but it's just second nature to their everyday lives. It was an observation David Chiu made from his time spent in Amsterdam: "Nobody thinks of biking as what they do or don't do, it's just part of the culture."
Like picking up your kid from school:
Another thing that Supervisor Chiu pointed out that was close to his heart was the fact that there are virtually no bicycle fatalities in Amsterdam, while we've had a remarkable 1147 bike accidents in San Francisco over the past two years. The fact that nobody in Amsterdam wears helmets doesn't seem to make riding a bike any less safe. As the Consul General kept saying, nobody feels any danger from riding a bike, and while that may seem miraculous it really is the consequence of very deliberate city planning. Basically, the difference between riding completely safely without helmet or getting killed with a helmet is the difference between this street in Amsterdam:
and this one in San Francisco:
Leah Shahum agreed that creating the right kind of environment is the key aspect to not only getting more trips to be taken by bike but to change our entire culture to adopt the bicycle as a normal way of getting around. She also pointed out some of the great trends in San Francisco, where 16% of people ride a bicycle regularly and one in every 76 residents (11,000 total) is a member of the SF Bicycle Coalition. David Chiu added that currently 7% of all trips to work are taken by bicycle and that the city has adopted a 20% by 2020 goal, which he immediately challenged to increase to 50%.
They also talked about the success of some ideas that were met with a lot of resistance at first. For example, Sunday Streets, an event that closes stretches of a neighborhood’s streets to automobile traffic and opens them to pedestrians, bicyclists, and activities for several hours on a predetermined Sunday has been a huge success. Chiu said that a couple of years ago when they first started doing Sunday streets he got a lot of emails from merchants, complaining and worried about losing business. Now he's getting daily emails from business people asking when the event is coming back to their neighborhood.
Ditto with the city's Pavement to Parks program that seeks to turn car-centric asphalt spaces into new public plazas and parks. Chiu says the city is now completely backlogged on applications by merchants who want to turn the parking space in front of their business into a "parklet."
Chiu quoted Portland's city traffic engineer as saying that building bicycle infrastructure is by far the most effective return on investment a city can get. (Portland should know as they've really invested heavily in bike infrastructure for U.S. standards). Compared to building new roads it's really cheap, and the benefits so vast and widespread that it should really be a no brainer.
San Francisco has really come a long way, and the next big step is the Connecting the City project, an ambitious vision of continuous, crosstown bikeways. But if we want to be anywhere near Amsterdam we have to look a few generations ahead. As Leah pointed out, we have to get our kids on bikes at an early age, so they can learn the motoring skills needed to be confident and safe cyclists.
And while programs like the SF Bicycle Coalition's Bike to School Day and Freedom from Training Wheels workshops are invaluable resources, we'll know we'll have arrived when this image becomes just another day in the life...
crossposted at A World of Words
all photos by Sven Eberlein
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