Cycling and Road Infrastructure in Delft

1. Car-free bridges for connectivity: Plantagebrug 

This footbridge right outside the center of Delft was constructed in the 1980s to fill gaps under the Delft Plan of 1980. The plan called for the 500-meter spacing of all bike lanes. Plantagebrug is one of many footbridges that enhances connectivity, as the canal, a natural barrier, becomes crossable for both cyclists, moped-drivers, and pedestrians. Unlike some of the older bridges in Delft, in which staircases block commuters on wheels from easily crossing over, this footbridge allows for all forms of non-car transport. Right around the corner is a rather complicated vehicle and tram crossing, which is suitable for the 'strong and fearless' participants in traffic. Due to the complicated markings and lack of a cycle track, this crossing intimidated me more than some in my hometown of Miami (and I'm not even a cycling novice). In fact, I'm pretty certain I crossed it incorrectly as a cyclist and confused the drivers. Plantagebrug offers a much safer alternative, especially for cyclists who prefer low-stress environments. I highly recommend taking this route to connect to neighborhoods across the canals bordering Delft Centrum to the north and east.

Plantagebrug helps reinforce a continuous grid structure despite canal barriers

Tracks with concrete barriers separate pedestrian traffic and moped/ bicycle traffic 

Mopeds, electric bikes, and bikes share a path

2. Multifunctionality and Self-enforcing design: Ruys de Beerenbrouckstraat

Tucked in the quiet neighborhood across Phoenixstraat, this street ought to earn the gold star of traffic planning for its multi-functionality and safety. Contrary to official Dutch street guidelines, which try to simplify the functionality of streets and to the province's desires to make this a through street for 50 km/h traffic for better access to shops, residents wanted to preserve their neighborhood and maintain speed limits of 30 km/ h. The street, as photographed below, is clearly the result of a compromise between residents and the province. The road improvement on Ruys de Beerenbrouchkstraat demonstrates achievement of the following critical success factors for a safe cycling system

• cohesion
• directness 
• attractiveness 
• safety 
• comfort

According to the CROW 2007 Dutch Bicycle Design Manual, separated bicycle tracks
 must be constructed for higher speed roads of 50 km/ h. A pull out bus route prevents
buses from blocking traffic while stopping for smooth traffic flow. 

Self-enforcing design, such as elephant feet, warn approaching drivers to lower their speeds and be aware of cyclists crossing the road. This also functions as ROW for cyclists. The square pavement works as a visual cue as well. 

The median in the middle keeps cars within their lanes and moderates speeds.
Parallel parking also produces side friction, so cars cannot zip through.  

Most of the time, we consider it impossible for higher speeds to be compatible with road safety. Despite its through street function and speed limit of 50 km/ h, it has managed to become a safe street through intense traffic calming measures. Road widths were reduced, cycle tracks on each side were constructed, and bus pullouts enable continuous traffic flow. Crosswalks are well marked with a different color and texture differences using bricks, zebra lines, and mild road raising. Raised barriers separate the lanes on the two-way road. Traffic can pass through easily, but road speeds are reduced automatically. Redundant signage, such as yield signs, and pedestrian and bicycle crossing and path signs ensure that drivers watch out for cyclists. It would be phenomenal to see something like this added to more through streets and their intersections in North America.