Frans Halsstraat, Amsterdam in 1992 and today

People will continue to cycle in the rain if you provide the infrastructure to make it safe and comfortable for them to do so. The greenery alongside cuts the risk of flooding, as well as improving the look of the street.

Tweede Weteringdwarsstraat, Amsterdam in 1969 and today. Urban space is finite. When cities prioritize people over car storage, streets can support local businesses, active transport, and community life.

The only danger to pedestrians at floating bus stops are motor vehicles

The only danger to pedestrians at floating bus stops are motor vehicles

Tweede Weteringdwarsstraat, Amsterdam in 1969 and today. Urban space is finite. When cities prioritize people over car storage, streets can support local businesses, active transport, and community life.

This Dutch hospital integrates active transportation into healthcare access, offering two large dedicated bicycle parking areas for patients traveling to appointments

Hi everyone - it seems there’s been a targeted campaign against this plan for protected cycle lanes on Bayswater Road. If you look back through the consultation it had 400 negative responses in 24 hours 😨 Londoners on bikes, we’d love to hear from you in this. Please take a moment … 1/2

Halvemaansteeg, Amsterdam in 1979 and today. From being dominated by cars with barely any space for people to a car-free area with cafés and cycleways. Nothing natural about car dominance - it was a choice, and so was undoing it

Eerste Sweelinckstraat, Amsterdam in 1986 and today. From a car park to a street with seating, bike parking, trees, and space for kids to play. Same street, different priorities. Proof that cities can change and that when politicians choose people over cars, streets become communities.

Halvemaansteeg, Amsterdam in 1979 and today. From being dominated by cars with barely any space for people to a car-free area with cafés and cycleways. Nothing natural about car dominance - it was a choice, and so was undoing it

Haarlem, NL. When they built an underground bike parking garage by the station they turned the old bike parking into a new public square. Then they removed motor traffic from the main road & made it a cycleway, with a bus-only road alongside. Cities get nicer when you design for people, not cars.

Leidseplein, Amsterdam in 1972 and today. The entire area has been cleared of motor traffic, now only accessible to pedestrians, trams and bikes. Underneath the square a large bike parking garage has been constructed

Eerste Sweelinckstraat, Amsterdam in 1986 and today. From a car park to a street with seating, bike parking, trees, and space for kids to play. Same street, different priorities. Proof that cities can change and that when politicians choose people over cars, streets become communities.

This shouldn’t be remarkable. Protected cycle tracks let primary school age children cycle safely on main roads - on their own. Every city can do this.

Listen to Derek Clifford, 50 year longstanding resident of Bethnal Green, talk about the transformative effect of the LTN residents just saved from being ripped out. #LTNs #StreetsForPeople

Worth noting that whilst the changes here are great, the "today" layout, using asphalt on the roadway is now outdated and all these streets will be upgraded over the next two years

BBC London TV report on @saveoursaferstreets.org historic victory last night, stating that "LTNs have been hugely unpopular" whilst interviewing local residents who love them and failing to mention these LTNs received over two thirds approval in the original consultation.

Gerard Doustraat, Amsterdam in 1988 and today

This shouldn’t be remarkable. Protected cycle tracks let primary school age children cycle safely on main roads - on their own. Every city can do this.

Court of Appeal just ruled Tower Hamlets DECISION to remove the Bethnal Green LTN is UNLAWFUL. Councils can't remove without going through proper process & getting Mayor of London's approval. This is a MASSIVE precedent for London. Years of work vindicated. #SaveOurSaferStreets #LTN

As Dutch cities continue to grow, space is being reallocated to walking, cycling and public transport. Across the Netherlands, the role of the private car is being reconsidered. New blog post and video.

Nescio Bridge, Amsterdam: Designed by British architects, this cycle/pedestrian bridge cost £6.5m (€9.5m) in 2005. By comparison, London projects: • Garden Bridge: never built, but £53m spent • Thames cable car: £60m • Thames cycle bridge: scrapped after £600m estimate • Silvertown Tunnel: £2.2bn

Nieuwmarkt, Amsterdam in 1977 and today

Over a quarter of the way through all this

🤔

"Nobody cycles when it rains"

It was quite Dutch-style roundabouty in Chichester this morning. Running very well in my view.

Rembrandtplein, Amsterdam in the 1960s vs today. Once a sea of parked cars, now outdoor dining and people. The road has been replaced by a cycleway, and the whole area is only accessible to pedestrians, bikes, and trams. Quieter, cleaner - cities thrive when they're designed for people, not parking.

Vijzelstraat, Amsterdam in 1994 and today

This response from a Greenlandic politician to Trump’s Greenland plans is outstanding youtu.be/DMPe_e-WRMk?...

Quellijnstraat, Amsterdam in 1982 and today. A sea of parked cars replaced by trees, greenery, and outdoor seating - turning space for storage into space for neighbours to meet and socialise. A street redesigned for people.

Protected cycle tracks alongside main roads allow parents and children to safely and comfortably 🚲 and 🛼side by side

The bike lane at the back of Amsterdam Centraal station pictured in 2018 and last year. As you can see they widened it a bit!

“Nobody will cycle to a furniture store on the edge of town...” Meanwhile, in the Netherlands: build high-quality cycle infrastructure to the store from the city centre, provide ample bike parking, and add e-bike charging. Turns out, lots of people cycle to a furniture store on the edge of town.

Vijzelstraat, Amsterdam in 1994 and today

Many streets in the Netherlands once looked like those in the UK today. What matters is what happened next. Hoogeveen shows this clearly: a car-dominated main road in 2019, upgraded by 2024 with cycle tracks. Dutch roads are continuously improved to make cycling safer & neighbourhoods more pleasant

Cycling through the Rijksmuseum passage in Amsterdam, through one of the world’s most iconic museums. Local residents fought to keep it open when renovation plans nearly closed it, and today it’s used by thousands of cyclists every day. A truly unique piece of cycling infrastructure.

Cycling through the Rijksmuseum passage in Amsterdam, through one of the world’s most iconic museums. Local residents fought to keep it open when renovation plans nearly closed it, and today it’s used by thousands of cyclists every day. A truly unique piece of cycling infrastructure.

Da Costastraat, Amsterdam in 1972 and today, with the road closed to motor traffic and replaced with a playground, seating and cycle parking to benefit local residents

Many streets in the Netherlands once looked like those in the UK today. What matters is what happened next. Hoogeveen shows this clearly: a car-dominated main road in 2019, upgraded by 2024 with cycle tracks. Dutch roads are continuously improved to make cycling safer & neighbourhoods more pleasant

In the Netherlands, people continue to cycle in huge numbers even on dark winter evenings, through rain and near-freezing temperatures. When safe, well designed cycle infrastructure is provided, people will cycle all year round.

5 people, 1 bike

This is what happens when streets stop being shortcuts for cars and become streets that serve communities. Design for people and life fills the space. 📍 Haarlem, NL.

Frans Halsstraat, Amsterdam in 1982 and today. Your streets can be used to store parked cars, or they can be places for people. It's a political choice and city leaders can make it happen.

Greenery alongside the cycle track creates a nice separation between bikes and traffic, helps rainwater retention and biodiversity, and trees help provide shade from the sun and rain

Damrak, Amsterdam in 1987 and today. From multiple lanes for motor traffic there is now only one lane, in one direction, heading out of the city for cars and no car parking. Tram lines and cycleways remain in both directions.

Protected cycle tracks are needed alongside main roads so everyone can safely and comfortably get around their town or city, from elderly people with mobility issues, to young friends cycling to hockey practice together

Haarlemmerdijk, Amsterdam in 1977 and today

Singel, Amsterdam in 1976 and today. Cars are no longer allowed, only open for those on bike, foot, or on the tram