PhD Student Reflects on the Sustainable Transportation Dialogue of Civilizations in Holland
Nathan David Obeng-Amoako, PhD, civil and environmental engineering, advised by CEE Professor Peter Furth, shares his experience joining Furth’s Dialogue of Civilizations course in the Netherlands, which explored themes of sustainability in transportation.
By Nathan David Obeng-Amoako, PhD, civil and environmental engineering
Until this summer, I could only admire the Dutch cycling culture from afar, often wondering if such a cycling paradise could actually exist. It seemed almost mythical to me that there could be a prosperous country where bicycles outnumber people by a several million. In Ghana, where I’m from, bicycles are often seen as tools for the poor, and I never once commuted by bike, even when it meant walking long distances under the scorching sun. I had a friend in college who’ll park his bike far from the university and walk to the classroom to avoid being ridiculed even by those who could only afford to walk to the lecture hall. The idea that a developed country like the Netherlands would so fully embrace bicycles surprised me! Are the Dutch too poor to afford cars? I wondered. Absolutely not. In fact, I found that car ownership per capita in the Netherlands is comparable to that in the United Kingdom, a country that is far less bike-friendly. Back in Ghana, my bike rides were purely recreational, rarely going beyond a mile from home. Yet, since moving to Boston to join Professor Peter Furth’s research team, I’ve found myself happily biking at least 10 miles each day, even in severe winter conditions, commuting between Brighton, Massachusetts and Northeastern’s Boston campus.
My five weeks in the Netherlands revealed that the Dutch cycling utopia didn’t come about overnight, nor did it emerge without considerable political and social resistance. If not for the dedicated efforts of some citizens, the Netherlands could have easily become just another car-centric country, much like the United States, which is now struggling to redesign its streets to accommodate the needs of vulnerable road users like pedestrians and cyclists. The mid-20th century was a turning point when cars began to dominate the streets of wealthy nations, and the Netherlands was at a similar crossroads. What struck me most during my time there was that the Dutch don’t even see themselves as “cyclists”—just as Americans wouldn’t necessarily identify as “drivers.” To me, the most remarkable thing about cycling in the Netherlands is that it isn’t remarkable at all; it’s a normal, everyday activity. It’s simply the way almost everybody gets around. Is it possible that maybe—just maybe—the Dutch are born with cycling in their DNA? Well, not quite. There’s a saying that suggests we often underestimate the need for a bridge by looking at how many people are already crossing the river without one. The true demand for the bridge only becomes clear once it’s constructed. In the land of windmills and cheese, their well-connected cycle network and infrastructure, like vast bicycle parking facilities especially at metro stations and shopping centers, attract people and create an enabling environment for those who want to bike.
At no point did I feel unsafe biking in the Netherlands. The cycling infrastructure is designed for people of all ages and abilities, not just for the strong and fearless. I saw young children riding their bikes or scooters in their neighborhoods unsupervised, a testament to the trust parents place in the safety of the roads. The gender balance among cyclists was also noteworthy—unlike in many other countries, there was little disparity between male and female cyclists.
Sustainable safety
One of the key reasons Dutch roads are so safe for all users is their concept of “Sustainable Safety.” These principles ensure that roads are designed to be self-explanatory and recognizable, naturally encouraging safe behavior. The Dutch understand that there is a strong correlation between injury severity and vehicle speed. They know that simply posting speed limits isn’t enough; if they want drivers to slow down, the road design itself must communicate that.
“People will speed if they have both the desire and the opportunity,” says Peter Furth, professor of civil and environmental engineering.
While the road owners can’t always control the driver’s desire to speed, they can certainly limit the opportunity to speed, and that is simply what the Dutch do by implementing sufficient traffic-calming measures along streets were drivers are expected to slow down.
Another blunder that the Dutch are careful not to commit is allowing a road to have incompatible functions. On a section of the San Diego’s Pacific Highway in California, there is a bicycle lane sandwiched between up to seven lanes of high-speed traffic that can travel up to 70 mph! If this is my only way of getting from one end of the highway to the other, then count me out; there’s no way I’m biking. There’s a saying in architecture that form follows function. The intended use, actual use, and design of streets in the Netherlands are always in harmony. In Holland, I observed that under no circumstance were cyclists forced to interact with high-volume and/or high-speed traffic. They always had a fully protected cycle track in such circumstances. Cyclists were only made to ride in mixed traffic on quiet residential streets. Those streets are designed to look like cycle tracks where cars are typically allowed as guests. In contrast, the approach in the United States often involves using “sharrows” to encourage cyclists and cars to share the same lane. However, these shared lane markings often do more harm than good. Instead of providing a safe space for cyclists, “sharrows” can become an opportunity for aggressive drivers to intimidate cyclists, forcing the latter into dangerous situations. The lack of physical separation leaves cyclists vulnerable, and the supposed “shared” lane often feels anything but shared. This method falls short of creating a safe and welcoming environment for cyclists, as it relies too much on the goodwill of drivers and leaves cyclists exposed to unnecessary risks.
The Dutch have also been highly successful in reducing car use in their city centers through a combination of car-free zones, limited parking availability, and heavy investment in public transport. These strategies make active mobility the more attractive option. The benefits of these efforts are evident: improved air quality from reduced vehicle emissions, safer streets with fewer accidents, and decreased noise pollution, creating a more peaceful urban environment. Additionally, the absence of cars has transformed Dutch city centers into vibrant, pedestrian-friendly spaces that boost local economies and foster a strong sense of community.
Reshaping car-centric cities in the US
A common concern that often arises is whether the Netherlands is making life difficult for drivers by prioritizing cyclists and investing heavily in public transportation. Some might wonder if these efforts to promote cycling and reduce car dependency create unnecessary hassles for those who prefer to drive. However, the reality is quite the opposite. The answer is a resounding no. The Dutch have found a way to balance the needs of all road users, creating a transportation system that works harmoniously for both cyclists and drivers. In fact, research shows that Dutch drivers are among the happiest in the world. This is likely due to the well-planned road networks that reduce traffic congestion, improve safety, and create a more pleasant driving experience. By designing cities that encourage cycling and public transport use, the Netherlands has also alleviated many of the stresses associated with driving in heavily car-dependent regions, such as constant traffic jams and a lack of parking. As a result, drivers in the Netherlands can enjoy smoother journeys and a more relaxed urban environment.
No book could ever capture the depth of knowledge I gained about the Dutch approach to sustainable transportation, traffic safety, and urban planning during those five weeks. To say that I was inspired would be an understatement. I left Holland with a profound sense of hope, optimism, and responsibility. I now understand that my efforts—whether through advocacy, research, or consulting—have the potential to reshape car-centric cities in the U.S. in ways I had never previously imagined. The Dutch experience has demonstrated time and time again that with the right vision and dedication, creating safe, livable, and sustainable urban environments is not only achievable but also crucial. I can’t wait to change the world!