Tag Archives: Netherlands

Cycle-friendly societies: lessons from the Dutch and the Danes

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The Netherlands and Denmark have become synonymous with high numbers of cyclists and extensive cycling infrastructures. In Denmark, 9 out of 10 people own a bike, while the Netherlands has an estimated 16.5 million bikes in a country of 17.3 million people. Both countries have developed impressive cycle networks and have integrated cycling infrastructure into wider transport planning.

But the prevalence of cycling in these countries didn’t happen overnight – or by accident. Campaigning, urban planning, political support and investment all had roles to play in making the Netherlands and Denmark such great role models for bike-friendly societies.

A historical perspective

In the first decades of the twentieth century, as in other parts of Europe, cyclists in Denmark and the Netherlands were in competition for road space with horses, trams and growing numbers of cars. In Denmark during the 1920s and ‘30s there was a long-running debate on how to accommodate cyclists on Danish roads. Initially, a painted line to separate cyclists from other traffic was suggested. But a high number of accidents pushed Danish planners towards a separate cycling infrastructure, which has grown into the widespread network Denmark has today.

In the Netherlands, taxation funded a national network of cycle tracks across the country.  But after the Second World War, the rise of motor vehicles confined cyclists to the margins, with some cycle paths removed to widen roads for cars. The city of Rotterdam, destroyed during the war, was rebuilt with a plan that put the automobile at its centre, with people commuting by car from the new suburbs.

This decline in cycling also happened in other European countries. In the UK, the 15% of all trips taken by bike in 1950 had plummeted to just 1.3% of trips in 1975. But in the 1970s, popular protests took place in Denmark, Germany and the Netherlands against motorway expansion, triggered by steep oil price rises and a growing environmental movement. This backlash persuaded urban planners that more consideration needed to be given to cyclists, pedestrians and public transport. Since then, national and local governments have prioritised policies to make cycling safer, more convenient and more attractive. As one study has noted:

“Instead of catering to ever more motor vehicles by expanding roadways and parking facilities, Dutch, German, and Danish cities have focused on serving people, making their cities people-friendly rather than car-friendly, and thus more liveable and more sustainable than American, British, and Australian cities.”

Cycling today in Denmark and the Netherlands

In the Netherlands today there are 35,000km of cycle paths, while Denmark has 12,000km. In both countries, traffic calming measures have restricted or banned cars on residential streets and have imposed speed limits. There are extensive bike parking facilities – the Dutch city of Utrecht, for example, is building a further 30,000 bike parking spots as part of a ten-year infrastructure plan.

Integration with public transport networks complements the efforts to encourage more people to get on their bikes – in the Netherlands, 50% of all public transport trips begin with a bicycle ride. From an early age, Dutch, German and Danish citizens are taught how to be safe cyclists and to make motorists aware of other road users.

Prioritising cycling ensures that cyclists can get around quickly and safely. In Copenhagen, electronic systems coordinate traffic lights to recognise bikes instead of cars, which means cyclists travelling at a speed of 20km/h find that they hit green lights all the way into the city in the morning, and back again at the evening rush hour.

Could it happen here?

With decades of cycle-centric planning and investment, Denmark and the Netherlands are miles ahead of the UK. But one of the few positives emerging from the coronavirus pandemic in this country has been a resurgence of interest in cycling. During the 2020 lockdowns, some UK cities created pop-up bike lanes, and bike sales soared by 63%. A wave of new cyclists took to the streets, with many feeling safer in the saddle than on crowded public transport.

But with traffic now returning to pre-lockdown levels, cycling campaign groups are worried that the momentum may be lost. As Keir Gallagher of Cycling UK told the BBC:

“If measures aren’t taken now, then unfortunately a lot of those people who have discovered cycling are going to be lost and people are going to return to their cars if they don’t feel safe.”

As Denmark and the Netherlands have demonstrated, infrastructure is a vital factor in persuading more people to take up cycling. One UK city that’s been working hard to improve its cycling infrastructure is Cardiff. In 2017, Cardiff Council launched a 10-year cycling strategy, which aims to make walking or cycling the first choice for short trips within the city. Working with transport planners and civil engineers, the council has identified five primary route corridors for cycleways, connecting major destinations, existing communities and strategic development sites across the city. In the coming years, over 30km of segregated cycle routes will radically improve Cardiff’s cycling infrastructure. Clearly, Cardiff’s efforts are paying off: last year, the city came top in a poll to be named Britain’s best cycling city.

The road ahead

The rewards of cycling for individuals and for wider society are numerous. Cycling causes almost no noise or air pollution and consumes far fewer resources than automobiles. It’s also good for physical and mental health and is much more affordable than other modes of transport.

The economic impacts of cycling are also considerable. A 2015 study by the University of Birmingham highlighted a number of benefits: cyclists visit local shops more regularly than drivers; property values of homes in cycle-friendly areas are higher; cycling to work leads to lower staff turnover and fewer sick days; and facilities allowing children to cycle to school save on the public cost of school travel.

With governments now aiming to build back better, fairer and greener, perhaps there’s never been a better time to learn lessons from our neighbours on how to be a cycle-friendly society.

Further reading: more on sustainable transport from The Knowledge Exchange

Housing at the push of a button

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Sometimes it takes an intractable problem to inspire an inventive solution. Faced with an ageing construction workforce and a shortage of apprentices, the Netherlands has come up with what may prove to be the makings of a housing revolution.

Collaborating with the public and private sectors, Eindhoven University of Technology has been working on a plan called Project Milestone to build five 3D printed houses in the city of Eindhoven next year.

A technology whose time has come

3D printing is a media-friendly term that’s often used as an alternate name for the wider technology of additive manufacturing (AM). The process involves the use of a computer and computer-aided design software to relay messages to a machine which “prints” material in the desired shape. The technology has been in development over the past thirty years, but recently large-scale 3D printers have emerged which can handle materials such as plastic, metal and concrete.

3D printing gets building

Dutch architects and civil engineers have been leading the way in exploring the construction possibilities of AM. In 2016, DUS Architects 3D printed an eight-square-metre cabin, and later initiated a project to build a full-scale canal house in Amsterdam. Meanwhile, in the south-eastern town of Gemert, the world’s first 3D-printed concrete bridge was opened in 2017.

Project Milestone is by far the most ambitious AM construction initiative to date. A park in Eindhoven will be the site for five homes which have been designed to resemble boulders left behind by a retreating ice sheet. Van Wijnen, the contractor for Project Milestone, explains that the building process will be a learning curve:

“The houses will be printed one after the other, which means that each can benefit from what was learned on the previous and can be adapted directly to the wishes of the residents. For example, the first house will be a single-storey structure printed off-site. The ambition is to print the fifth home on location as three layers.”

The homes of the future?

Van Wijnen and other proponents of concrete printing in 3D believe it has the potential to drastically change the future of residential construction in terms of speed, affordability, sustainability, freedom of form and choice. Company director Rudy van Gurp forecasts that by 2022, about 5% of homes will be made using a 3D printer:

“We see Milestone not as an experiment, but as a pioneering innovation that will cause a stir in the construction sector.”

Final thoughts

In the UK, as the gap between demand and supply of housing continues to widen, the need to build more homes is growing. With savings in material waste, energy and CO₂ emissions, AM presents significant benefits for the construction sector, which will be closely watching developments in Eindhoven. Recent research suggests that, far from being a here-today-gone-tomorrow fad, AM is set to transform the future of building for good:

 “The adoption of AM as an advanced technology appears to have a secure place in the future of construction, one that will most likely be unbeatable when it comes to, amongst others: shorten localised value chains and production expenses, increase resource efficiency and environmental sustainability by the inclusion of recycled materials and cutting on transportation costs.”

For further examples of innovative housing, take a look at our previous blog posts:

Bumps in the road for bike-sharing schemes

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Image: Paul Wong, Chief Data Officer, PanelHype, Victoria, Australia

Last year, we reported on the rapid rise of bike-share schemes around the world. Since then, bike-sharing has continued to grow in its existing strongholds, while new schemes have been launched in places as varied as Lisbon and Detroit. But the nature of bike-sharing has also undergone dramatic changes, with some welcoming the new developments, and others branding them a public nuisance.

The most significant change has been the rise of dockless bike-sharing schemes. Over the past four years, two companies – Ofo and Mobike – have transformed bike-sharing in China, enabling people to rent a bike simply and quickly with the aid of a smartphone app. There are no pick-up or drop-off bike stations; cyclists simply find a bike using a GPS locator, pay and go. When they’ve reached their destination, cyclists can leave the bikes wherever they please.

Ofo, Mobike and a growing number of rivals have revolutionised transportation in China. Half the population of Beijing – 11 million people – have registered for the schemes; across the country, more than 100 million bike-share apps have been downloaded. The success of app-driven bike-sharing schemes in China means they are now cropping up elsewhere in Asia, as well as in Australia, Europe and North America.

The pros and cons of dockless bike-sharing

Bike-sharing is an affordable and environmentally-friendly way of getting around, especially in congested city centres. And, as The Washington Post has observed, dockless bike-sharing schemes ‘solve what planners call the “first-mile-last-mile problem,” helping people get from their homes to a bus stop, for example, or from a subway station to their final destination.’

But the new schemes have also generated problems. In Shanghai, where there are now over forty bike-sharing companies, bikes have been abandoned in large numbers outside subway stations and office buildings, clogging up pavements and creating what locals have called “a new generation of trash”.

Elsewhere – from Melbourne to Manchester, Sydney to San Francisco – the sudden appearance of hundreds of bikes on the streets (sometimes without the permission of the local authority) has been met with mixed reactions.

For cyclists looking for a truly door-to-door service, the new schemes offer convenience and flexibility. However, instances of theft and vandalism have highlighted the negative impacts of dockless schemes.

Within a month of Mobike launching its bike-share scheme in Manchester, images of damaged bikes started to appear on social media, and at least two bikes were dumped in a canal. Similar incidents have been reported elsewhere in the UK, as well as in Australia, the United States and Spain.

Getting bike-sharing right

Cities have been on a steep learning curve in coming to terms with dockless bikes, and there have been some very different responses.

Shanghai, Beijing and Amsterdam have taken a hard line by banning new dockless bike-share services. In London, Wandsworth Council impounded more than a hundred bikes, claiming that they were causing obstructions and blocking parking spaces, although cyclists using the scheme argued the move was excessive.

Other cities have introduced new regulations on dockless bike-sharing. In September, Transport for London published a dockless bike-share code of practice outlining requirements for operators.

In Australia, three Melbourne local authorities have signed a memorandum of understanding (MOU) with dockless bike share operator oBike. The terms of the MOU require oBike to ensure their bikes do not obstruct access and to relocate any dangerously parked bikes.

The dockless bike-share companies themselves have been learning the lessons of early teething problems.

The Platform for European Bicycle Sharing and Systems, which brings together bike mobility companies across Europe, has prepared a policy framework which aims to guide cities through the process of implementing a new bike sharing system.

Other companies have turned to technology. Urbosolutions and oBike are among those bike-share services now providing local authorities with a “geo-fencing” option. This enables councils to designate zones where bikes may not be parked. Bike-share users entering a geo-fenced area are unable to lock their bikes until they move outside the zone. Cyclists who fail to comply will incur penalties.

The changing face of bike-sharing

The explosive growth of dockless bike-share services has undoubtedly benefitted city dwellers looking for flexible, affordable, sustainable and healthy transportation options. But as bike wars heat up among operators, and between bike share companies and local authorities, cities need to develop new regulatory frameworks for the smooth management of bike-share schemes. At the same time, the operators need to rethink how their businesses work.

As for the future, bike-sharing will continue to evolve, with forecast developments including payment for bike rentals using cryptocurrencies, the launch of dockless electric bikes and continued expansion into new territories.

If you enjoyed this article, you might also be interested in these Knowledge Exchange blog posts:

Urban bike sharing: a tale of two cities

Urban cycling innovations: smart cities get on their bikes

Test drives: around the world, driverless buses are taking to the streets

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Navya Driverless Shuttle Bus, Lyon. Photo: Navya-Technology.com

They may have a top speed of under 50 kilometres per hour, but driverless buses are moving into the fast lane of transport innovation. In recent months, cities around the world have been trialling automated bus services:

  • Driverless buses constructed by French technology firm Navya have started appearing on the roads of France, Switzerland, and Australia.
  • The “WePod”, developed by Delft Technical University has been carrying passengers to, from and around the campus of Wageningen University & Research centre in the Netherlands.

Auto-mobility

While Google have been grabbing most of the headlines to do with driverless vehicles, the French technology firm of Navya has been designing and producing autonomous cars since 2014. In October 2015, Navya launched its ARMA bus.

The ARMA does not require any driver or specific infrastructure, and has onboard sensors to avoid collisions. The electrically-powered vehicle is also environmentally friendly; its batteries can last from 5 to 13 hours, depending on the configuration and the traffic conditions.

The ARMA buses are not designed to replace mass-transit networks. With a capacity of no more than 15 passengers and speeds of no greater than 50 km per hour, the ARMA buses are designed to cover short distances, following distinct routes that avoid heavy traffic. However, they could prove ideal for locations such as airports and conference centres. Since the beginning of September, the ARMA buses have been carrying passengers on ten-minute journeys through the futuristic Confluence district of Lyon. And Navya shuttle buses are also ferrying workers and visitors around the EDF power plant in Civaux, The driverless service replaced a diesel bus, cutting waiting time down from 15 to 5 minutes. EDF estimates the time savings could result in as much as 3 million euros’ worth of extra productivity.

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Navya Driverless Shuttle Bus,EDF, Civaux. Photo: Navya-Technology.com

Going Dutch

Driverless buses called “WePods” have taken to the public roads as part of a pilot project in the Dutch province of Gelderland.

The project managers see numerous possibilities for the autonomous vehicles, such as on-demand pick-up services, filling public transport gaps in rural areas and provision of garbage collections. Ultimately, driverless buses could help solve urban parking problems and increase road capacity. And because around 70% of public transport costs are due to personnel costs, the WEpods could also save transport authorities money.

Addressing concerns

Naturally, concerns have been raised about the safety of driverless vehicles. The truth is that no type of transport is 100% safe. Even though driverless vehicles have sensors, cameras, radar and lasers to prevent collisions, accidents caused by human-driven vehicles will still happen.

However, the designers of driverless vehicles are adopting a safety-first culture.  In many of the vehicles, data is stored in the equivalent of an aircraft’s “black box”, enabling lessons to be learned from incidents taking place during the journey.

Fast forward

The trend towards driverless buses shows no sign of slowing down. In 2015, a self-driving bus took passengers on a 20-mile journey through the Chinese city of Zhengzhou. In Kista, north-west of Stockholm, members of the public were invited to test-ride driverless buses as part of the town’s April 2016 mobility week. And in August 2016, trials of automated buses took place in the Finnish capital of Helsinki.

With regard to automated transport, it seems that the stuff of science fiction is fast becoming a matter of fact.

If you’ve enjoyed this blog post, you might also like some of our other posts focusing on transport:

ReGen Villages: is this the future of sustainable living? 

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‘Illustration © EFFEKT’

The Netherlands covers an area of 41,543 km², and has a population of 17 million people. That works out at 488 people per square kilometre, making Holland the most densely populated country in the European Union. By comparison, the UK has a population density of 413 people per sq km, while the figure for Scotland is just 68 people per sq km

Statistics like that matter when it comes to waste management. Lack of space in the Netherlands has prompted successive governments to divert waste from landfill, and encourage more recycling. The waste management movement was strongly influenced by Ad Lansink, a chemistry lecturer turned politician, who developed “Lansink’s Ladder”. This tool has six “rungs”, with disposal on the bottom, then recovery, recycling, reuse and on the top rung prevention.

The Dutch approach has reaped impressive benefits, with high rates of recycling and most of the remainder being incinerated to generate electricity and heat.

However, there is a growing sense that recycling in the Netherlands may be close to its limit. In 2015, Green Growth in the Netherlands reported that since 2000, the percentage of recycled waste has remained more or less constant.

“Recycled material reached 81% in 2012, a high share that has been fairly constant over the years. This may indicate that the recycling percentages are close to their achievable maximum.”

The Dutch are now looking for further ways to create more value from recycled waste.

ReGen Villages

One such idea is the development of  “regenerative villages” (ReGen). These self-reliant communities will produce their own food, generate their own energy and recycle their own waste.

The ReGen model is the brainchild of California-based ReGen Villages, which is partnering with EFFEKT, a Danish architecture practice, to launch a pilot version in the Netherlands this year. 

Each ReGen community will contain a variety of homes, greenhouses and public buildings, with built-in sustainable features, such as solar power, communal fruit and vegetable gardens and shared water and waste management systems.  The five principles underpinning the concept are:

  • energy positive homes,
  • door-step high-yield organic food production,
  • mixed renewable energy and storage,
  • water and waste recycling,
  • empowerment of local communities

The first 25 pilot prefabricated homes will be located at Almere in the west of Holland. Almere has experienced exponential growth, rising from farmland in the 1970s to become the seventh largest city in the Netherlands.

Waste management is a key element in the ReGen villages, which will have  ‘closed-loop’ waste-to-resource systems that turn waste into energy.

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‘Illustration © EFFEKT’

Prospects and problems

There are plans to roll out the model in other communities, in Europe, North America and the Middle East. Off-grid communities are not a new idea. But the necessary technology, falling costs and consumer demand have reached a point where the ReGen approach may become truly sustainable. The idea offers the promise of meeting the challenges of rising populations making unprecedented demands on limited resources.

Interviewed in The Guardian, Frank Suurenbroek, professor of urban transformation at the Amsterdam University of Applied Sciences, acknowledged the need for such projects, but also highlighted potential problems:

“A possible field of tension is how the technological demands of sustainability and circularity [interact with] spatial configurations needed to create attractive places and the desire to create new houses fast. Both worlds have to learn how to connect. Experiments with new sustainable quarters are interesting and needed, but a major issue is how to do this within existing built areas.”

All eyes on Almere

Once the first 25 homes are built, a further 75 will complete the village. It will take a lot of time, money, skill and muscle to make the project a success . We’ll be watching with interest to see if the vision can be turned into reality.

Our thanks to EFFEKT in Copenhagen for their permission to reproduce the images in this blog post.

If you’ve found this blog post interesting, you may also like our previous posts on recycling and the circular economy:

Is the total academisation of schools in England a good idea?

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by Stacey Dingwall

In one of the major announcements made as part of last week’s Budget, the Chancellor of the Exchequer, George Osborne, declared that all schools in England must become academies by 2020, or at least have official plans to do so by 2022. Any schools who fail to comply with this timetable will be forced to do so under new powers adopted by the government.

The policy, Osborne claimed, would “set schools free from local bureaucracy” and is part of his government’s plan to “make sure that every child gets the best start in life”. As the plan was announced, Education Secretary Nicky Morgan tweeted that “Full academisation will empower great teachers & leaders giving them autonomy and accountability to let their schools succeed”. Writing in a white paper published the following day, her department stated that removing schools from local authority control would help to “empower local communities, putting children and parents first and clearly defining the role of local government”.

More academies – the reaction

Reactions to the announcement were broadly negative, with the reform attracting criticism from local authorities, the shadow education secretary, unions, teachers, think tanks and parents, amongst others. Alongside Conor Ryan, Director of Research at the Sutton Trust, many pointed towards the fact that limited evidence exists of academies’ ability to improve the attainment levels of disadvantaged pupils, which was their original purpose. A loss of accountability to parents was also raised as a concern by some, including the Local Government Association, who stated that they opposed the handing over of “significant” powers in areas – including the curriculum – to “unelected civil servants”.

It was also noted that the government has decided to go ahead with the reform despite a recent letter to Morgan from Sir Michael Wilshaw, the Chief Inspector of Schools in England and head of Ofsted, which described the results of recent HMI inspections of academies as “worrying”. Wilshaw also wrote that many of the inspected multi-academy trusts displayed the same weaknesses as the worst performing local education authorities, and that the large salaries paid to the chief executives of these trusts was a “poor use of public money”.

Ongoing concerns

The Budget announcement comes almost two years after we first looked at issues with the academies programme on the blog. At that time, we reported on concerns that money which could be spent on addressing the shortage of school places in London was instead being used to open academies in areas where there was no urgent need for more places.

International experience: America and the Netherlands

After facing similar criticism to the English programme of failing to improve the attainment of poorer pupils, some are suggesting that the American charter schools programme, which heavily influenced the creation of the academies programme, is in decline. The Mayor of New York, Bill de Blasio, continues to be a vocal opponent of the movement, despite facing legal challenges over his refusal to guarantee space to new and expanding charter schools.

Speaking at a town hall meeting in South Carolina in November 2015, former charter supporter and potential Democrat presidential nominee Hillary Clinton voiced her opinion that charter schools do not engage with the “hardest-to-reach” kids, or if they do, “they don’t keep them”.

Writing for the Institute of Education, University College London blog, Toby Greany and Melanie Ehren considered the experience of the Netherlands, a country whose schools system has higher rates of autonomy than England. Two issues experienced by the Dutch Schools Boards, which were set up to oversee groups of primary schools, are highlighted as particularly relevant for England:

  1. Some Boards have been placed into special financial measures due to their failure to correctly predict their pupil numbers; this, it is argued, could befall academies in England who cover more than one local authority area.
  2. Due to limited engagement with teaching staff and parents, the Boards have not managed to fully embed themselves as legitimate in the eyes of society.

Evidence update

Since our 2014 blog, both the National Foundation for Educational Research (NFER) and Centre for Economic Performance (CEP) have published new evidence on academies, focusing on their impact on pupil attainment. In their May 2015 review of available evidence, the NFER noted several difficulties in evaluating the performance of academies due to several gaps in the evidence. The review concluded that while there is some evidence to suggest that sponsored secondary academies have had a positive impact on attainment, no significant difference in progress could be found between converter academies and similar non-academy schools. In addition, no conclusive evidence was found of the impact of academisation on primary pupils’ attainment.

In a think piece published alongside the evidence review, the NFER concluded that further expansion of the academies programme by the government would require the following factors to justify it:

  • a clearly articulated theory of change
  • the right evidence
  • evaluation
  • sufficient capacity
  • accountability

Given the reaction to the Budget’s announcement, it can be assumed that most are of the opinion that the government has not yet managed to provide sufficient justification for its decision.

Further reading from our blog on the English education system:

Flood prevention and protection: how the Dutch do it

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Dredging to make a new canal and new recreation area, for flood control, Nijmegen, Netherlands. Image by Steven Vance via Creative Commons

“Every time there is a crisis, we see an opportunity”
– Jan Hendrik Dronkers, director general, Netherlands Ministry of Infrastructure and Environment

It’s been another stormy weekend, with large parts of the UK experiencing damage and disruption from high winds and flooding. Storm Gertrude is the latest in a succession of storms to hit the country since December. Thousands of homes and businesses have been flooded, not only in rural areas, but in the city centres of Leeds, York and Manchester. The storms have also left stretches of Dumfries and Galloway, the Scottish Borders and Aberdeenshire under water. And in Cumbria, one especially hard hit village has been flooded four times in eight weeks.

Although unprecedented, the most recent storms to hit the UK follow significant flooding events over the past decade. A report by the Met Office in 2011 suggested that this exceptional run of bad weather may be part of a trend towards more intense rainfall.

The increasing prevalence of flooding in the UK has put additional pressures on local and national government. Local councils have had to make provision for those made homeless, inform householders about support, repair roads and support the emergency services. At a wider level, initiatives, such as the Scottish Government’s flood prevention action plan, and the review of flood defence investment in England are indicative of how seriously the problem is now being viewed (although one recent opinion poll indicates that more needs to be done). The human costs of flooding are incalculable, but the economic impact is significant. Research by the Environment Agency estimated that record-breaking floods in 2012 could have cost the UK economy close to £600m.

Flood prevention in the Netherlands: making a virtue out of a crisis

In the Netherlands, where 60 per cent of the population lives below sea level, the threat from flooding has been an ever-present worry for hundreds of years. But in recent decades, the risks have appeared to be escalating. In 1953, a severe storm in the North Sea caused floodwater to inundate south-west Holland, resulting in 1800 fatalities (the same storm killed more than 300 people in the UK).

The Dutch response to the 1953 flooding was the Delta Project, a system of dams, sluices, locks, dykes, levees, and storm surge barriers, intended to prevent similar disasters striking again.

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The Hartelkering storm surge barrier in Spijkenisse, Netherlands, part of the Delta Works project .  Image: Quistnix at nl.wikipedia via Creative Commons

Making room for the river

In 1993 and again in 1995, the focus of concern shifted to the south-east of the Netherlands, when heavy rains threatened to breach the dikes holding back the waters of the Meuse and Waal rivers. Thousands of people were evacuated from their homes, and although the flood defences held, the experience came as a profound shock to the country. “We thought we were prepared for everything,” an infrastructure and environment ministry official told The Surveyor magazine, “We thought evacuation was for other countries.”

This time, the Dutch responded with the Room for the River programme. The spatial development scheme not only involves the construction of higher, stronger dikes, but also the creation of wider, deeper floodplains. These give rivers additional space, reducing the chance of flooding elsewhere. The project has also involved difficult decisions, including the displacement of 200 families. But the near-catastrophes of 1993 and 1995 brought home that there was no alternative to relocation.

While the Dutch government is funding the €2.3bn project, it is being delivered in collaboration with local authorities, water boards and private sector partners. As well as improving flood defences, the project has generated some impressive spin-offs.  In Holland’s oldest city of Nijmegen, a completely new island has been formed from a flood control channel, providing additional land for housing and recreation. In effect, a new section of the city is being created from the river that once threatened to submerge it.

Learning from experience

At the end of 2015, as Storm Frank brought further misery to many residents across the UK, an analysis found that 10,000 homes are being built on floodplains in Britain each year. Although many of these may be protected by existing flood defences, recent flood events provide cause for concern.

Hard experience has reminded the Netherlands that flooding is a natural function of rivers. Instead of fighting the elements, the Dutch are becoming experts in water management, and offering advice to other flood-prone countries, such as Bangladesh and Vietnam. Perhaps the UK can also learn from the Holland’s flood resilience know-how: it may be time to look across the water.

Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

Further blog posts from The Knowledge Exchange on flooding and climate change: