Afbeelding

Autosnelwegen.nl

Opmerkingen over Autosnelwegen.nl, .eu en Autosnelwegen.net
(en eventueel over andere wegensites van forumdeelnemers)

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mavas
2x5 autosnelweg
Berichten: 17793
Lid geworden op: do 31 mar 2005, 17:27
Locatie: Zuid-Kennemerland

Re: Autosnelwegen.nl

Bericht door mavas » vr 14 mei 2010, 0:28

Inderdaad. Op een of andere manier houdt Rene daar niet zo van. De achterliggende reden weet ik ook niet.

Persoonlijk vind ik het getuigen van gebruikersvriendelijkheid als een website ook zonder "www" te benaderen is. Er zijn zelfs groepen of stichtingen die het niet-intikken van de extra www als doel hebben. Zie bijvoorbeeld http://no-www.org/, omdat het zou zorgen voor onnodig extra tikken op het toetsenbord en daarmee de letter W extra belast. ;)
Noord-Hollandse wegen, dé site voor ontwikkeling van de provinciale wegen in Noord-Holland
Bezoek ook eens de Wegenwiki, dé wiki voor verkeer

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Coen Tunnel
Voorzitter
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Re: Autosnelwegen.nl

Bericht door Coen Tunnel » vr 14 mei 2010, 2:09

En dan kom jij weer met je Wegenwiki. :mrgreen:

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Rene
4x5 autosnelweg
Berichten: 36483
Lid geworden op: zo 27 feb 2005, 11:48
Locatie: Noord-Holland

Re: Autosnelwegen.nl

Bericht door Rene » vr 14 mei 2010, 8:36

Vroeger was het wel zo dat je zonder www naar de site kon.
Maar PCExtreme heeft destijds haar virtuele hostingmappen aangepast.
Ik zal eens kijken of ik ergens in een mapje een redirect moet bijplaatsen.

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Mark
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Re: Autosnelwegen.nl

Bericht door Mark » vr 14 mei 2010, 12:17

In .htaccess heb ik zelf dit (aangepast voor autosnelwegen.nl):

Code: Selecteer alles

RewriteEngine On
RewriteCond %{HTTP_HOST} ^autosnelwegen.nl$ [NC]
RewriteRule ^(.*)$ http://www.autosnelwegen.nl/ [R=301,L]

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Rene
4x5 autosnelweg
Berichten: 36483
Lid geworden op: zo 27 feb 2005, 11:48
Locatie: Noord-Holland

Re: Autosnelwegen.nl

Bericht door Rene » vr 14 mei 2010, 12:50

Ik heb een dergelijke constructie in de htaccess, desondanks werkt het niet.

Code: Selecteer alles

RewriteEngine on 
RewriteCond %{HTTP_HOST} ^autosnelwegen.nl$ [NC]
RewriteRule ^(.*)$ http://www.autosnelwegen.nl/$1 [R=307,L]
RewriteCond %{HTTP_HOST} ^www.autosnelwegen.eu$ [NC,OR]
RewriteCond %{HTTP_HOST} ^autosnelwegen.eu$ [NC,OR]
RewriteCond %{HTTP_HOST} ^www.autosnelweg.eu$ [NC,OR]
RewriteCond %{HTTP_HOST} ^autosnelweg.eu$ [NC]
RewriteRule ^(.*)$ http://eu.autosnelwegen.nl/$1 [R=307,L]
RewriteCond %{HTTP_HOST} ^forum.autosnelwegen.nl$ [NC,OR]
RewriteCond %{HTTP_HOST} ^wegenforum.nl$ [NC,OR]
RewriteCond %{HTTP_HOST} ^www.wegenforum.be$ [NC,OR]
RewriteCond %{HTTP_HOST} ^wegenforum.be$ [NC]
RewriteRule ^(.*)$ http://www.wegenforum.nl/$1 [R=307,L]
RewriteCond %{HTTP_HOST} ^wiki.autosnelwegen.nl$ [NC,OR]
RewriteCond %{HTTP_HOST} ^wegenwiki.nl$ [NC]
RewriteRule ^(.*)$ http://www.wegenwiki.nl/$1 [R=307,L]
RewriteCond %{HTTP_HOST} ^www.autosnelwegennet.nl$ [NC,OR]
RewriteCond %{HTTP_HOST} ^autosnelwegennet.nl$ [NC]
RewriteRule ^(.*)$ http://bosatlas.autosnelwegen.nl/$1 [R=307,L]
RewriteCond %{HTTP_HOST} ^www.autosnelwegen.be$ [NC,OR]
RewriteCond %{HTTP_HOST} ^autosnelwegen.be$ [NC]
RewriteRule ^(.*)$ http://wegen-routes.autosnelwegen.nl/$1 [R=307,L]

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Palance
4x5 autosnelweg
Berichten: 31125
Lid geworden op: zo 27 feb 2005, 13:17
Locatie: Паланцедрецхт

Re: Autosnelwegen.nl

Bericht door Palance » vr 14 mei 2010, 15:20

Ik zit ook bij PCextreme, maar mijn site is gewoon zonder www. ervoor te benaderen. Er staat een link in mijn rootdirectory die meteen naar de www-map verwijst. Wellicht is die link bij jou verdwenen om de één of andere reden.
"You know the greatest danger facing us is ourselves, an irrational fear of the unknown. But there’s no such thing as the unknown — only things temporarily hidden, temporarily not understood.” - James T. Kirk

Autosnelwegen.net

Pino
4x3 autosnelweg
Berichten: 20686
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Re: Autosnelwegen.nl

Bericht door Pino » vr 14 mei 2010, 15:22

Ook ik zit bij pcextreme en ook mijn website is te benaderen zonder www. Zonder dat ik daar ooit enige code voor heb ingevoerd trouwens.

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mavas
2x5 autosnelweg
Berichten: 17793
Lid geworden op: do 31 mar 2005, 17:27
Locatie: Zuid-Kennemerland

Re: Autosnelwegen.nl

Bericht door mavas » vr 14 mei 2010, 17:11

Idem. Ik heb ook nooit wat hoeven aanpassen bij pcextreme hiervoor.
Noord-Hollandse wegen, dé site voor ontwikkeling van de provinciale wegen in Noord-Holland
Bezoek ook eens de Wegenwiki, dé wiki voor verkeer

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Palance
4x5 autosnelweg
Berichten: 31125
Lid geworden op: zo 27 feb 2005, 13:17
Locatie: Паланцедрецхт

Re: Autosnelwegen.nl

Bericht door Palance » vr 14 mei 2010, 17:36

Zo ziet het bestand bij mij eruit: Je vraag autosnelwegen (als 'subdomein' op) en je wordt verwezen naar de map www. Die link staat dus al in mijn root sinds ik mijn site daar gehost heb.

Code: Selecteer alles

lrwxrwxrwx    1 17328    vhostuse        3 Jul 11  2006 autosnelwegen -> www
De map www zelf:

Code: Selecteer alles

drwxr-xr-x   18 17328    vhostuse    28672 May 14 16:36 www
"You know the greatest danger facing us is ourselves, an irrational fear of the unknown. But there’s no such thing as the unknown — only things temporarily hidden, temporarily not understood.” - James T. Kirk

Autosnelwegen.net

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doorn
verkeersader
Berichten: 722
Lid geworden op: di 14 aug 2007, 10:36
Locatie: Amersfoort

Re: Autosnelwegen.nl

Bericht door doorn » vr 14 mei 2010, 18:39

Als ik het me goed herinner heeft René meerdere domeinen op één pakket zitten, omdat die standaard naar autosnelwegen.nl gaan heeft René daarom een .htaccess aangemaakt waar hij alle domeinen naar een bepaald subdomein doorstuurt.
Is het bij de hosting niet mogelijk om in het beheerderspaneel in te stellen dat elke domeinnaam een aparte map krijgt?

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Kaaiman
Secretaris
Berichten: 16992
Lid geworden op: ma 26 jun 2006, 16:54
Locatie: Hoogeveen

Re: Autosnelwegen.nl

Bericht door Kaaiman » zo 16 mei 2010, 15:47

Ik heb in provinciale documenten (online te vinden op de website van de provincie Groningen) nog een aantal data voor de N33 gevonden. Ik heb ze opgezocht omdat ik de N33-pagina op de Wegenwiki nog wil gaan vullen.

'najaar 2004 Openstelling Appingedam – Eemshaven' mag je vervangen door het volgende:

Farmsumerweg - N360: begin sep 2002 (openstelling op verzoek van gemeente)
N360 - Marsum: 05-07-2004
Omlegging Holwierde: bouwvak 2002 voor verkeer opengesteld, officieel geopend 24-10-2002
Omlegging Spijk: reparatie-TB onherroepelijk, uitspraak RvS 24-09-2003
Omlegging Spijk: 29-07-2005

Het gedeelte Laskwerd - Farmsumerweg is me een raadsel:

De N33 Holeweg - Farmsumerweg staat al verhard op de TOP25-kaart 1990, maar was getuige de witte kleur op de TOP50-kaart 1998 nog niet voor het verkeer opengesteld. Op de TOP25-kaart 1982 staat nog geen spoor van de nieuwe N33. Ik heb geprobeerd het openingsjaar van de Eelwerderbrug over het Eemskanaal te achterhalen, maar dat is me helaas niet gelukt.

De N33 Laskwerd - Holeweg staat nog niet op de TOP50-kaart 1998, maar wel op de TOP25-kaart 2002, dus in die tussentijd moet de N33 daar aangelegd zijn (waarbij de bestaande Holeweg de parallelweg werd).
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
@DeurDrenthe • volg het Drentse wegennieuws op Twitter

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Rene
4x5 autosnelweg
Berichten: 36483
Lid geworden op: zo 27 feb 2005, 11:48
Locatie: Noord-Holland

Re: Autosnelwegen.nl

Bericht door Rene » zo 16 mei 2010, 16:23

Ik zal het binnenkort verwerken.

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Kaaiman
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Re: Autosnelwegen.nl

Bericht door Kaaiman » di 18 mei 2010, 10:26

Op basis van artikelen van het DvhN nog wat verfijningen m.b.t. de N33:

Farmsumerweg - N360:
openstelling voor verkeer 09-09-2002
officiële opening 24-10-2002 (gelijktijdig met omlegging Holwierde)

Omlegging Holwierde:
openstelling voor verkeer 28-06-2002
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
@DeurDrenthe • volg het Drentse wegennieuws op Twitter

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harry
Wegnummerfotograaf
Berichten: 22043
Lid geworden op: ma 28 feb 2005, 12:09
Locatie: Richmond VA (USA)

Re: Autosnelwegen.nl

Bericht door harry » di 18 mei 2010, 13:43

Kaaiman schreef:De N33 Holeweg - Farmsumerweg staat al verhard op de TOP25-kaart 1990, maar was getuige de witte kleur op de TOP50-kaart 1998 nog niet voor het verkeer opengesteld. Op de TOP25-kaart 1982 staat nog geen spoor van de nieuwe N33. Ik heb geprobeerd het openingsjaar van de Eelwerderbrug over het Eemskanaal te achterhalen, maar dat is me helaas niet gelukt.
Die brug heeft er inderdaad jaaarenlang ongebruikt gelegen (evenals de toeleidende wegen). De brug stond altijd open.
https://wegnummers.nl foto's van genummerde wegen in Europa (o.a. NBA: https://wegnummers.nl/nba)
http://borden.plaatsengids.nl foto's van plaatsnaamborden
--Harry.

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Kaaiman
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Re: Autosnelwegen.nl

Bericht door Kaaiman » di 18 mei 2010, 14:05

Inmiddels ben ik weer een klein stapje verder. Op de TOP50-kaart van 1983 staat de nieuwe N33 er nog niet op, maar op een luchtfoto van 3 mei 1989 staat het wegvak Holeweg - Farmsumerweg in aanleg, nog onverhard (taluds al wel aanwezig) en zonder Eelwerderbrug. Op de TOP25-kaart 1990 staat de weg er verhard op met brug. Rond 1989/1990 moet het wegvak Holeweg - Farmsumerweg dus zijn aangelegd.

De opening van dit wegvak is me nog een raadsel. Uit de Actuele Wegenlijst van 1 juli 1998 en de hectometerwaarden kan ik afleiden dat het wegvak Laskwerd - Farmsumerweg - N360 toen nog niet open was, wat strookt met de TOP50-kaart van 1998. Wanneer het gedeelte Laskwerd - Farmsumerweg dan wel is geopend heb ik nog niet kunnen vinden, ook (nog) niet in krantenarchieven.

Verder heb ik nog een interessante boektitel:
Frits H. Horsten, Doorgaande wegen in Nederland, 16e tot 19e eeuw - Een historiche wegenatlas, uitgeverij Aksant, Amsterdam 2005

In dit boek komt vanaf blz. 63 ook de periode 1810 - 1848 aan bod. Interessant leesvoer dus!
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
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Ds79m
2x3 autosnelweg
Berichten: 8914
Lid geworden op: zo 27 feb 2005, 13:17

Re: Autosnelwegen.nl

Bericht door Ds79m » di 18 mei 2010, 18:07

harry schreef:Die brug heeft er inderdaad jaaarenlang ongebruikt gelegen (evenals de toeleidende wegen). De brug stond altijd open.
Logisch dan, dat die weg ongebruikt bleef 8-)
Peter - Als je veel tegenwind hebt, kun je beter zelf gaan liggen

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mavas
2x5 autosnelweg
Berichten: 17793
Lid geworden op: do 31 mar 2005, 17:27
Locatie: Zuid-Kennemerland

Re: Autosnelwegen.nl

Bericht door mavas » di 18 mei 2010, 19:23

Kaaiman schreef:Verder heb ik nog een interessante boektitel:
Frits H. Horsten, Doorgaande wegen in Nederland, 16e tot 19e eeuw - Een historiche wegenatlas, uitgeverij Aksant, Amsterdam 2005
Deze bron wordt ook gebruikt voor het boek "Van Transort naar Mobiliteit", deel "De Transportrevolutie". Daarin staan tientallen bronnen naar leuke infraweetjes 8-)
Noord-Hollandse wegen, dé site voor ontwikkeling van de provinciale wegen in Noord-Holland
Bezoek ook eens de Wegenwiki, dé wiki voor verkeer

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harry
Wegnummerfotograaf
Berichten: 22043
Lid geworden op: ma 28 feb 2005, 12:09
Locatie: Richmond VA (USA)

Re: Autosnelwegen.nl

Bericht door harry » vr 21 mei 2010, 19:35

autosnelwegen.nl (zonder www) verwijst nu naar http://www.autosnelwegen.nl/autosnelwegen/ - een pagina die niet bestaat.

http://www.autosnelwegen.nl/ geeft in FireFox een paar foutmeldingen.
Over deze code:
<frameset framespacing=0 frameborder=0 border=0 rows="120,*">
<frame name=boven src=navigatie.htm target="onder" scrolling="no">
line 13 column 23 - Error: there is no attribute "FRAMESPACING"
line 13 column 37 - Error: there is no attribute "FRAMEBORDER"
line 13 column 46 - Error: there is no attribute "BORDER"
line 14 column 44 - Error: there is no attribute "TARGET"

Frame boven:
<base target=onder>
line 10 column 6 - Error: end tag for "HEAD" which is not finished
en nog een paar meer. Onder andere wil hij bij iedere <img...> een ALT tag hebben.

Frame onder:
diverse, waaronder een aantal <p> zonder sluiting.

Firebug is heel handig op dit gebied!
https://wegnummers.nl foto's van genummerde wegen in Europa (o.a. NBA: https://wegnummers.nl/nba)
http://borden.plaatsengids.nl foto's van plaatsnaamborden
--Harry.

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Rene
4x5 autosnelweg
Berichten: 36483
Lid geworden op: zo 27 feb 2005, 11:48
Locatie: Noord-Holland

Re: Autosnelwegen.nl

Bericht door Rene » vr 21 mei 2010, 19:46

Ik gebruik ook FF, maar bij mij met-www-ervoor geen foutmeldingen. Ook niet in IE en GC.

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Kaaiman
Secretaris
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Locatie: Hoogeveen

Re: Autosnelwegen.nl

Bericht door Kaaiman » vr 21 mei 2010, 22:21

Hiermee kun je ook de fouten uit je site halen: http://validator.w3.org/ ;)
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
@DeurDrenthe • volg het Drentse wegennieuws op Twitter

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Kaaiman
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Re: Autosnelwegen.nl

Bericht door Kaaiman » za 10 jul 2010, 9:43

Je mag weer wat toevoegen/verfijnen in je dossiers van de N57:
06-08-2007: Start aanleg Middelburgse deel (A58 - Serooskerke) (Bron)
30-11-2009: Start aanleg Veerse deel (Bron)
Eind 2010: Verwachte openstelling Middelburgse deel (A58 - Serooskerke) (Bron)
Eind 2011: Verwachte openstelling Veerse deel (Bron)

En laten we de N36 ook niet vergeten:
28-06-2010: Openstelling aw 1x2 (Bron)
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
@DeurDrenthe • volg het Drentse wegennieuws op Twitter

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Kaaiman
Secretaris
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Re: Autosnelwegen.nl

Bericht door Kaaiman » za 10 jul 2010, 13:56

Dossier A31:
1968 Tracébesluit rw9 Harlingen - Leeuwarden
moet zijn: 01-08-1969
Deur Drenthe • website over het Drentse provinciaal en rijkswegennet
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Chris
Moderator
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Locatie: NL

Re: Autosnelwegen.nl

Bericht door Chris » zo 18 jul 2010, 14:46

Wellicht interessant voor het dossier A50 (N50):

Dit bord staat bij de Ramspolbrug:
Afbeelding

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Rene
4x5 autosnelweg
Berichten: 36483
Lid geworden op: zo 27 feb 2005, 11:48
Locatie: Noord-Holland

Re: Autosnelwegen.nl

Bericht door Rene » wo 04 aug 2010, 0:48

Ik ben begonnen de geschiedenishoofdstukken in het Engels te vertalen, zodat dit ook internationaal beschikbaar komt.
Inmiddels ben ik met hoofdstukken 1 en 2 klaar, en bezig met hoofdstuk 3.

Wie mee wil kijken met de vertalingen en opmerkingen heeft: ik hoor het graag. Je mag het per email, PB, maar ook in deze draad doen.
Wie zelf actief wil bijdragen: leef je uit op de hoofdstukken die nog vertaald moeten worden. Ik ben blij met alle vertaalhulp die ik kan krijgen, want ik ben zelf allesbehalve een ster in het schrijven van goed leesbare Engelse teksten...

Hoofdstuk 1

Hoofdstuk 2

Hoofdstuk 3 (in bewerking)

Pino
4x3 autosnelweg
Berichten: 20686
Lid geworden op: ma 28 feb 2005, 9:17
Locatie: Sesamstraat

Re: Autosnelwegen.nl

Bericht door Pino » wo 04 aug 2010, 8:13

Ik kijk graag met je mee, maar dan wel in het weekend.

Peter
2x4 autosnelweg
Berichten: 10097
Lid geworden op: di 01 mar 2005, 8:42
Locatie: Gieten

Re: Autosnelwegen.nl

Bericht door Peter » wo 04 aug 2010, 8:54

History of Dutch motorways

1. The beginning of a state-owned roadnetwork

1.1 A turbulent start

Before 1795 there was no central government in the Netherlands. Each province had autonomy. As a consequence state-owned roads were non-existent. The end of the 18th century was quite a turbulent era. Holland's golden age had long gone and the country was invaded by the French in 1795. At first most Dutchmen were quite happy with the revolutionary French, and for this reason the Netherlands did not become a part of France (like Belgium), but the Batavian Republic. In 1798 the "Unitarians" did manage to create a central ruled state model. National agencies were created to execute national tasks. One of those agencies was the "bureau of Waterstate", which had to arrange the national water management in the Batavian Republic (and the Batavian Kingdom). Quite a start for the agency that would grow into the most important Dutch governing agency on civil infrastructure - especially when considering that the agency had been re-organised 6 times by the French before the occupation ended in 1813.

First priority of the Waterstate was of course water management. When Holland became part of the French empire after all, the Waterstate became under direct supervision of the French Service des Ponts et Chausées (bridges and roads), the French organisation of engineers which was responsible for the infrastructure of the empire, including imperial state-owned roads. However, there was nothing like a state-owned road network in the Netherlands. The network consisted of 450 dirt roads. The road surface was miserable, and the network was everything but coherent.

Within this perspective already in 1810 plans for creating a high standard national road network were presented. In 1811 Napoleon ordered this network to become part of the French imperial road network. French engineers were in charge of road construction and improvement of the state roads of the 1st and 2nd class. These were roads of vital importance to the empire, such as the roads from Paris to Amsterdam (Zundert-Breda-Utrecht-Amsterdam). The “lethally” straight Amsterdamsestraatweg connecting Utrecht en Maarssen is a relict of that era.

Before 1795 only the following roads, which would become state-owned roads, were paved:
* Utrecht - De Bilt
* Haarlem - Amsterdam
* Den Haag (The Hague) - Delft
* Vlissingen - Middelburg
* Arnhem - Nijmegen
* 's Hertogenbosch - Eindhoven

During the French occupation the next imperial roads were paved:
* Amsterdam - Utrecht - Breda - Zundert
* De Bilt - Amersfoort - Deventer
* Haarlem - Den Haag
* Delft - Rotterdam

1.2 The Rijksweg-network in the Unified Kingdom of the Netherlands

In 1813 Napoleon found his Waterloo. After independence of France in 1813 it was decided that the Waterstaat-agency would continue to exist. It was named Rijkswaterstaat. ("Rijk" means national government).
The French imperial roadplan was adopted by the new kingdom, and King William I presented his plan for the nation’s "great roads" in 1814. Known is the king's statement "No country in the world is rich enough to afford the wealth of bad roads". With this royal approved plan and the existence of the national civil-works organisation Rijkswaterstaat, the maintenance of national roads was definitely embedded into the state model.

In 1821 the road classification originated, which would survive for the rest of the 19th century. Roads of 1st class were in direct maintenance of Rijkswaterstaat, 2nd class roads were under the control of the provinces. Under supervision of Rijkswaterstaat around 500 kilometers of national roads were paved between 1825 and 1830 and between 1840 and 1850. This resulted in nearly the complete national road-network having been paved. Between 1830 and 1840 there was no money available because the military actions against the Belgian rebellion had to be financed. Because of French and British support for the Belgian independence, William I had finally to concede to splitting the unified kingdom in 1839. It is unsure whether the goal of the new road network was to attribute to the integration of the unified kingdom. Fact is however that in 1839 a network remained in the Netherlands without east-west-arteries south of the major rivers. See the map below.

The 1821-network stayed the same for decades, although some 2nd class east-west arteries below the Maas river were upgraded to 1st class roads. The development of road traffic also didn't provide a provocation to change, since the future of land transport seemed to be in railroads.

Map: National roadnetwork of 1813, within the Northern Netherlands state borders
130 km/h ? Dan haalt de trein me nog steeds in ...

Peter
2x4 autosnelweg
Berichten: 10097
Lid geworden op: di 01 mar 2005, 8:42
Locatie: Gieten

Re: Autosnelwegen.nl

Bericht door Peter » wo 04 aug 2010, 9:05

History of Dutch motorways

2. Rise of the railways, standstill for the road network

2.1 The year 1839

September 20, 1839 was marked by the grand opening of the first railway in the Netherlands, running between Amsterdam and Haarlem. It was the overture to a new era of transport, although the construction of new railways was at a very slow pace at first. In the 1840s en 1850s only a few lines were built - the Dutch having a vast waterway-network for transporting goods was a major reason for the slow, but steady development.

After the Belgian independence the national road network was slightly altered to cover the changed transport lines. The road Breda-Tilburg for instance was upgraded to a 1st class road. Furthermore the quality of the network improved, because a lot of road concessions were ordered. Counties and municipalities were now allowed to toll those roads to pay for loans (and rent), issued for the improvement. After paying back the loans the roads returned to Rijkswaterstaat. Maintenance of concessioned roads however stayed a public responsibility.

2.2 The state starts building railways itself

The development of a railway network was quite sluggish in the 1840s and 1850s, and it was no threat to road improvement those days. However, railways flourished abroad and their network was growing, especially in Belgium. The call for construction of railways by the state became louder and louder. A new law for state involvement in railway construction passed parliament in 1861. Railways were constructed by the state, and concessions for services on the new state lines could be obtained from the government - even a government owned railway service company had been founded to serve the lesser profitable railway sections.
From that moment on railway construction went quite fast. Rijkswaterstaat was however involved in the railway boom, by designing major bridges (to cross the country's many wide rivers) and five standard types of railway station buildings. Within years the Netherlands got a dense network of railways and tramways. Even the old, reliable system of barges on the many canals could no longer keep up the competition.

2.3 The roadnetwork to the end of the 19th century

Railways had developed so rapidly that the share of normal roads in transportation of passengers and goods diminished to a mere local level, also on national roads. Railways and ships were lord and master in the transportation business. Some national roads were even narrowed to spare on maintenance costs. This is the least colorful period of the Dutch national road network. There was absolutely no need for new plans; a little maintenance was all what happened those days.

Despite the vast railway development and the diminutive importance of the road system, the Dutch road network hadn't been neglected at the brink of the 20th century. The total road network was about 8500 kilometers, of which a vast 6000 kilometers had been paved, nearly all since 1810. The amount of paved roads was quite high, even to foreign standards. Most important thing the road network lacked was bridging the many wide rivers, something which had already been achieved for the railways.

The train was steady in the saddle at the moment the combustion engine was invented. From 1890 on this invention would cause a lot of changes. The introduction of the car was eminent, and it would demand it's place in society. Until World War I the effect was still small, because cars were only affordable to the very rich and wealthy. Everyone agreed that cars would bring a new revolution into transportation, only the rate at which the changes would take place, was subject of disagreement.
130 km/h ? Dan haalt de trein me nog steeds in ...

Peter
2x4 autosnelweg
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Lid geworden op: di 01 mar 2005, 8:42
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Re: Autosnelwegen.nl

Bericht door Peter » wo 04 aug 2010, 10:15

History of Dutch motorways

3. Rise of the motorcar, 1890-1927

3.1 The vision of Cornelis Lely

In 1896 the first motorcar was imported into Holland. At first most people were very impressed, but in the first five years of the 20th century that feeling subsided. Resistance appeared, not in the first place because of some very awful car-accidents. Especially in the countryside cars and their drivers had to suffer from peasant attacks. The new car inflicted a lot of discussion, and not everyone did foresee a bright future for motoring.

In this era there was one visionary person who did, and it was secretary Lely, who launched a new law proposal in February 1899 which provided an important role for the car in long distance travel. This was only three years after the introduction of the first car in the Netherlands. While considering that in 1907 there were no more than 1500 cars registered, and the drivers were mostly part of the upper-class wealthy elite, it was quite a remarkable proposal.

Just before Christmas 1906, on the 19th of December, the parliament debated about the future of motoring in the Netherlands. At first the discussion went not in favor of motoring, until MP Lely ( the former secretary mentioned above) took the floor. He said he wanted to say "some words", however it became a passionate argument in which he drew his vision on the car that would evolve from a niche product for the happy few to a mass product: it would become a convenient, adequate form of transportation which needed new arteries on which the different road users would be separated and where free flow of traffic should not be hampered. In Lely's vision motoring would have important consequences for the spatial development of cities as well as the countryside. He urged the government to present a plan for a national network of main roads, suitable for motoring and "by which the provincial capitals could be connected by roads allowing speeds of 60 to 80 and perhaps more kilometers/hour" (40-60 mph). Remember: he said these words in 1906. His words didn't have a direct effect on government policies of that time, however the consequence was that motoring was taken seriously from that moment on.
Lely was a civil engineer with great vision; he is also the person who proposed the land reclaiming in the IJsselmeer (at that moment still Zuiderzee or South Sea) and as a gratitude the capital city of the youngest province of the Netherlands, Flevoland, bears his name: Lelystad (=Lelycity).

3.2 Motoring usage exceeds all expectations

Lely didn't have any forecasts on traffic volumes, he just expressed his vision in 1906. In this vision he dropped the idea of special access controlled motorways (without knowing or mentioning the term itself). That was quite revolutionary at the time. To what extend his vision would become truth, he would at that moment not have apprehended himself.

-
At first it seemed that Lely had been barking up the wrong tree: in 1908 the Parliament decided to lower the Maximum Speed Limit to 10 km/h within City Limits.. The same year, the young engineer L.R. Wentholt was committed the task to investigate the usage of State own roads. His report concluded, that there was hardly any motorized transport still
In Ch 5 we will Re-encounter Wentwolt as director of Rijkswaterstaat.

Slowly, the government realized that State road were used more frequently. Especially the narrow roads in the west, which were situated on a river (or canal) dikes, became problematic. Although the speed limit was 10 and 15 km/h within and outside city limits, few people adhered to it.

Very few other regulations like giving way, did exist at the time. It was not even formally obliged to drive on the right side of the road (although a rule as such might have existed under Napoleon Law). Many accidents occurred as a result. In 1906 driving on the right side of the road became formal law.

In 1894 the ANWB (the national cyclists federation), began to issue road signs. Before road signs were a local initiative (if any). The first wooden road sign appeared to be very useful to fuel to stove in the first fierce winter. Streetwise, the ANWB placed the 1000th iron road sign in 1904. They all were signs at the crossing themselves, which was more than sufficient given the low speed on the road. .

The number of cars remained low until WW-I. Although the number nearly tripled between 1909 and 1913 (until 4000), the ownership was still well below 1:1000, hence an elite gadget.

On 28 July 1915 (now) Minister Lely proposed a bill to improve road standards. The tide had turned due to World War I. Although the Netherlands were formally neutral, the decline in trade and shipping caused a economic recession. A fuel shortage even triggered a temporary ban on private car trips. The bill remained undiscussed by parliament and was withdrawn later (by Lely’s successor König) een

Plan, as proposed by Lely for the State Road Improvement Plan 1915

In 1915 Lely instigated a Road Commission, an advisory board on Road Infrastructure. The commission basically lay the foundation for the National Road Plan of 1927 (see section 3.4).

During the Interbellum the car density increased 6-fold. In 1924 there were nearly 31000 motorcars, now that the car became affordable for the better middle class and as transporter car for shop owners and farmers. The T-Ford standardization attributed largely to the trend of cheap and reliable cars. .

3.3 The Road Issue

In the thirties the roads got busier and busier by the increasing number of cars and cyclists (the latter presumably resulting from industrialization). Narrow roads (usually < 3m), telegraph polls, trees, tram tracks, ferries, toll houses and lacking connections were impeding fast travel. Besides, the (brick) roads were frequently damaged by heavy motorcars and lorries. Something needed to be done…

The urge for road works was acknowledges in the early twenties, but funding was problematic.

In 1920 the first conference on Roads (Nederlands Wegencongres) was organized by a Organisation of Engineers (KIVI) and the A

In 1923 the department of Road Technology was created within Rijkswaterstaat to deal with technical and social issues of Road Construction. Department Head was G.J. van den Broek. He was trusted by all parties and could stipulate the new road plan, partly funded by the new Road Tax Law in 1926, drafted under Van den Broek’s suggestions. With the new tax, new road works could be funded.
Van den Broek’ s design principles were mobility and safety, still the two most important road design pillars.
3.4 State Road Plan 1927

In June 1927 the first State Road Plan was issued. It contained existing, improved and planned (new) roads. It was envisaged the 300 million Guilders plan would take 30 years to realize. The plan contained tables, legends and figure. The figures contained a network of main roads that would accommodate long distance travel (within the Netherlands mainly). The roads still connected the larger cities without by-passing them. Fully new planned roads were:
* Den Haag - Gouda - Utrecht
* Rotterdam - Gouda - Amsterdam
* Den Haag - Rotterdam
* Amsterdam - Utrecht
* Amsterdam - Leiden

It was basically the first new update (after more than a century) of the Napoleon Road Plan.
130 km/h ? Dan haalt de trein me nog steeds in ...

Pino
4x3 autosnelweg
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Lid geworden op: ma 28 feb 2005, 9:17
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Re: Autosnelwegen.nl

Bericht door Pino » wo 04 aug 2010, 10:24

Hierbij nog een paar toevoegingen / opmerkingen van mijn kant, waarbij ik de bewerking van Peter als basis heb genomen.
SPOILER: TOON

Hoofdstuk 1
1. The beginning of a state-owned road network

1.1 A turbulent start

Before 1795 there was no central government in the Netherlands. Each province was sovereign. As a consequence roads owned by the central government were non-existent. The end of the 18th century was a rather turbulent era. The golden age of the province of Holland had long gone and the country was invaded by the French in 1795. At first most Dutchmen had a welcoming attitude towards the revolutionary French, and for this reason the Netherlands did not become a part of France (like Belgium did), but it became the Batavian Republic. In 1798 the Unitarian fraction managed to create a state with a strong central government. National agencies were created to pursue objectives of national importance. One of those agencies was the "bureau of Waterstate", which had to arrange the national water management in the Batavian Republic (and its successor the Batavian Kingdom). Quite a start for the agency that would grow into the most important Dutch governing agency on civil infrastructure - especially when one considers that the agency had been re-organised 6 times by the French before the occupation ended in 1813.

The priority activity of the Waterstate was of course water management. When the Netherlands eventually became part of the French empire, the Waterstate came under direct supervision of the French Service des Ponts et Chausées (bridges and roads), the French organisation of engineers responsible for the infrastructure of the empire, including the state-owned roads called Routes Imperiales (imperial roads). However, there was nothing like a state-owned road network in the Netherlands. The network consisted of 450 dirt roads with miserable road surface. The network was completely incoherent.

Against this background plans for the creation of a high standard national road network were presented as early as 1810. In 1811 Napoleon ordered this network to become part of the French imperial road network. French engineers were in charge of road construction and improvement of the state roads of the 1st and 2nd class. These were roads of vital importance to the empire, such as the roads from Paris to Amsterdam (Zundert-Breda-Utrecht-Amsterdam). The “lethally” straight Amsterdamsestraatweg connecting Utrecht en Maarssen is a relict of that era.

In 1795 only the following roads, which would become state-owned roads, had been paved:
* Utrecht - De Bilt
* Haarlem - Amsterdam
* Den Haag (The Hague) - Delft
* Vlissingen - Middelburg
* Arnhem - Nijmegen
* 's Hertogenbosch - Eindhoven

During the French occupation the next imperial roads were paved:
* Amsterdam - Utrecht - Breda - Zundert
* De Bilt - Amersfoort - Deventer
* Haarlem - Den Haag
* Delft - Rotterdam

1.2 The national route network in the Unified Kingdom of the Netherlands

In 1813 Napoleon was defeated. Having gained independence from France in 1813, it was decided that the Waterstaat-agency would continue to exist. It was named Rijkswaterstaat ("Rijk" means national government).

The French imperial roadplan was endorsed by the newly created kingdom, and King William I presented his plan for the nation’s "great roads" in 1814. The king's statement "No country in the world is rich enough to afford the wealth of poor roads" is well known. With this plan receiving royal support and the national civil works organisation Rijkswaterstaat being created, maintenance of national roads had definitely been embedded into the state model.

In 1821, a road classification was originated that remained in force for the remainder of the 19th century. Roads of 1st class were maintained by Rijkswaterstaat, 2nd class roads were controlled by the provinces. Under the supervision of Rijkswaterstaat, approximately 500 kilometers of national road got paved between 1825 and 1830 and between 1840 and 1850, so that the national road network had been paved almost in its entirety. No money was available for such upgrades between 1830 and 1840 as a result of military actions against the Belgian rebellion. Because of French and British support for Belgian independence, William I finally conceded the split of the Unified Kingdom in 1839. It is uncertain how the plans for a new national road network attributed to the integration of the northern and southern parts of the Unified Kingdom. In fact, the 1839 road network in the Netherlands was one without east-west-arteries south of the River Meuse, as is evidenced by the map below.

The 1821 network subsequently remained unchanged for decades, although some 2nd class east-west arteries below the River Meuse were upgraded to 1st class roads. The development of road traffic did not help to change things. After all, rail roads appeared to form the future of land transport.

Map: National road network of 1813, within the Northern Netherlands state borders

2. Rise of the railways, standstill for the road network

2.1 The year 1839

20 September 1839 was the date of the grand opening of the first railway in the Netherlands, which ran between Amsterdam and Haarlem. It was the beginning of a new era in transport, even though the construction of new railways was at a very slow pace at first. Only a few lines were built in the 1840s and 1850s. The vast waterway network was apt for transporting goods, so that the development of a rail network was a slow process, but steady it was.

Following Belgium’s independence, the national road network was altered slightly to cover the changes in transport lines. The Breda-Tilburg road, for instance, was upgraded to become a 1st class road. Furthermore, the quality of the road network improved, because concessions were granted over a lot of roads. This allowed provinces and municipalities to levy toll on those roads. The proceeds could be used to repay loans and interest attracted in order to upgrade roads. After the repayment of such a loan, ownership of the roads returned to Rijkswaterstaat. Pending such a concession, however, the maintenance of the conceded roads remained the responsibility of the central government.

2.2 The state starts building railways itself

The development of a railway network was rather sluggish during the 1840s and 1850s. The slow development during those days did not affect upgrades of the road network. In other countries, however, railways flourished and their network was growing. This was particularly the case in Belgium. Calls upon the state to construct railways became louder and louder. An act providing for state involvement in railway construction was enacted in 1861. Railways were now constructed by the state, and concessions for services on the new state lines were to be obtained from the government. A government-owned railway service company was even founded to serve the non-profitable sections of railway.

From that moment onwards, railway construction went fast. Rijkswaterstaat was involved in this railway boom, as it designed the major bridges to cross the country's many wide rivers. It also developed five standard types of railway station buildings. Within years, the Netherlands had a dense network of railways and tramways. Even barges, which had formed an old and reliable system for transportation on canals, were now unable to remain competitive.

2.3 The road network towards the end of the 19th century

Railways had developed so rapidly now that the share of normal roads in transportation of passengers and goods had decreased to a local role only. This even applied to transport on national roads. Railways and ships were lord and master in transportation. Some national roads were even narrowed in order to save maintenance costs. This is the least colourful period of the Dutch national road network. There was absolutely no need for new plans. Maintenance was all that happened during those days.

Despite massive railway development and decreasing importance of the road system, the Dutch road network had not been neglected at the brink of the 20th century. The total road network consisted of approximately 8500 kilometers, of which a vast 6000 kilometers had been paved. Nearly all of those paved roads had been in that state since 1810. The percentage of paved roads was relatively high, even when compared to international standards. The road network lacked one important thing, however, namely bridges over the many wide rivers, something which had already been achieved in the rail network.

The train was steadily in the saddle when the combustion engine was invented. This invention would trigger many changes from the 1890s onwards. The introduction of the car was eminent, and the car would demand its place in society. Its impact remained small until World War I, because cars were affordable to the very rich and wealthy only. It was widely agreed, however, that cars would bring a new revolution of transportation. The sole disagreement was about the pace of such changes.

3. Rise of the motorcar, 1890-1927

3.1 The vision of Cornelis Lely

The first motorcar was imported into the Netherlands in 1896. At first most people were highly impressed, but that feeling subsided in the first five years of the 20th century. Resistance grew, not in the first place as a result of a number of very awful car accidents. In the countryside in particular, cars and their drivers suffered from attacks by farmers. This new car inflicted a lot of discussion, and not everyone foresaw a bright future for motoring.

In this era there was one visionary person who did. This was Cornelis Lely, the secretary who started his push for a bill providing for cars taking an important role in long-distance travel as early as February 1899. This proposal came only three years after the introduction of the first car in the Netherlands. When one considers that no more than 1500 cars were registered in 1907 and that the drivers were mostly part of the wealthy upper-class elite, it was quite a remarkable proposal.

Just before Christmas 1906, on 19 December, Parliament debated the future of motoring in the Netherlands. At first the discussion went against motoring, until Cornelis Lely MP (the former secretary mentioned above) took the floor. He said that he wanted to share "a few words". However, it became a passionate argument in which he drew his vision on the car evolving from a niche product for the happy few into a mass product. It would become a convenient, adequate form of transportation that needed new arteries on which the different road users would be separated and where free flow of traffic would not be hampered. In Lely's vision, motoring would have important consequences for the spatial development of cities as well as the countryside. He urged the government to present a plan for a national network of main roads, suitable for motoring and "by which the provincial capitals could be connected by roads allowing speeds of 60 to 80 and perhaps more kilometres per hour" (40-60 mph). Remember that these words were said in 1906. While Lely’s words did not have a direct effect on government policies of the time, they did have the consequence that motoring was taken seriously from that moment onwards.

Lely was a civil engineer with great vision. He is also the person who proposed reclaiming land in the IJsselmeer (at that moment still Zuiderzee or South Sea). In acknowledgement to him, the capital city of the youngest province of the Netherlands, Flevoland, bears his name: Lelystad (=Lelycity).

3.2 Motoring usage exceeds all expectations

Lely did not forecast traffic volumes. He just expressed his vision in 1906. In this vision he mentioned the idea of special access-controlled motorways (without knowing or mentioning the term itself). That was quite revolutionary at the time. He would at that moment not have apprehended to what extent his vision would materialise.

-
At first it seemed that Lely had been barking up the wrong tree. Parliament decided to reduce the maximum speed limit within city limits to 10 km/h in 1908. In the same year, young engineer L.R. Wentholt was commissioned the task to investigate the usage of the roads owned by the State. His report concluded that there still was hardly any motorised transport.
In Chapter 5 we will re-encounter Mr. Wentwolt as director of Rijkswaterstaat.

The government started to realise slowly that State road were being used more frequently. Roads in the west were often situated on river (or canal) dikes and therefore narrow. These were the first where traffic levels started to form a problem. The speed limit may have been as low as 10 km/h and 15 km/h within and outside city limits respectively, but few people adhered to it.

Other regulations, such as the right of way, were very scarce at the time. Drivers were not even formally obliged to use the right-hand side of the road (although a rule to that effect might have existed under the Napoleontic Codes). Many accidents occurred as a result. Driving on the right was made mandatory in 1906.

In 1894 the ANWB (the national cyclists federation), began to place road signs. Road signs had been placed on the basis of local initiatives beforehand, if there were any. It turned out that those first wooden road signs were very useful in order to fuel stoves in the first fierce winter after the signs had been placed. Having become streetwise, the ANWB placed the 1000th iron road sign in 1904. Each of these were signs placed at actual intersections of roads. Placing advanced directional signs was not needed given the low speeds on the road.

The number of cars remained low until World War I. Although the number nearly tripled between 1909 and 1913 (when the number hit 4000), the ownership was still well below 1 in every 1000 Dutchmen, hence the car had remained an elite gadget.

On 28 July 1915, Mr. Lely (now a Minister) introduced a bill to improve road standards. The tide had turned as a result of World War I. The Netherlands were formally neutral, but the decline in trade and shipping led to economic recession. A fuel shortage even triggered a temporary ban on private car trips. The bill was never discussed in Parliament and was eventually withdrawn (by Lely’s successor König).

Plan proposed by Lely for the State Road Improvement Plan 1915

In 1915 Lely instigated a Road Committee, which was an advisory board on Road Infrastructure. The committee basically laid the foundation for the National Road Plan of 1927 (see section 3.4).

Between the two world wars, ownership of cars multiplied by six. Cars had became affordable for the higher middle class, for shop owners and farmers (the latter two used the car for transport purposes), and in 1924 there were nearly 31,000 cars. The T-Ford standardisation attributed largely to the trend towards cheap and reliable cars. .

3.3 The Road Issue

In the 1930s, roads got busier and busier as a result of the increasing number of cars and cyclists (the latter presumably resulting from industrialisation). Narrow roads (usually below 3m), telegraph polls, trees, tram tracks, ferries, toll houses and a lack of connections all impeded fast travel. Besides, the (brick) roads were frequently damaged by heavy motorcars and lorries. Something needed to be done…

The urge for road works was acknowledged in the early 1920s, but funding was a problem.

In 1920 the first conference on Roads (Nederlands Wegencongres) was organized by a Organisation of Engineers (KIVI) and the ANWB.

In 1923 the Department of Road Technology was created within Rijkswaterstaat in order to deal with the technical and social issues that came with road construction. The Head of the Department was G.J. van den Broek. He was a man trusted by all parties and could stipulate a new road plan. The construction was partly funded by the Road Taxation Act, newly introduced 1926, drafted on the basis of Van den Broek’s suggestions. The new tax generated necessary funding for works on new roads.

Van den Broek designed on the basis of the principles of mobility and safety. These two principles still form the two most important pillars of road design.

3.4 State Road Plan 1927

In June 1927, the first State Road Plan was issued. It contained existing roads, roads to be improved and new roads to be constructed. It was envisaged that this 300 million Guilders plan would take 30 years to realise. The plan contained tables, legends and figures. The figures contained a network of main roads that would accommodate long distance travel (within the Netherlands mainly). The roads still connected the larger cities without by-passing them. Fully new roads planned were:
* Den Haag - Gouda - Utrecht
* Rotterdam - Gouda - Amsterdam
* Den Haag - Rotterdam
* Amsterdam - Utrecht
* Amsterdam - Leiden

Basically, this plan was the first new update (after more than a century) of Napoleon’s Road Plan.
Laatst gewijzigd door Pino op wo 04 aug 2010, 15:18, 3 keer totaal gewijzigd.

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Wouter N14
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Re: Autosnelwegen.nl

Bericht door Wouter N14 » wo 04 aug 2010, 11:19

Pino schreef: At first most Dutchmen were quite happy with the revolutionary French, and for this reason the Netherlands did not become a part of France (like Belgium did), but it became the Batavian Republic.
Bedoel je niet dat dat ze 'not quite happy' waren?
Het mooiste overkomt je, het minste is bedacht. Freek de Jonge