Amsterdam Just Keeps Getting Awesome

I hate to be the one to tell ya but,  there are too many cars in your city. 

It doesn’t matter where you live, there  is space near you that could be used for 

Pedestrian areas, Public transit, 

Bicycle lanes, Parks, 

Or new housing projects. But instead, it’s being  

used to move or store cars. Which is why every city everywhere 

needs a document like this. This  is Agenda Amsterdam Autoluw,  

a 90 page document describing how and why  Amsterdam will remove cars. With a goal of  

becoming a more accessible and liveable city. This document was published in October 2019, 

the same month I published my first  video essay on Not Just Bikes. 

I read this document as soon as it was released  and in many ways it helped set the tone and  

direction for this YouTube channel. Here was a document that clearly  

illustrated all of the good urban planning  fundamentals I had been learning about, 

And all of the challenges  of building a liveable city, 

With blunt declarations of what they  were actually going to do about it. 

I referenced this document at  the end of my fourth video. 

[there are a lot of] [very interesting elements] 

[of this plan but] [I’ll talk about that] 

[in more detail in] [a future video] 

So yeah, I do what I say I’m going to do …  even if it takes me seven years to do it. 

Of course, the real reason why I waited  this long was because plans are cheap,  

and I wanted to see if any  of this actually happened. 

In my videos I generally avoid talking about  the plans that a city has for the future. 

I may briefly mention a plan at the  end to acknowledge its existence, but 

the overwhelming emphasis in all of my videos is  what the experience is like today, not what it  

might maybe become some time in the future. And the reason for this is simple. 

I was involved in advocacy for many, many years  before starting this YouTube channel, and I’ve  

been burned way too many times in the past. I used to refer to Toronto as “OnlyPlans”  

because they were always publishing grandiose  plans for urbanisation and public transit,  

but almost none of it actually got built. So, now that this Amsterdam document has  

been published for a while. Did the city actually  follow through on any of these amazing proposals? 

Well yeah, they actually built  a lot of what said they would. 

So let’s talk about Amsterdam Autoluw, why it's needed, 

what actually got built, And what other cities might learn from this plan  

to make Amsterdam a better place to live. [NJB Intro] 

OK, so before we get started.  What does “autoluw” even mean? 

Well “auto” obviously means car, and  as for “luw”, it literally means, 

“sheltered from the wind.” 

This is a Dutch urban planning term that  doesn’t really have a good English translation. 

Now, before you start typing. Every time I mention  this I get literally hundreds of comments from  

Dutch people with incredibly awkward translations  for autoluw. Trust me, all of these are terrible. 

English does have the term lee, as in leeward,  which means the same thing as the Dutch luw,  

but trust me, no native English speaker  wants to talk about Carly streets. 

Some English speakers  translate autoluw as “low-car” 

or “car-lite”, which are closer,  

but I don’t think they quite get the point across. And translation apps are useless because  

they usually just translate it to  “car-free”. Which is definitely wrong. 

So I personally use the translation proposed  by David Hembrow in this 2013 blog post.  

Autoluw translates to “nearly car-free”. This is slightly awkward, but it immediately  

gets the point across to native English speakers. Places that are autoluw are not completely free  

of cars, but there are so few cars that,  in practice, they are nearly car-free. 

Amsterdam is trying to make  its existing streets autoluw,  

but if you want to see what it looks like when  a town is designed to be autoluw from the start, 

I made a video about the town of Houten, and I’ll  leave a link to that video in the description. 

But you might be asking, if this plan  is ultimately about making Amsterdam  

more liveable and accessible, why  is it so focused on removing cars? 

Well, the title of the document provides a hint  here, “Amsterdam makes room”, or “makes space”  

is maybe a better translation. And this makes sense because  

it doesn’t matter if those cars are driving, parked, autonomous, or flying,  

at the end of the day, cars take up significantly  more space than any other form of transportation. 

Urban planners refer to this as the “geometry  problem” because it’s so fundamental. 

And the document has a graphic showing how much  space cars take up compared to other modes,  

when they're moving and parked. 

Since cities are inherently space-limited,  they need to do everything they can to conserve  

the space that they have, which necessarily  involves removing as many cars as possible. 

Of course, while space is the primary concern,  there are many other problems caused by  

cars that are outlined in this document  including safety, pollution, and noise, 

and I’ve talked about those problems  and many others in a previous video. 

I remember when I first got involved  in urbanist advocacy in Canada,  

I didn’t want to focus on the cars. Cars were inevitable, I thought, so it seemed  

like a waste of time to talk about them. Instead I wanted to improve the city  

around the cars, or maybe, in spite of them. But with cars taking up all the space, it became  

very clear that it was impossible to make any  serious improvements without affecting the cars. 

What’s worse is that, as I travelled  to more great cities around the world, 

I started to notice that the best urban  places were always those with the fewest cars. 

And this was the case in literally every  city in every country I ever visited, 

which is why I started to refer to it as  

the “Universal Law of Cities."  It seems trite, but it’s true.  

Cars ruin cities. So you cannot have a truly  great city if it is easily accessible to cars. 

In fact, I would go further to say that,  any growing city that doesn’t have a plan  

to make it less friendly to cars will not be  a liveable city within the next few decades. 

Of course, if you live somewhere car-centric,  this is a difficult concept to understand,  

and it has actually been a legitimate problem that  I’ve had with this YouTube and Nebula channel. 

The vast majority of my  audience is from Europe or Asia, 

and I strongly believe that the “next step”  that needs to be taken in European and Asian  

cities is to remove cars as much as possible. Which is why in previous videos I have highlighted  

some of the places around the world that are  removing cars to build better urban places. 

And this is a perfectly  reasonable thing to propose. 

For example, even in car-friendly Germany,  most towns and cities have some streets that  

are nearly or completely car-free. But cities in the US and Canada are  

so far behind in urban planning, and have destroyed so much of their  

downtowns for automobile infrastructure, that banning cars seems like an extremist  

position, and some American advocates  get upset that I even suggest it. 

Which is why I often direct Americans to Strong  Towns because they propose solutions that,  

while they won’t exactly build  the world's greatest cities, 

they are at least a big step in the  right direction, and most importantly, 

they are much more likely to  actually get implemented in the US. 

In Amsterdam, this autoluwe plan is  ambitious, but it’s not particularly radical. 

It’s really just the logical continuation of what  the people of Amsterdam have wanted for decades. 

For example, the majority of Amsterdam residents  voted to make the city centre autoluw in 1992. 

Which is why it looks like this today. 

instead of like this, the way  it looked in the 70s, and 80s. 

These images may be shocking, but the  document addresses this directly. Just as  

it seems absolutely crazy to us that Amsterdam  used to allow so many cars in the city centre,  

it is very likely that, after  these new plans are implemented, 

it will seem equally crazy to  future residents that we allowed so  

many cars in the rest of the city today. Whenever there is a plan to remove cars,  

there are always people who are up in arms  about it, but after the cars are removed, 

you will struggle to find anybody  who wants to bring them back. 

Thankfully, residents of Amsterdam have seen  these positive changes over the past few decades,  

and there is very strong support for these plans. The city has run many public consultations  

and the majority of residents have been very  clear that they want fewer cars in the city. 

Car ownership in Amsterdam  has been declining for years,  

and there are now only 0.4 cars per household,  the lowest of any city in the Netherlands. 

And on top of that, surveys have shown that about  

30% of households that do own a  car use it once per week or less. 

In 2017, the number of Amsterdam residents  who travelled primarily by bicycle was 35%,  

compared to 19% by car. And that was  already 8% lower than a decade before.  

Given that these stats are nine years old now,  I expect those numbers to be even smaller today. 

So the use of cars has been drastically dropping,  yet there is still a massive amount of public  

space taken up by automobiles,  because of the geometry problem. 

Meanwhile Amsterdam is growing quickly, and they  expect to have over one million residents by 2032.  

The number of people commuting into the  city each day is increasing, and there are  

more tourists visiting each year, too. The hard fact is that Amsterdam will  

not be a liveable city if most of  these new people get around by car. 

There are a lot of topics covered in this  document, including how Amsterdam will manage  

all of the needs of the city, while also using as few motor  

vehicles as possible. But for this video,  

I want to focus primarily on street design and  the projects that have actually been completed. 

As well as some of the things that were  built in the space freed up by removing cars. 

For some of these reconstruction projects  I had heard about them in advance, 

But there were other times where I was  traveling somewhere else in the city, 

and just stumbled across some great new  improvements that I didn’t know about. 

This has resulted in something  that I never would have expected:  

I actually look forward to construction projects. I remember, when living in Toronto, that I dreaded  

it any time a street was being torn  up, because I knew that it was going  

to be years of difficult travel through  that area, and when they were finished 

there would be giant asphalt  blobs making the sidewalks uneven, 

or they would just forget to re-paint the bike  lanes for six months, it was always something.  

The city made it very clear that if you weren’t  travelling by car, then you were not a priority,  

and construction often made things  worse for anybody who didn’t drive. 

Meanwhile, there have been dozens  of street reconstruction projects  

since I moved to Amsterdam 8 years ago. And yeah, they’re inconvenient sometimes. 

Though I’m consistently impressed at how  well detours are marked for cyclists. 

And it’s amazing to see that, even during major  reconstruction, keeping the trams running is  

always a top priority. But more importantly,  

every single time a street in Amsterdam is  re-designed, the end result is always better. 

A good example of this is the  redesign of Kinkerstraat in 2022. 

This part of the street was made one-way  for cars in the 1990s, but it was still  

a busy street with lots of parking. In the redesign the one-way configuration  

for cars was maintained, but all  of the parking spaces were removed. 

As you can imagine, this freed up a lot of space. Which was used to widen the sidewalks, 

Install new bicycle parking, And plant a lot more trees. 

The tram platforms were improved as well. There are many tram stops in Amsterdam that  

have very narrow platforms. Which can  get crowded and make them difficult to  

use for people in wheelchairs. But when parking is removed,  

there’s lots of spaces for wider platforms, which  makes these tram stops much more accessible. 

The tram platform is in the middle of the  street and the bicycle lane curves around it. 

And speed humps were installed in the bike  lanes to slow down any bicycles or mopeds  

before they reach the pedestrian crossing,  making it safer to get to the tram stop. 

There are no more parking spaces on this street,  but there are temporary loading zones for shops. 

And instead of being at street  level, they are at sidewalk level,  

which is becoming common in Amsterdam. This means that when there is not  

a vehicle unloading here, then the  sidewalk effectively becomes bigger. 

The redesign of Kinkerstraat also  shows a surprising design choice  

that is becoming more common in Amsterdam:  the protected bicycle lanes were removed. 

This might seem like a giant step backwards,  but it makes sense in this context. 

Protected bicycle lanes are great, and they’re  necessary on roads with a lot of car traffic. 

But cycling has become so popular in Amsterdam  that many bicycle lanes have become overcrowded,  

which was definitely the case on Kinkerstraat. So in the redesign, car drivers share the lane  

with trams, which means that there  is much more space for cyclists. 

And what was previously the bicycle lane was used  for all of the other things needed on the street,  

like the bicycle parking and trees I mentioned. Which in turn freed up space for wider sidewalks. 

Of course, removing the protected  bicycle lanes on this street was  

only possible because there are so few cars. And that was only possible because the city  

has been de-prioritising car travel for  so many years, plus with parking removed,  

there are even fewer reasons to drive on  this street, reducing car volumes even more.  

And I think that this is an underappreciated  benefit of autlouwe streets. 

Dedicated public transit lanes take up  a lot of space, but they’re necessary so  

that trams and buses don’t get stuck behind cars. But without the cars, they’re not needed anymore. 

Protected bicycle lanes take up  space, but they’re necessary to  

keep people cycling from being killed by cars. But without the cars, they're not needed anymore.  

But this kind of design only works  if you remove the cars first. 

This is what Kinkerstraat looked like in  the 70s and 80s. This was also a shared  

space for all modes of travel, but it was  a complete mess. Cycling was dangerous,  

public transit was slow and inefficient,  and the street was loud, polluted, and ugly. 

All that was really needed to get to  this, was to remove most of the cars. 

As for car parking, there was already this  parking garage under De Hallen nearby that was  

almost always empty, so anybody who really wants  to drive to Kinkerstraat can park there instead. 

Removing street parking is a common  theme throughout this document. 

It has a statistic that in 2019, 11% of all public  space in Amsterdam was taken up by parked cars. 

What’s worse is that several studies  have shown that in a typical city,  

about a third of all car traffic is just drivers  cruising around looking for street parking. 

And in some cities it’s  significantly higher than that. 

The existence of parking generates more  car traffic as well, which makes sense,  

because people are much more likely to drive  to a place if they think they can park there. 

In most Japanese cities, there is  almost no street parking at all, 

which is one of the reasons why  Japanese streets are functional,  

efficient, and have very few cars on them. And I’ve talked about that in a previous video. 

The goal of every city should be to  remove almost all on-street parking,  

which is why one of the stated  goals of the Amsterdam government  

was to remove 10 thousand on-street  parking spaces by the end of 2025. 

I have a previous video that talks  about why and how that was happening,  

and I’ll put a link to it in the description, But that video was published in 2022, so the  

question remains, did the city actually remove  10 thousand parking spaces like they promised to? 

Yes they did. Whenever there  was construction on any street,  

the redesign included little or no parking. Apart from a handful of temporary loading zones, 

And the occasional disabled parking spot. There are many canal walls in  

Amsterdam which are in need of repair. The city has plans to renew them all, but  

one way to slow the damage and to buy more time  is to keep heavy things like cars off of them. 

so removing car parking here  was a very easy decision. 

A similar thing is happening with bridges,  where any that are in poor condition are  

blocked off to cars to significantly extend  their lifespans before a renovation is needed. 

One of the redesigns I really liked was here  in the city centre, on Nieuwezijds Voorburgwal. 

Once parking was removed there was lots of space  to work with, so the city built this urban park,  

which brought some much-needed greenery here. And I love the way they made the tram go through  

the parklette on grassy tram tracks. Removing car parking has made this  

area feel so much more spacious and  it's safer for cycling now, too. 

The removal of street parking spaces in  Amsterdam has been very, very noticeable, 

and it's now the norm that every  time there’s construction there  

are little or no parking spaces afterwards. It’s amazing to see how much bigger a narrow  

street feels whenever the car parking is removed. And how many great things can be built in the  

places formerly reserved for  storing giant metal boxes. 

So I was very happy to see that the new government  published their coalition agreement last month,  

and in it they plan to remove another  10 thousand parking spaces by 2030. 

Amsterdam also increased  the cost of visitor parking,  

especially in neighbourhoods near the city centre. 

Visitor parking within the ring road now  costs between about €4 and €8 per hour. 

The price of visitor parking in Amsterdam is  specifically designed to make it less attractive  

to drive into the busiest areas of the city. Statistics showed that in 2017, 46% of visitors  

to Amsterdam arrived by car, which  was 10% less than a decade earlier.  

Meanwhile 40% of visitors travelled by public  transit, up from 36% in the same time period. 

In an effort to accelerate that trend, Amsterdam  is expanding Park-and-Ride. Amsterdam now has 9  

Park-and-Ride garages surrounding the city,  where drivers from out-of-town can park  

at a discounted rate if they continue their  journey to the city centre by public transit. 

Or they can park at one of the  many train stations in the region  

and continue on into Amsterdam by train. Park-and-Ride used to be one flat price,  

but that has changed recently to better  reflect demand, because some garages were  

always full and others were nearly empty. But they're designed in such a way that  

it will be not only cheaper to  park in a Park-and-Ride garage, 

it will also be faster to take public transit,  rather than trying to drive in the city. 

I think one of the biggest cultural  changes that needs to happen in the  

21st-century is that people should not expect  to be able to drive into the centre of cities. 

Apart from very, very exceptional cases where they  genuinely need a car for that particular trip. 

Whenever a driver complains about it being  too difficult to drive into the city,  

the first response should always be, why are you  trying to drive into the city in the first place?  

It should be considered a stupid thing to do. One place that really shouldn’t have a lot of  

car traffic is the train station, so I’m really  happy that they significantly improved this area  

directly in front of Amsterdam Centraal. The street in front of the station used  

to have a large road, a bus station, and  some of the worst air quality in the city. 

But the new design prioritises public transit and  blocks cars from going through, and now there’s  

so much less car traffic in this area. And now that the road is narrower,  

it freed up space for this two-way  bicycle path which is really nice. 

Anybody driving through here can  take the road under the station, 

instead of driving right across the front  of it, where hundreds of train travellers  

and tourists are always trying to cross. There used to be so much asphalt here,  

but they removed most of it and  actually made the water larger. 

And put this amazing bicycle  parking garage under there it too, 

which I talked about in a previous video. 

A short distance to the East is this intersection  where the bike path becomes comically large,  

but this is genuinely a great improvement, because there's a new ferry dock here,  

and whenever a ferry arrives, a whole  lot of people arrive on bicycles at once. 

So this intersection has been rebuilt so that  lots of people can safely cycle through here. 

These wider bicycle paths are  being built all over the city,  

like at this intersection, that was improved as part of the renovation of Berlagebrug  

that I talked about in an earlier video. Upgrades for cycling are another major theme in  

this document, and one of the projects it mentions  is building a continuous “bicycle ring” around the  

city centre, as the preferred route for cyclists. This part of ring was already under construction  

when the document was written, and  it’s a much nicer place to cycle now, 

than one street to the South, which  is the primary route for cars. 

But this cycling ring was incomplete in  the West, so the newest improvement is  

this part of Marnixstraat, which in 2025  had an upgrade similar to Kinkerstraat. 

The street was made one-way for cars  along this stretch and 61 on-street  

parking spaces were removed in the process. I like how they blocked off the southbound  

lane by installing this little grassy  area that the trams can ride over. 

But motor vehicles can’t go  through, and need to turn right. 

There is now so much less car traffic  here which makes it much a better  

route for cycling than before. The Amsterdam Autoluw document  

also talks about building a second  bicycle ring slightly farther out,  

but they acknowledge that before that can happen, the amount of car traffic along this route would  

need to be significantly reduced, and there  are a few ways suggested on how to do that. 

These streets could become alternating one-way  streets, like Kinkerstraat or Marnixstraat,  

but another solution is to completely block  part of the street to eliminate through traffic. 

Through traffic is car traffic that is  not going to or from a neighbourhood,  

but is just passing through. This is the absolute worst kind  

of automobile traffic, because it brings all  of the negative effects of cars with literally  

zero benefit to the neighbourhoods  that those cars are passing through. 

Amsterdam has blocked through traffic on several  streets using what they call a “knip”, that is,  

putting some kind of barrier in place  to block car traffic completely. 

In English the urban planning  term for this is a “modal filter” 

because it filters out certain modes of  transportation, usually motor vehicles,  

while letting other modes of travel  through, such as people who are walking,  

cycling, or taking public transit. Many cities do this of course,  

and it’s not exactly a new concept. These stones were installed in  

Pompeii two thousand years ago to keep  cart traffic out of the main square. 

The big difference in Amsterdam is how  often streets are cut off like this,  

and how modal filters are not just  reserved for smaller neighbourhood streets,  

like they are in most other cities. The Amsterdam Autoluw document specifically  

mentions this street, Van Woustraat, as  a street that would benefit from a knip. 

I always hated coming to this street, and 5  years ago I filmed this footage for a video  

I called “The Most Dangerous Places to  Cycle in Amsterdam.” It was pretty bad. 

But this is what that exact same place looks  like now, after the street was redesigned 

and a modal filter was installed  at the North end of the street. 

Motor vehicles can still access this street  from the South, so local residents can drive  

here and the shops can get deliveries. But this place went from being a  

car-infested mess that I actively avoided, To a safe, quiet, and inviting street,  

And it was almost entirely because  most car parking was removed, 

And a knip was installed at the end of the street. When I see a street like this that has improved  

so much, and yet the only thing that caused that  improvement was removing cars, I hope that you  

can start to appreciate why so many of my  videos focus on the problems of cars in cities. 

Because urban places always improve –  significantly – whenever cars are removed. 

Which is why Amsterdam has installed and  plans to install many more modal filters  

across the city as a way of controlling car  traffic. But in the Amsterdam Autoluw plan,  

the city wanted to push the boundaries, to  see how far they could take this approach, 

so they included a pilot project to see what  would happen if they cut this road, here. 

This is Weesperstraat, and it’s one  of the busiest roads in the city.  

This street has a complicated history that involved destroying a lot of people’s houses. 

Now it carries about 27 thousand vehicles per day,  

and funnels far too much traffic  into the centre of Amsterdam 

I have a previous video about the Weesperstraat  knip that I'll link to in the description,  

but this was only a six-week pilot  project. So what were the results? 

Well, for one, there were a  lot fewer cars in the city. 

License plate data showed that traffic volumes  decreased by 18% in and around the pilot area,  

and the number of cars in the  city centre dropped by 8%. 

You might think that when a knip is installed,  it would just mean that every other street  

would get busier, but that is not always the case. When driving becomes more difficult or expensive,  

what actually happens is that some  people get around in other ways. 

This is known as “traffic  evaporation”, and you can think  

of it as the opposite of “induced demand.” Of course, fewer cars along Weesperstraat  

resulted in less noise and pollution. Nitrogen dioxide emissions decreased by  

14 percent and noise decreased by 5 decibels. The people living directly along Weesperstraat  

really liked the knip, with 75 percent  of residents reporting that they were  

“very satisfied” with the pilot. Residents spent more time outdoors,  

spent more time on the street itself, and  had more conversations with their neighbours. 

People said that they could finally  sleep with their windows open because  

there wasn’t a constant roar of car traffic.  Unfortunately the results weren’t all positive. 

While there was a significant decrease in overall  car traffic, the remaining drivers re-routed to  

the highway much less often than expected, and  so their cars ended up on neighbouring streets. 

So while three-quarters of  residents along Weesperstraat  

reported being “very satisfied” with the project. On streets that had an increase in car traffic,  

74% said that they were "dissatisfied" with it. This is a very clear example of something I’ve  

talked about many times before:  nobody likes being around cars. 

So when residents of other streets  got to experience the traffic that  

the residents of Weepsertraat had been  living with for years, they hated it. 

It may be that, if the knip had been kept in  place longer, people would have had more time  

to change their travel habits and start using  the highway more often, but we will never know. 

Another problem was that emergency vehicle  response times were slightly longer,  

but personally, I don’t think that datapoint  is very useful, because I predicted it would  

happen in my previous video. The only reason  emergency vehicles were slowed down by the  

knip was because they needed to wait for this  gate to go up so that they could go through.  

But the only reason this gate was here was to  make sure that drivers actually obeyed the knip.  

If the modal filter was  enforced in a different way, 

such as with license plate cameras  that have been used on other streets, 

then a knip could have been installed here without  affecting emergency response times at all. In  

fact, response times likely would’ve been faster  because there was less car traffic in the way. 

But regardless, the decision of  the Amsterdam city council was that  

Weesperstrat was not yet ready for a knip. Instead, the city plans to reduce the  

speed limit from 50 kilometers per hour to 30  kilometers per hour and reduce the road to one  

lane in each direction in several places, In 2023, Amsterdam changed the default  

speed limit to 30 kilometers per hour for  almost every street and road in the city. 

And I made a previous video about that a  few years ago, link in the description. 

But some of the streets still need to be modified  so that the physical design better matches the  

new, lowered speed limit, which will take time. Weesperstraat will definitely require a redesign,  

which isn’t expected to  start until the end of 2026. 

But I will make a follow-up  video when that work is complete,  

to see if it solves some of the problems that  cars are causing for residents on this street. 

There are lots of other improvements across  the city that I'm skipping here, because  

there are genuinely too many to talk about. Like how almost all car parking was removed  

from the streets in this neighbourhood. But I talked about that in my recent video  

about Ferdinand Bolstraat, which has  also been nearly car-free since 2018. 

There are lots of cities in the world  that are building great urban places, 

And I've made videos about  many of them on this channel. 

But I have never experienced a  city that has improved so many  

streets in such a short period  of time as I have in Amsterdam. 

With the only exception being maybe Utrecht, About 20 minutes away by train, 

Which has also seen some seriously  impressive changes over the past few years. 

Bicycle Dutch has recently made a video about  that, so I'll leave a link in the description. 

While street design is a major theme throughout  the Amsterdam Autoluw document, there are many  

more topics discussed, including improvements to public transit, 

promoting the use of electric microcars  and light electric trucks for logistics, 

expanding the use of carshare services, 

how to build enough housing  for thousands of new residents, 

how to accommodate people  with physical disabilities, 

how to deal with taxis and  tour buses, and much more. 

What I appreciate most though, is how  this plan was actually taken seriously. 

This is not an aspirational document,  it’s a very clear plan on how to  

build a sustainable and liveable city. And they aren’t afraid to state the hard  

fact that most cities try to ignore: that building  a truly liveable city requires having fewer cars. 

And that means that in planning  and engineering departments,  

driving must be the lowest-priority  form of transportation. 

It’s going to be a difficult cultural  change, but it’s one that needs to happen,  

if we want our cities to be happy, healthy,  productive, accessible, sustainable, and safe. 

Of course, while installing a knip may  be a great way to keep cyclists safe,  

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Even if you don’t consider that a privacy  issue, there are lots of WiFi networks  

where they change the speed of your connection  based on which service you’re trying to access. 

So there have been so many times when  I was on some kind of public WiFi and  

it was significantly faster to load YouTube  through NordVPN, because the network couldn’t  

detect it was YouTube and slow it down. NordVPN also makes it easy to change the  

country you’re connecting through,  which can make a huge difference. 

Websites show different  languages depending on your IP, 

American sites block Europe completely because  they don’t want comply with EU privacy laws 

And I’ve even seen airlines that changed the  price based on which country they think you’re in. 

When I was planning my recent trip to Korea  I needed to use NordVPN, because the train  

booking sites would slow down connections from  outside of Korea whenever things get busy. 

I am surprised just how often I use NordVPN, and  since one account can be installed on up to 10  

devices, I’ve got it installed everywhere,  so it’s always there when I need it. 

If you’d like to try it yourself  then visit nordvpn.com/notjustbikes  

and get NordVPN at a discount, as well as 4  extra months when you sign up for a 2-year plan. 

And if for some reason you’re  not as happy with it as I am,  

then there’s a 30-day money back guarantee. 

Thanks for watching and thanks to  NordVPN for sponsoring this video.