The village of Vries is about 8 km North of Assen. It is a village of fewer than 5000 people. There is no secondary school in the village so most children of secondary school age in the village cycle each day to Assen to go to school.
The school which is the shortest distance from the centre of Vries is on the Groningerstraat in Assen, around 8.5 km (5.25 miles) South. Not all of the children attend this school, some of the others go a few km further into Assen and some ride in the opposite direction to Groningen, about 18 km North of Vries. Some children sometimes ride a bus, but there is no "school bus". The schools do not have drop off zones for parents to deliver children by car, and arriving at school by car is extremely rare. These children predominantly cycle to school, as is the case all across the Netherlands.
The cycle path provided for this route is of very high quality and encourages cycling. I covered this cycle path before. It also forms part of the route of my commute to Groningen.
Even though in this case the driving route and cycling route are the same, cyclists only go through two sets of traffic lights, while drivers go through four. The difference was explained in a previous post.
If you want to encourage a higher cycling rate where you live, this is the standard of provision to aim for. Not only do children cycle in greater numbers here than elsewhere, but the same is also true of the entire population. The degree of subjective safety on cycle paths like those shown in the video is the reason why cycling here is so appealing.
I work in a village 2.5 miles from home, and commute there along an A road. Some vehicles give you room others 'squeeze' past at 60mph despite any oncoming vehicles (trucks included)
The primary school in this village serves the children of my home village. No wonder the cycling rate is ZERO given the apalling road they would have to ride along.
There is ample room for a wide cycle path, but there is nothing. I have a mirror and it is the most used piece of kit on the bike.
People in Holland would shudder at having to cycle on 100kph roads with traffic, in the UK it is a necessity if you're a cycle commuter.
Most people from anywhere shudder when passed close at 100 kph.
I certainly had my fair share of frightening experiences when I lived and cycled in the UK, and of course this is precisely what stops the majority of British people from cycling.
That's the difference. Here you can always cycle without hassle. It's always enjoyable. It's never scary. It never feels dangerous. That's subjective safety.
And any hills on that route, or on the primary school routes? Some of us in our town are trying to figure out how to get more people (including kids) on bikes, but it's not clear exactly what it will take, or how much that will cost.
dr2chase: Secondary school is from age eleven / twelve onwards.
It's not actually completely flat, there's a lock on the canal along there part way, but there are no hills of any significance on this route. However, except in truly extreme places they're never the reason why people don't cycle. The cycling rate of mountainous Switzerland is much higher than that of any English speaking country, and that could never be true if hills were important.
The only thing that has worked anywhere in encouraging mass cycling is good quality cycling infrastructure. Quality of infrastructure is directly proportional to the cycling rate.
As the infrastructure gets better, so the cycling rate increases. We've seen this in this city over the last few years with several large cycling infrastructure projects resulting in a higher cycling rate.
Paul Simms.Ireland and UK it is much of a muchness very Similar,same attitude on the Road. We have different widths of Cycle Lanes some are decent enough of 5ft or just under 2 metre but a lot of them are only 2ft and there are hardly any dedicated Cycle Lanes in Dublin. Outside Dublin City on the Country Roads you are often Safer on the main Roads Cycling along the hard Shoulder but once you go on to the small Country Lanes you are in Danger of being Mown down by someone travelling at 60mph or 100kph. At Night it is even worse no Lights on Country Roads and Drivers breaking the Speed Limit as there are very few Police around. There is no provision for Children Cycling safely on the Roads on these Pathetic little Cycle Lanes.
Here in the USA we have some school boards that prohibit children to walk or ride into school! http://www.timesunion.com/AspStories/story.asp?storyID=847190&TextPage=1
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The next open study tour is in August 2013. Book a place in order to experience for yourself how policy and infrastructure in Assen and Groningen have led to the high cycling modal share in this area.:
The positive stuff Three types of safety - As well as preventing injuries and death, high quality cycling infrastructure addresses both subjective safety and social safety which are of vital importance in encouraging people to cycle. Dutch Safety Figures - Cyclists in the Netherlands are the safest in the world, but it has little if anything to do with "safety in numbers". Sustainable safety - the principles which have lead to Dutch roads, streets and cycle-paths being safe. A million per hour - The scale of cycling in the Netherlands is enormous. Dutch people make more cycle journeys each day than the entire English speaking world put together. Campaigning - a collection of posts about how to campaign for more cycling, including reference to "Stop the child murder", a successful campaign from the 1970s. What Works - examples of policy, infrastructure and campaigning which have made a different in the Netherlands. Superhighways - "Cycling superhighways" are not a new idea in the Netherlands Cycle Paths - Well designed cycle paths benefit all cyclists, regardless of experience or speed Segregation without cycle paths - you don't always need a cycle path to keep cyclists safe from motorists Unravelling of routes is vitally important History - how the Netherlands got to where it is now. See especially "Stop the child murder" Before and After - views of places before and after they have been transformed for cycling Directness - examples of prioritising cycling Traffic Lights - examples of how cyclists can be prioritised and kept safe at traffic light junctions. Note that it's almost always possible to turn right on a red light when cycling in the Netherlands. Roundabouts - roundabouts in the Netherlands have one very important feature to learn from: They keep cyclists away from motor vehicles. This is far more important than the differences in geometry vs. roundabouts in other countries. Exceptional infrastructure is always nice to see, but remember that a dense network of mundane routes is far more important to boost cycling modal share Gritting of cycle paths - dealing with snow and ice. Children - It may seem hackneyed, but children really are the future. If they can't cycle safely then where will future adult cyclists come from ? This is why children should be the primary focus of campaigners. Note also that according to UNICEF, Dutch children are the happiest in the world. School travel - Everyone knows that Dutch children cycle to school, but it's a surprise to many people that school trips are also usually by bike. Cycle Parking - including our favourite design of stand. Cycle Parking at railway stations, see in particular Groningen and Assen as each have multiple posts showing how the cycle parking has grown over time. Health effects of cycling Road Works - It's important that cyclists are thought of when there are road works. If the environment becomes hostile for cyclists then they may stop cycling and never start again. Commuting - Commuting cyclists are interesting, but they're not the only people who should ride bikes. Anatomy of a reliable everyday bicycle - the common features of bikes used by nearly every person every day in the Netherlands. Speed - Some people have the idea that Dutch cyclists are slow. This isn't true. It is just that in the Netherlands, everyone cycles, including the slow people. Fast cyclists are as fast as anywhere. These posts show people who ride faster than average, using the same infrastructure as those who ride slower.
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A cyclist in a cycling family living in the capital of the cycling province of the world's greatest cycling country.
I was born in the UK, lived for over 8 years in New Zealand and have lived in the Netherlands since 2007.
I organise cycling infrastructure study tours, run an online bicycle shop, arrange cycling holidays and write a popular blog about cycling.
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8 comments:
I work in a village 2.5 miles from home, and commute there along an A road. Some vehicles give you room others 'squeeze' past at 60mph despite any oncoming vehicles (trucks included)
The primary school in this village serves the children of my home village. No wonder the cycling rate is ZERO given the apalling road they would have to ride along.
There is ample room for a wide cycle path, but there is nothing. I have a mirror and it is the most used piece of kit on the bike.
People in Holland would shudder at having to cycle on 100kph roads with traffic, in the UK it is a necessity if you're a cycle commuter.
Most people from anywhere shudder when passed close at 100 kph.
I certainly had my fair share of frightening experiences when I lived and cycled in the UK, and of course this is precisely what stops the majority of British people from cycling.
That's the difference. Here you can always cycle without hassle. It's always enjoyable. It's never scary. It never feels dangerous. That's subjective safety.
How old is "secondary" school?
And any hills on that route, or on the primary school routes? Some of us in our town are trying to figure out how to get more people (including kids) on bikes, but it's not clear exactly what it will take, or how much that will cost.
Corporate 'man' has a strong hold over the car-driving Brit, and he won't let go without a struggle.
dr2chase: Secondary school is from age eleven / twelve onwards.
It's not actually completely flat, there's a lock on the canal along there part way, but there are no hills of any significance on this route. However, except in truly extreme places they're never the reason why people don't cycle. The cycling rate of mountainous Switzerland is much higher than that of any English speaking country, and that could never be true if hills were important.
The only thing that has worked anywhere in encouraging mass cycling is good quality cycling infrastructure. Quality of infrastructure is directly proportional to the cycling rate.
As the infrastructure gets better, so the cycling rate increases. We've seen this in this city over the last few years with several large cycling infrastructure projects resulting in a higher cycling rate.
Paul Simms.Ireland and UK it is much of a muchness very Similar,same attitude on the Road. We have different widths of Cycle Lanes some are decent enough of 5ft or just under 2 metre but a lot of them are only 2ft and there are hardly any dedicated Cycle Lanes in Dublin. Outside Dublin City on the Country Roads you are often Safer on the main Roads Cycling along the hard Shoulder but once you go on to the small Country Lanes you are in Danger of being Mown down by someone travelling at 60mph or 100kph. At Night it is even worse no Lights on Country Roads and Drivers breaking the Speed Limit as there are very few Police around.
There is no provision for Children Cycling safely on the Roads on these Pathetic little Cycle Lanes.
You sure need to bell sooner so they have time to get out of the way. Great post again David :)
Here in the USA we have some school boards that prohibit children to walk or ride into school! http://www.timesunion.com/AspStories/story.asp?storyID=847190&TextPage=1
Very embarrasing.. :-(
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