Paulo made a video of some of our conversation over lunch:
I took a few photos:
The centre of Houten. No cars are allowed here, except for access.
I could have stood here all day and taken similar photos. Note the wide demographics of cycling. In the Netherlands it is normal for children who are old enough to balance to ride their own bikes, rather than having to be carried on a bike ridden by parents.
Herbert talks about the city, how cyclists can take direct routes while drivers cannot. Herbert also told us about the road safety record of Houten. In the past 25 years there has been just one fatality amongst cyclists in the city, a pensioner who was unfortunately run over by a refuse truck. Dutch cyclists are the safest in the world.
The new railway station cycle park is especially well integrated You can park your bike (there are 3500 spaces for a city of 50000 people) buy a ticket and then climb the stairs to access the platform directly.
Social safety is also important. This is cycle parking in which you don't feel you will be mugged. The flowers are a nice touch.
Most cycling in Houten takes place away from cars.
The demographic of "cyclists" in the Netherlands also includes disabled and elderly people. Cycling is accessible to all in one form or another. Note the subtle barrier to prevent motorists from using this cycle path (I'm standing at a junction with a bicycle road)
A relatively new development in Houten. This narrow bicycle road (bikes have priority, cars are considered to be "guests") is the only access road by car for 900 homes (a short silent movie showing it can be seen here)
Everywhere is most easily reached by bike.
Cycle paking in the historic centre of Houten. Amongst five adult bikes, which share three child seats for very small children, are two small bikes for 4 year olds. In Dutch cities, it's quite normal for such small children to ride their own bikes into the city centre.
The photos show many of the features of Houten. However, while this city was specifically designed to accommodate bikes, and does so very well, it would be wrong to get the impression that what works in Houten has stayed in Houten.
All other cities in the Netherlands, including Assen where we live, now have many similar features. Successful experiments in Houten as well as other cities have influenced new development and re-development all across the country. These days, the Netherlands doesn't really have just a few "cycling cities", but is in fact an entire cycling country. Cycling en-masse is not concentrated in just a few areas. This is the secret of why the cycling rate is so high for the country as a whole.
Sounds like Houten is doing everything right. I am curious as you know about cycling amongst immigrants from non-European countries and their children... and grandchildren. I think you have covered this before and I saw statistics from Fietsberaad, so I am most curious about which provinces or cities make the most difference, though I realize some of this might be difficult to track e.g. if immigrants move around and finally decide to do normal, boring cycling in a different place then they first lived in.
I know it is a matter of personal choice but that's weird to see those Australians wearing their helmet in Nederland when everybody else kids included ride without!
The interesting question with Houten is how well it will still work when they build a whole new set of houses "outside" the peripheral road. It'll probably be OK to start with, but start to break down as more and more is added.
Houten is a commuter village, pretty much all new-build. I'm not sure it really helps understand what to do in larger/older settlements.
Richard: this has already happened, and quite successfully. The photo of a "relatively new development in Houten" is in a place which is already outside the original ring-road (it's here, in fact).
Houten is not only a "commuter village". Many people who live there work in Utrecht, to which there is a good quality 10 km long cycle route and very good public transport links. However, 40% of the people who live in Houten also work in Houten.
And as for "larger/older settlements" - well, actually if you look around the Netherlands you'll find that all new developments on the sides of existing larger and older cities are being built in much the same way as Houten. Kloosterveen in Assen is a good example. The cycling rate of Assen as a whole has increased after building this large extra suburb beyond the city's original border despite the "sprawl" which this added to the city.
Houten was a successful experiment. The lessons learnt there are successfully being applied elsewhere.
The positive stuff Three types of safety - the importance of subjective safety. Dutch Safety Figures - Cyclists in the Netherlands are the safest in the world. 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. 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 History - how the Netherlands got to where it is now 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. 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. 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 ? School travel Cycle Parking Cycle Parking at railway stations Health effects of cycling Road Works - cyclists are thought of in the Netherlands 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 - a post specifically for those who imagine that everyone in the Netherlands is slow
This blog is free of charge to read and for most individual usage including reasonable "quoting" of its contents. However, neither the text nor the photos on this blog are in the public domain. To find out more, please read our copyright and licensing information.
Donations
The articles on this blog have consumed thousands of hours to write and all are available to read for free. Some readers have asked for a donation button. Whilst we are very grateful for support, please do not feel that you are obliged to donate:
Search
Non-sponsored links
Come and see for yourself how policy and infrastructure in Assen and Groningen have lead to the high cycling modal share in this area:
We make our living by organizing cycling holidays and selling quality bicycle components.
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 a bit in New Zealand and now live in the Netherlands. I do varied work, running a web shop, making baskets and as a cycling tour guide.
My email address is david@hembrow.eu
Posts
5 reacties:
Sounds like Houten is doing everything right. I am curious as you know about cycling amongst immigrants from non-European countries and their children... and grandchildren. I think you have covered this before and I saw statistics from Fietsberaad, so I am most curious about which provinces or cities make the most difference, though I realize some of this might be difficult to track e.g. if immigrants move around and finally decide to do normal, boring cycling in a different place then they first lived in.
I know it is a matter of personal choice but that's weird to see those Australians wearing their helmet in Nederland when everybody else kids included ride without!
The interesting question with Houten is how well it will still work when they build a whole new set of houses "outside" the peripheral road. It'll probably be OK to start with, but start to break down as more and more is added.
Houten is a commuter village, pretty much all new-build. I'm not sure it really helps understand what to do in larger/older settlements.
Richard: this has already happened, and quite successfully. The photo of a "relatively new development in Houten" is in a place which is already outside the original ring-road (it's here, in fact).
Houten is not only a "commuter village". Many people who live there work in Utrecht, to which there is a good quality 10 km long cycle route and very good public transport links. However, 40% of the people who live in Houten also work in Houten.
And as for "larger/older settlements" - well, actually if you look around the Netherlands you'll find that all new developments on the sides of existing larger and older cities are being built in much the same way as Houten. Kloosterveen in Assen is a good example. The cycling rate of Assen as a whole has increased after building this large extra suburb beyond the city's original border despite the "sprawl" which this added to the city.
Houten was a successful experiment. The lessons learnt there are successfully being applied elsewhere.
I think you live in heaven... what's the bandwidth like? Oh that's right. Huh.
Post a Comment