Eco town

Back in the UK, much is being made of the proposed eco-towns. These are supposed to be developments which encourage living in a more sustainable manner. However, none of them seem to be seriously tackling the problems of transport by making a serious effort to get people out of motor vehicles. The Dutch have tackled this by encouraging people to cycle.

Houten is a few kilometres South East of Utrecht. It dates back hundreds of years, however it was always a small town until the 1960s when it was targeted for growth. In the 1970s, the city's planners decided to discourage car use and encourage the use of bicycles. The city has grown rapidly since then, allowing a lot of new ideas to be built in at the point of design. It now has 47000 residents living with a very low road casualty rate and a very high cycling rate.

To quote from the Houten local government website: "There are 16 districts, each is only accessible to cars via a peripheral road encircling the town. A network of different types of paths for cyclists and pedestrians has been created throughout the area, with a direct backbone thoroughfare to the town centre. Only in residential streets cars are mixed with cyclists. Mostly all schools and important buildings are located along the cyclist's backbone."

We visited Houten on the 2006 Study Tour and found it a pleasure to cycle there.

The local government web page has English language information about Houten, including links to other articles about the city.

While other countries have been slow to pick up on what has been achieved, many of the principles established in the design of Houten have since been used in other new developments and existing cities around the Netherlands. This includes Assen where we base our Study Tours, where the new suburb of Kloosterveen has a strong resemblance to other modern Dutch developments (VINEX wijken) which are influenced by Houten.

Note, though, that Houten itself now find itself in some respects a little outdated. Many things were done first in the city, and these ideas have been adapted as they were adopted elsewhere. For instance, bicycle roads in Houten can be used by motorists as through routes. This is not the case of examples elsewhere. Cycling is far more pleasant without cars and the incidence of bullying by motorists is reduced as a result of keeping motor vehicles away from cycling routes.

Cyclemania in Drenthe

Helen and Les Faber from Canada came to visit today (read their blog: Cyclemania). They've been riding around the Netherlands seeing different parts of the country.

I met the two of them at Noordlaren, just out of Drenthe in the province of Groningen, and together we rode south, through heath and forest, past ancient hunebedden and modern radio-telescopes eventually getting to Assen in time to catch a train to Utrecht.

The photos show Helen and Les riding on a country road just south of Assen and through some heath a little North. There are many small corners of the country that you don't so easily find without a local guide, as cycle route signs tend to send you on the more practical and direct routes.

There was too much to see in such a short time, so we covered as much ground as we could. I had a great time today and I hope Helen and Les did too.

Drenthe has a very varied landscape and really is a beautiful province. That's why we chose it as our home. It is not known as the "cycling province" of the Netherlands for nothing and many Dutch people come here for their cycling holidays. We organise cycling holidays here for English speaking people and we also have a slideshow of photos of Drenthe.

A ride through the countryside

A few days ago I went on a ride through the countryside checking out a small addition to one of our holiday routes. I rode my long-suffering Pashley PDQ recumbent.

The music accompanying the video is expertly played by my friend Terry Clark. You can watch him play this piece on his blog.

For good neighbours, live in a quiet, car-free street

A study about living in quiet vs. busy streets written by Joshua Hart confirms previous results in the USA:

This says that "people who live with high levels of motor traffic are far more likely to be socially disconnected and even ill than people who live in quiet, clean streets."

I suggest reading Joshua's own blog entry, or the report itself published on the living streets website.

Dutch residential streets rarely have this problem
Residential streets in the Netherlands are rarely through streets for motor traffic. As a result, they are usually quiet enough for children to play.

Where busy roads come close to residential streets, the noise of motor traffic can be reduced in many ways. Quieter road surfaces can be used, speed limits can be lowered, and of course you can reduce the amount of driving by increasing the amount of cycling. This requires that cycling is made sufficiently pleasant as a manner to make journeys so that people will opt for it themselves.

People on busy streets elsewhere who "largely lived in the back rooms of their houses and chose dark or black curtains to conceal the soot build-up from vehicles" are living on streets which are also hostile to cyclists, leading to a spiral of lowering life quality.

A Dutch solution
There are busy roads in the Netherlands too, but they rarely go right past people's front doors. These three photos show a busy road in Assen and the barrier which separates it from where people live.

The houses are behind a layer of trees as well as a noise barrier. So, walking from the houses through the barrier you will successively see these three scenes.

First there are trees to hide the barrier from the homes. The barrier itself is around 4 metres high and consists of tinted toughened glass at an angle to reflect sound upwards.

The road behind the barrier has a 70 km/h (43 mph) speed limit despite being a dual carriageway. It also uses a quiet road surface. Cyclists and pedestrians have other routes so that they do not have to share this road, nor be inconvenienced by having to stop at the traffic lights.

The result of this is that the motor vehicles on the road are inaudible inside the homes on the other side of the barriers, and extremely quiet even in the gardens of those homes.

People live in houses here with exactly the sort of social interaction described for "Light street" in the paper.

There is also another view of the same barriers, including video and a later blog post illustrates how the original main road in this location has been civilized for cycling.

School cycle parking

If children are to cycle to school, there had better be enough space to park their bikes. These photos (please do click on them for bigger versions as you can't see the bikes properly otherwise) show the cycle parking at one of the secondary schools in Assen. There are a thousand students at this school, and here are their bikes.

Very few children go to school by any other means, even though secondary school students travel from as far as 20 km (12 miles) away to get to school.

Of course, first of all they have to get there. Without the infrastructure on the streets, this cycle park might well be empty because the students wouldn't be cycling.

To see the infrastructure in action see my blog a few days ago which included a video of primary school children cycling, or the slightly older one showing the rush hour. Infrastructure should increase subjective as well as actual safety. That is what makes the students want to cycle in the numbers seen here, and what makes their parents allow them to do so.

There is a photo of a different secondary school's parking on the photos page, and you can also see a video showing a route to a school.

School buses

An American style school bus

There are no school buses in this country. There are companies which have a few of the traditional yellow school bus as used in the US, but they hire them out for corporate events, weddings etc. and do not use them to take children to school.

Children here predominantly cycle. We were told by a local secondary school teacher than the cycling rate to his school is 100% in the summer, dropping to around 95% in the winter. Some children cycle daily round trips of up to 40 km ( 25 miles ) in order to get to school. and back home.

Children attending primary school also cycle. This video, which I took a few months back when it was -2 C ( 28 F ) shows a normal school run at a primary school. It could have been taken on any day.

At this location, two thirds of all primary (elementary) school children arrive at school by bike.

This is the result of having infrastructure and a social environment which feels safe enough that people let their children ride bikes to school.


Amsterdam - child cycling under pressure
But wait, what's this article on the right ?

The headline reads "Amsterdam first years not happy cycling". It discusses how in Amsterdam the cycling rate for children in the first year of secondary school has dropped such that just 53% of children in the first year of secondary education cycle to school every day, vs. 89% of children over the entire country.

The reason most given not to cycle is the heavy traffic and the risks due to it.

The article also goes on to say that of those who cycle daily, 43% have fallen from their bikes at some point - mostly by crashing into other cyclists. The low quality of cycling infrastructure in some parts of Amsterdam is part of the reason why.

Why include this piece ? It's the same story as above. A high degree of subjective safety is vital if you want people to ride bikes. Amsterdam appears to many foreigners to be a paradise for cycling, and it has the highest cycling rate of any capital city in the western world. However Amsterdam is not a leader within the Netherlands. The city doesn't have the lowest rate of cycling in the Netherlands, but it most surely doesn't have the highest either. For all its charm (Amsterdam is really a marvelous city for many reasons), conditions for cycling in Amsterdam are not so good as in many of the other cities in this country, and that is reflected in a cycling rate which is lower than it otherwise might be.

The only "school bus" in Assen is part of a small fleet of
special buses which can  be hired for special events. You can
also choose the British double decker or Indonesian Bedford.

In the Netherlands, having only just over half of all children in the first year of secondary school cycling each day is something that is recognized as a problem. It's something to work on and improve. Note that it can be expected that by the second year of secondary school, rather a higher percentage of the children will be cycling.

And in the UK ?Instead of looking over the North Sea and taking note, the UK is as ever looking for advice in the opposite direction - across the Atlantic. There is a move with the Yellow School Bus Commission to introduce American style yellow school buses to the UK. This commission is ignoring the factors which make people continue to feel that their children are unsafe on the streets and if successful it will further reduce the opportunity for British kids to get exercise. It will also, of course, cost a fortune. Instead of spending on infrastructure which enables a truly green form of transport, the government will end up buying diesel to power buses and produce fumes on the streets. Should I be surprised that this commission was established and is sponsored by a bus company ? Is this proposal for the benefit of the children or of bus company shareholders ?

Children with disabilities ?
Children with disabilities can't always cycle to school and for them an alternative is provided. To minimise the number of private cars used on the school run, mini-buses are provided which call to each home to pick the child up in the morning and which return again after school. However these minibuses are not available to children who can make their own way to and from school.

The American school bus photo at the top is a public domain image which can be found here. The article is from the ANWB*Auto paper published on the 11th of September.

Three types of safety

Separate from the main road, a family cycles together, side-by-side. Straps on the front child seat are not done up. Slightly older children ride their own bikes. No-one wears safety equipment. The child in the rear is fiddling with something but the parents have no concerns concerned. This illustrates Subjective Safety.

The Netherlands is the safest place in the world to cycle. This is sometimes put down to a "safety in numbers" effect, but actually the infrastructure design is the vital component and shouldn't be overlooked. A lot of people would like their own country to emulate the Dutch success, but often they don't realise what is needed.

I used to do cycle promotion work in the UK, travelling from city to city and talking to a great number of people about cycling. They all already knew that cycling was healthy, good for the environment etc. Many people would like to be able to cycle. The number one reason that the average person in the street would give for not cycling was "it's too dangerous". So, what did they mean by this ?

One of many four metre wide cycle-paths
in Assen. School run cycling.

There are three measures of safety, all of which have their place in Dutch bicycle provision:

1. Actual safety - How many km you can expect to travel before you're injured on your bike.
2. Subjective safety (sometimes called "perceived" safety) - Are you near fast moving traffic ? Is it easy to make a turn across traffic ? Do you have to cycle "fast" in order to keep up ?
3. Social safety - Is there a mugger around that blind corner ? Will I be attacked in the street if I cycle ?

Cycle campaigners and planners might interest themselves in the actual safety, and it's a good thing that they do. Cyclists should of course be as safe as possible. However, no-one really makes a decision on whether to cycle or not based on these figures. Actually, cycling isn't really very risky in most countries and these figures often feature in cycle promotion literature. However, they're not successfully convincing people to take up cycling.

When people make the decision about whether it is "safe to cycle", they generally mean the second and third of our three different types of safety: Subjective Safety and Social Safety.

Also, if they're making a decision for someone else - perhaps their child or their partner - these issues become even more important.

Mother and children. Having several
metres of separation from the road
is essential for a high level of
subjective safety.

How do you improve Subjective Safety ? Here's a partial list:

• Cyclists should never mix with high speed or high volume motor traffic. A third of all roads in the Netherlands have a speed limit of 30 km/h or lower, most 50 km/h (30 mph) roads provide cyclists with a segregated path, as do many 30 km/h roads with higher volumes of traffic.
• On-road bike lanes and cycle paths without sufficient separation from the road are not suitable with high speed or high volume motor traffic.
• Reductions in speed and volume of traffic always help. All residential streets and a third of the entire road network has a 30 km/h (18 mph) speed limit or lower.
• Fully segregated cycle paths provide a good degree of subjective safety but must be built to a suitable standard. In this area they have a minimum width of 2.5 metres if for single direction use and 4 m for bidirectional use. Paths for pedestrians are separate.
• Junctions should be designed to make sure that cyclists are not left out. Cyclists can be separated in both time and space from motorists to maximise both efficiency and safety.
• In many cases, cyclists avoid junctions altogether so they cause as little inconvenience as possible.
• In Assen, the new standards require that cycle paths which follow the line of roads are separated from them by 2.5 metres. Where this isn't possible you will find a metal barrier is used, to provide a feeling of subjective safety as well as actual safety from crashing vehicles.
• Where possible, cycle routes follow a completely different route to driving routes, which of course improves the feeling of safety further.
• Reducing the noise of motor vehicles by using quieter road surfaces and installing noise barriers between the road and cyclists helps.

In the countryside away from all
motorized traffic, our family, rides
in comfort,

For social safety:

• You should always be able to see out of any tunnel as you enter it.
• Blind corners on paths are not acceptable.
• Cycle paths should be wide to allow cyclists to move out of the way of other people who may be on the path.
• Good sight-lines are required and there should be no places to hide along a cycle route.
• A low crime rate and a good conviction rate are needed. Cyclists should not feel that the police do not take their complaints seriously. 
• Areas that are clean, litter free, graffiti free, where grass is mowed and plants are not allowed to overhang the cycle path have a better feeling of social safety.
• Cycle paths should be lit at night so that you can see potential muggers, obstacles on the path etc.

If subjective and social safety are improved then people will cycle. They will want to. and so they will do it.

To summarise... No-one will do anything that feels too dangerous to them. Everyone wants their child to be safe and their partner to be safe. That's why so many journeys which ought to be cycleable are made by car. There is no point in arguing with people's decisions, or ridiculing them. The person making the decision to use a car has made it for quite logical reasons. Their level of confidence about cycling in the conditions around you is not the same as your own.

What to do... If you want people who do not cycle to take up cycling, then the right thing to do is to campaign for or design in road conditions which make cycling into an appealing option. That is what the Dutch have done. Everywhere. It is the key to the high cycle usage and high cycle safety figures.

Don't make the mistake of thinking that subjective safety is a concern only for inexperienced cyclists. No-one suffers from cycling being pleasant. Steps to increase the subjective and social safety of cyclists lead to a better cycling experience for all. Experienced cyclists are less likely to give up cycling in a subjectively safe environment. It becomes a lifetime habit. People continuing to want to cycle on the road when there is a parallel cycle-path are a sign of failure due to low quality. Always set your sights high enough when campaigning or planning.

A British child being trained. Wearing
fluorescent clothes and a helmet to ride
in the gutter on a residential street
which is subject to rat-running

So, where do helmets and fluorescent clothing fit in ? For some individuals, wearing such a thing improves their own feeling of safety to the level that they will ride. However, these items actually do little to improve actual safety and can have a negative effect on the subjective safety of other people due to making cycling look dangerous. Where cycling has a high degree of subjective safety, as it does here, no-one wears these safety aids. Dutch cyclists are safer without them than cyclists elsewhere are with them.

For more on the same theme, perhaps this post is most suitable. There are quite a few other posts tagged subjective safety which show different aspects of what makes cycling subjectively safe and the result of it. Amongst the other things needed to make cycling attractive is to make cycling more direct, so there are a lot of examples there to illustrate that concept too.

Big picture vs. small picture subjective safety
December 2011 update: I've realised since writing the text above that many people have slightly misinterpreted what I meant. There are two types of "subjective safety".

The most important, "big picture", type of subjective safety is that of society as a whole which causes everyone to cycle. This is what my article is about and this is what causes Dutch people of all ages and social positions to find cycling to be a safe activity, even wearing black clothes on an unlit bicycle at night. Cycling in the Netherlands always feels safe. This leads to a very high modal share for cycling.

The other, "small picture", type of subjective safety is that which involves people using safety equipment such as fluorescent clothes and helmets when they cycle. While this may make it possible for a few individuals who are already interested in cycling to cycle a bit more and to feel safer as they do so, it is debatable whether this does anything for the overall modal share for cycling.

Some people argue that it is detrimental to the modal share if cyclists take up visible safety equipment to improve their own "small picture" subjective safety. I suspect that "big picture" subjective safety is barely altered at all by this. The issues that people who don't cycle can see and which put them off cycling are with street design, not with the clothing of existing cyclists.

All the photos are of subjectively safe cyclists in the Netherlands, except the last which is of a British child being taught "safer cycling" in Cambridge. He is riding too close to the kerb on an unsuitable bike, but wearing fluorescent clothing and a helmet. The child in the fluorescent clothing will probably give up on cycling within a few years, while the Dutch cyclists will in all likelihood keep on cycling through their lives because high levels of subjective safety make it a pleasant thing to do.

The children in the photo at the top are all tired. Why ? Because this family is returning from the last day of a four day cycling event. They've cycled at least 40 km per day as part of the event, plus however far it is between their home and the startplace in Assen. The object which the child at the back is fiddling with as he cycles is a medal.

Per km travelled, Dutch cyclists are 3x less likely to die and 4x less likely to be injured than those in the UK, 5x less likely to be killed and 30x less likely to be injured than in the USA (statistics found here, page 506). Read more about the safety of cyclists in the Netherlands. However, this doesn't tell nearly the whole story, it's actually much safer than that for Dutch cyclists who fit the usual demographic for cycling in other countries. Two thirds of all cyclist deaths in the Netherlands are of people aged over 65. Most of their lethal injuries come from single vehicle collisions. i.e. when old people fall off their bikes, old age sadly can be enough to do the rest. This effect is virtually unknown in the UK and USA because so few older people cycle.