Cycling in the Netherlands

White bicycles, for free use, in Hoge Veluwe National Park, the Netherlands, May 2005

Cycling in the Netherlands is a common and popular method of both transport and also recreation. The country is well equipped with cycle-paths and other segregated cycle facilities. The network reaches all parts of the nation and into the bordering nations of Belgium and Germany. The cycling surface quality is good and the routing tends to be direct with gentle turns making it possible to cycle at speed for considerable distances. Cycleways come with their own sets of rules and systems - including traffic signals/lights, tunnels and lanes.

The Netherlands and cycling

Chauffeur-driven glee, on Damstraat in Amsterdam.

Bicycle parking lot in Amsterdam

Tourists, when they visit the Netherlands, often rent a bicycle and cycle around the countryside or the city. Bicycle helmets are hardly ever worn in the Netherlands - the same can be said for Denmark, and for other places with much traffic by bicycle. Cyclists of all ages, and the government, consider the bicycle helmet unnecessary and there is no 'helmet law'.

No single reason accounts for why cycling is so popular in the Netherlands; rather the combination of many 'bicycle friendly' factors reinforce each other:

• The Netherlands is a densely populated and very flat country, which means that journeys tend to be well within the capabilities of the average cyclist. Cycling is very cheap and has low overheads.
• The sheer number of cyclists creates a 'Critical Mass' and visibility which means that the needs of cyclists are taken into account in all stages of urban planning. Urban areas are frequently organised as woonerfs, which prioritise cyclists and pedestrians over motorised traffic.
• There is a continuous network of cycle paths, clearly signposted, well maintained and well lit, with road/cycle path junctions that often give priority to cyclists. This makes cycling itself convenient, pleasant, and safe.

Most children between the age of 10 and 16 cycle to school, and they develop an early appreciation of the freedom that cycling gives.

Secondary school children quite commonly cycle over 15 km (9.3 mi) in each direction to school. This is perhaps why Dutch utility cyclists are fast, and has helped the Dutch have a presence in competitive cycle racing which is surprisingly large given the small population of the country.

Utility bicycles which are low in maintenance and suited to load carrying are very popular. However, all other types of cycles are accommodated on the cycle paths, from racing bikes with tri-bars through streamlined velomobiles. The cycle path network supports use at such speeds. There is also a good network of bicycle shops throughout the country.

The majority of car drivers are also cyclists, and thus understand how vulnerable a cyclist can feel. "Strict liability", supported in law in the Netherlands,^[1] leads to driver's insurance being deemed to be responsible in a collision between a car and a cyclist. This makes car drivers very wary of bicycles. Finally, towns have been designed with limited access by cars and limited (decreasing over time) car parking. The resulting heavy traffic and very limited car parking makes car use unattractive in towns.

These factors together far outweigh the negative factors of wet and windy weather, strong headwinds due to the flat terrain, and frequent bicycle thefts. Nearly a third of all journeys made in the Netherlands are made by bicycle. Even the over 65 age group make nearly a quarter of their journeys by bicycle. Within some cities, over half of all journeys are made by bicycle.

Infrastructure

Many roads have one or two separate cycleways along them, or cycle lanes marked on the road. Cycling on the main carriageway is not permitted on roads where adjacent segregated cycle facilities exist so, where they exist, the use of such facilities is legally compulsory.^{[citation needed]} On other roads and streets, bicycle and motor vehicles share the same road-space, but these are usually roads with a low speed limit.^{[citation needed]}

Tunnels and bridges may or may not be accessible for cycling; if pedal cycles are prohibited, there is usually a separate facility. For example, the Western Scheldt Tunnel is not accessible for pedestrians, cyclists or moped riders. They have to use the ferry at another location, or take the bus through the tunnel.

Pedestrians use the pavement (where one is available), otherwise they use the same position on the road as the cyclists: on the cycleway or lane if available, otherwise on the road (but in the latter case pedestrians preferably walk on the left, while cyclists go on the right). Roads and tunnels accessible for cyclists are also accessible for pedestrians. Most pedestrian paths are available to cyclists who dismount and walk the bike.

Cycle lanes

Cycle lanes in the Netherlands, as they are in most countries, are situated at the nearside of the road (the right-hand side in the Netherlands). They are marked by a dashed line,^{[clarification needed]} and are often found in urban areas. They can be painted red or yellow: one on the left and one on the right.^{[citation needed]}

Cycle paths

Cycle paths (also known as cycle tracks) run parallel to a road but are physically separated from it (e.g. by means of a verge).

Bidirectional cycleways

Bidirectional cycleways are common in towns and cities. These cycleways permit cycling in two directions (hence "bidirectional") and are divided into two lanes, similar to roads, by a dashed line.

Countryside

Cycle lanes are scarce in the countryside. Sometimes the pathways are made of gravel, but these are part of the Bicycle Routes. Maps are often distributed across the country with countryside routes that take the cyclist through tulip fields and by the seaside, with occasional rest stops in towns. Like other countryside routes across Europe, these are designed for countryside visits within the Netherlands.

Traffic signals

Because of their constant use, cycleways are complete with their own system. Traffic signals are present at junctions, one set for motorised vehicles and a visually smaller set for cyclists. Sometimes this is similar to a pelican crossing, where the cyclists wait to cross the junction. These lights come in two forms - firstly the miniature version of the vehicle lights and secondly a regular sized signal with bicycle shaped cutouts. Priority is also marked on the road, showing whether the cyclist or the vehicle has priority.

In many locations more direct cycle routes exist which bypass traffic signals, allowing cyclists to make more efficient journeys than motorists.

Roundabouts

Some roundabouts have cyclist lanes around them, with signposts directing the cyclist to a destination. They are also marked with priority, with roads connecting the cycleways to the roundabout. Others have separate cycle paths around them.

Crossing rivers and motorways

Tunnels are also common around motorways, or to avoid busy road junctions and traffic lights. For rivers, bridges are used.

Signage

Signposts take on the form of road signs, with directions stating the distances to nearby cities and towns. Pedestrian crossings can also be found on cycle lanes, exactly the same as with roads. Signposts come in two different forms: the common directional signpost which is a miniature version of the vehicle signs and a mushroom shaped direction post. The second one can often be found in countrysides. Sometimes it can be hard to notice. The signpost of the first kind is divided into red and green with red meaning the usual route and green meaning an alternative, perhaps more scenic, route. Also cycleways sometimes have road signs, which are followed in the same way as with vehicles.

Parking

Bicycle parking in Utrecht

By policy in the Netherlands, cycle parking is provided next to every shop. Bicycle stands are common around The Netherlands, an alternative to chaining the bike to a post. In most, the front wheel of the bicycle rests on the stand and most parkers lock the bicycle with a built-in lock, or attach a chain from the bike to the stand.

There are many bicycle parking lots (like car parks but uniquely for bike use), some of which hold thousands of bicycles. Every railway station has a cycle park attached and most also offer watched cycle parking for a nominal fee. These also exist in other places in most cities. For example, there are 20 watched cycle parks in the city of Groningen (population ~180,000).

Most cities enforce the parking of bicycles in their lots by regularly removing any bicycles that are not in the bike stands. Locks are cut loose and the owner may reclaim their bicycle for a charge—usually around €25.^{[citation needed]} Cyclist journeys are made convenient by such means, and it prevents sidewalks being littered with bikes.

Inter-city cycling

General

Bikes are readily available for rent across the country and most large towns have bike shops with all the necessary equipment and repair services. All cities possess multiple bike stands, mainly at the supermarkets and other commonly used shops. Bikes should also come with a lock so as to keep the bike from being stolen. An average cyclist can typically expect to cover about 20 kilometres, on average, in an hour by bike throughout most areas of the Netherlands. All Dutch cities, as well as the neighbouring countries, can be accessed by bicycle.

Maps are widely available and come in two forms:

• Route Maps
• National Maps

Route maps

A Route Map is a national map which shows route information rather than general topography. Only the routes are marked and related information are shown. They are often used for holidays and are sold at most tourist shops.

National maps

National Maps cover the whole country, with markings and symbols about the cycleways of The Netherlands. They are very useful not only for cycling in unfamiliar towns and cities but also for cross-country use. These are sometimes expensive and hold many pages but are also widely available across tourist shops.

Transporting bicycles

Though it is possible to transport cycles by train, aircraft and ferry, buses do not carry them

Trains

Bicycles may be carried on trains under certain conditions. Folding bicycles can be taken more easily than other types of bicycles. Regular bicycles have specific points at which you may place them (though generally people just put their bikes in the train in order to get in before the door closes.) Taking a folded bicycle inside a train is free, for unfolded bicycles and regular ones, a special ticket has to be bought (€6 per bycicle), which lasts for one day. In all trains it is prohibited to carry normal size and (partly) unfolded bikes during peak hours. This peak-hour restriction is waived in July and August.^{[citation needed]}

Ferries

Ferries operate across rivers as well as to the islands in the North (Texel, Vlieland, Terschelling, Ameland and Schiermonnikoog). Taking a bicycle on a ferry normally^{[citation needed]} incurs a charge, but some ferries (such as those across the IJ, Amsterdam) carry pedal cycles for free.^{[citation needed]}

By air

It is possible to take bicycles by air, but once again you have to follow procedures and will have to pack the bicycle and possibly dismantle it. There may also be extra fees as the bicycle will count as luggage. Again, travelling with a foldable bike is easier.

See also

• Cycling in Amsterdam

References

1. ^ http://wetten.overheid.nl/BWBR0006622/HoofdstukXII23/Artikel185/geldigheidsdatum_07-07-2011

External links

• Cycling in the Netherlands
• Making Cycling Irresistible a review of cycling policy in the Netherlands.