Who cycles in the Netherlands ? Everyone cycles in the Netherlands !

Average number of bicycle rides per person per day for the entire Dutch population for all seasons combined broken down by age and sex

To a first approximation, everyone cycles in the Netherlands. The graph above shows how cycling rates vary with age and sex within the Netherlands, expressed as the average number of cycle journeys per day made per person.

It shows a number of things: that cycling is very popular with school age children, for instance, and that it drops off a bit for working age adults as for some the commute is "too far" by bike. Males between 20 and 50 years of age cycle the least. This is because they're most likely to have a job requiring a long commute. Women follow a similar pattern, but there is a jump in cycling between "25 to 30" and "30 to 40" as this is the age at which women have children, and having children allows women to return to cycling. This first happens with children on their mother's bike and later with women accompanying their children on their own bike before at eight years old they are able to ride unaccompanied to school. Men don't get this chance so often so men cycle less.

This is due to women being more likely to be at home looking after children than their male partners. As a result, they more often cycle with young children to school, or make shopping and other utility trips by bike. This is what leads to the Netherlands uniquely having 55% of trips overall by women. Men cycle less on average than women because they are more likely than women to be making the longest commutes in Europe, and doing so by other means of transport.

Cycling stays with people through their entire life. Even the over 75s are predominantly still active. They make an average of around 0.3 trips per day by bike, or more than two trips each week.

The Dutch use their bikes for exactly the same purposes as people in other countries use their cars

Here we see the reasons for bicycle journeys. Only 16% of all cycle journeys are commutes. The largest percentage, 22%, are shopping trips, 18% are school journeys, 14% are social, and 11% are to go visiting.

This level of cycle usage, across both sexes, all ages, and for all purposes, requires infrastructure which has a high level of subjective safety.

But let's go back to that figure of just 16% of cycle journeys being for commutes. In all too many places, commuting rate figures are touted as "modal share". Actually, commutes make for just a small percentage of total journeys in any country, and that should be the case for cycling too. However, in many countries there is not the required subjective safety for everyone to cycle. In these countries, promoting cycling as just something for commuters and ignoring the other 84% of potential cycle journeys removes the need to make conditions suitable for everyone to cycle. This can never be the route to mass cycling on the scale that it is seen in the Netherlands.

I am not impressed with people touting "commuting" modal shares because they have missed out the big picture. What is important is that everyone should be able to make every type of journey by bike. We should be cautious of figures designed to impress which emphasize the easier demographics to attract to cycling - one of which is the confident young adult, often but not exclusively male, riding to work and back.

These figures came from the same source as last week's post, the Fietsersbond. Marc has also written about these statistics.

Higher income brackets cycle as well in Amsterdam

Direct from the Fietsberaad:

Amsterdam can barely cope with the growing numbers of cyclists, as a survey of mobility in the Dutch capital over the past 25 years demonstrates. There are as yet no bicycle jams, but partly due to the arrival on the scene of carrier bicycles, the width of bike paths is increasingly a problem. And of course parking guarantees a headache.

In busy squares, at train and metro stations, but also near university buildings, shopping centres and leisure spots in narrow Amsterdam streets an increasing amount of public space is taken up by parked bicycles, according to the report ‘Mobiliteit in en rond Amsterdam, Een blik op de toekomst vanuit een historisch perspectief’. Data demonstrate that at these locations often several dozen percent of all bicycles are parked outside the official parking spaces. In June of 2007 for instance 1,390 bicycles were parked at the back of Amstelstation, whereas capacity ran to no more than 1,100. This comes down to an occupancy rate of 126%. For the west side of Centraal Station (including the bicycle flat) this was a staggering 136% in October of 2008. The overall estimated number of bicycle parking spaces (stands, staples and parking facilities) is currently 200,000.

The heaviest streams of cyclists are mainly headed for the central part of the town centre. But bicycle numbers in the immediate vicinity of the town centre and the surrounding ring are impressive as well. The large numbers of cyclists do not cause substantial delays due to traffic jams. But a number of busy routes does have a problem with the width of the bike paths, partly due to the increasing use of carrier bicycles.

The busiest cycling routes are Marnixstraat (1,970 passing cyclists in the evening peak hour), Weteringschans (1,920) and Weesperzijde (1,900).
Nevertheless the bicycle can easily compete with car and public transport in the inner city, according to local authorities. The percentage of car trips by Amsterdam residents has fallen in all distance categories. Bicycle use has greatly increased in all distance categories under 10 kilometres. This has happened, however, not only at the expense of the car, but also of public transport. Over short distances cycling is apparently more attractive than public transport.

Bicycle ownership among Amsterdam residents has greatly increased over the past 25 years (63% versus 73%). Ownership in Amsterdam is below the overall Dutch average (73% versus 88% ). The increase in bicycle ownership was greatest among residents aged 45 and over, among people aged over 65 it has almost doubled (from 27% to 48%). The average number of bicycle trips per person per day is however higher in Amsterdam (0,9 versus 0,8). People there use their bicycles therefore more intensively than the average Dutchman. The largest increase in the number of bicycle trips per person per day occurs in the group aged 45 to 59. This may be due to car parking policies, but also to health advantages or a more positive attitude towards cycling in general, is the impression of the writers of the report. The group aged 12 to 15 also cycles more and is incidentally the group with the highest bicycle use. Among residents in higher income brackets the cycling percentage in the overall number of trips has more than doubled (from 15% to 33% ).

In Amsterdam people park their bicycles at home in a storage facility (46%), in the street (36%), in their home (10%), in the courtyard (5%) or a parking facility (2%). In the districts outside the ring road the percentage of bicycles parked in a storage facility is considerably higher than in the neighbourhoods within the ring road. Within the ring road over more than half of all bicycles are parked in the street(53%), whereas this is rare outside the ring road(4%).

Cycle paths and the disabled

Cycle paths don't only provide utility for cyclists. They are also useful for other groups, such as those with disabilities. In the Netherlands it is quite common here to see people riding on electric buggies, hand cycles or adult tricycles. The paths make cycling by any means a good way of getting about, and there is the social aspect that people with disabilities can join in rides with able bodied friends.

This photo was taken on the direct West-East cycle path through one suburb of Assen.

This person is riding in an electric powered buggy which transports the owner in her wheelchair. This is next to a busy road in the area of the industrial estate, but here as everywhere else, the subjective safety is good enough that everyone can cycle.

And here are some traffic education cards (I featured some of these earlier) handed out to primary school children. The first one explains that in Dutch law, wheel chair users are also cyclists so should be expected n cycle-paths. The second refers to pedestrians and explains that while a cycle path may be compulsory for cyclists, it is not forbidden to walk on it (especially in the unusual cases when there is no separate walking path).

Strange but true: wheel chair users are also cyclists!      Compulsory for cyclists but not forbidden for pedestrians

Being truly "inclusive" and providing for all its members is one of those things which marks a mature and responsible society. In the Netherlands, cycling is truly something for all, just as it should be.

Where cycling is only for a brave or "foolish" few, it remains a minority interest.

Everyone cycles

The Steco Baby-Mee is designed to safely carry a baby

Everyone cycles here. Yes, everyone. OK, so I have to admit that's a very slight exaggeration as there is a small minority who genuinely don't, but it's really a very small minority. Officially, 93% of the country's population cycle regularly (every week), and just 7% cycle "rarely or never."

I've only met one Dutchman so far who said he never cycles, and he was a fake - he continued on to tell stories about cycle trips he'd taken a couple of years previously.

Let's take our street as an example.

We've got neighbours in their 80s who cycle, both for fun on the weekend and to go shopping or to visit friends. The stats for the whole country show that even the over 65s cycle for 24% of their journeys, so perhaps this should be expected.

However, we also have very young children in the street, some born just over a year ago, and when they're not riding around the street on tricycles or in the trailer pulled by a big brother or sister, they are seen travelling by bike too. Even the youngest children travel by bicycle - you can buy child-seats for tiny babies in this country, as you can see on the left. It's recommended for four months and up, but I've heard rumours they're also used for newborns.

A Mamafiets with a front child seat with windscreen, a rear
child seat and a device for carrying a pushchair. The bike also
has a sturdy centre stand and an anti-flop steering damper.

There are also special bicycles sold factory fitted for carrying two children together with shopping and which have a special attachment at the back for carrying a buggy. Neither these nor the baby seats are rare devices in the Netherlands.

Some people in the middle of their careers end up working a long distance from home and find it hard to make all their commuting journeys by bike, but everyone here cycles at least some of the time, and a large percentage of them do so daily.

Virtually all primary school age children arrive at school by bike - they need to as the schools arrange trips by bike too. In primary school, children travel independently from an average age of about 8 and a half. Secondary school children cycle up to 20 km each way, most of them continuing even in winter (we were told on a Study Tour that the rate of cycling to a local secondary school drops from 100% of children to 95% in the depths of winter).

Most customers at shops arrive there by bike. Again, this also continues right through winter.

I've never before lived somewhere where people cycled in anything like the numbers they do here. In Assen the average number of bicycle trips per day per person is around 1.2 (It's 0.8 for the Netherlands as a whole - still very high compared with most countries), which explains why it always looks like everyone seems to be riding their bikes.

The environment for cycling here is such that everyone wants to take part. That's how it should be, and how it has been made. It's not happened by accident, but by policy, and the changes over the years have been dramatic. Dutch planners plan for cycling.

The child seat support shown in the photo is available from Dutch Bike Bits. It is manufactured by Steco, who make a large range of items including very popular front luggage racks.