Sustrans were also there along with Dr Adrian Davis (Chair), Dr Fiona Spotswood of UWE & Ed Plowden of Bristol City Council.
I was speaking immediately after Dr Dave Horton, who was one of the team behind the excellent Understanding Walking & Cycling project last year (and blogs wonderfully about it too). I have given public talks on behalf of the Embassy before so I was not only extremely happy to put the our view to Local Government, but also to the general public who attended – many of whom were probably gearing up for a nice juicy Local-Newspaper-Comments-With-A-Dash-Of-Jeremy-Vine-Show-And-A-Twist-Of-Daily-Mailathon. Many (particularly groups representing the Elderly) had a particular and justified grievance against that doyen of local media, the pavement cyclist.
They were a bit taken aback when I started showing them what has been achieved overseas. In my allotted 15 minutes, I was able to convey the fact that; bicycles, pedestrians & motorists don’t have to be in constant gladiatorial combat with the correct provision and planning, that the economies and societies of the Netherlands and Denmark did not plunge into anarchy or boarded up ruin by designing the private car out of town and city centres and that providing inviting conditions for walking and cycling as valued modes of transport means all ages and abilities can get around equitably and without fear or the need for safety wear to mitigate that fear. This to me is the mark of a civilized society.
RESEARCHERS have called for improvements to cycling conditions in Bristol, which they say could solve the problem of cyclists using pedestrian walkways.
Speaking at a council meeting yesterday, they argued that safer cycling networks in the city will help to discourage cyclists from mounting the pavements.
Judith Brown, chairwoman of the Bristol Older People’s Forum, which has been campaigning against cyclists using pavements, attended the Sustainable Development and Transport Scrutiny Commission meeting. After the meeting she told the Post that the council should listen to what had been said and change its “inadequate” policy.
Five experts addressed the public meeting and backed an investment in infrastructurethat would pull cyclists away from the pavements and avoid conflict.
Dr David Horton, a sociologist focusing on cycling, said that his research showed how potential cyclists were put off by “terrifying” road conditions. He said: “Too often words like ‘petrified’ and ‘terrified’ crop up in surveys when people are asked why they don’t cycle around town.
“In urban Britain, at the moment, we are really struggling to provide for cyclists. There’s a real mismatch between policy and practical work leading to improvements.”
Jim Davis, chairman of the cycling embassy of Great Britain, said that planners should look to examples in Europe, where the provisions for cyclists make travelling by bike more “normal”.
He added that the changes abroad had also led to less conflict between pedestrians and cyclists.
Leading the debate, Adrian Davis, a public health and transport consultant, said: “There’s no doubt that the debate in the city is often very polarised. We want to move on from this by looking at the harsh realities.”
Following the meeting, Mrs Brown told the Post: “I think the council has to think seriously about its inadequate policy for all.
“As Bristol is a cycling city, the council must think how it accommodates them properly.
“What countries have done in Europe looks promising and it’s certainly worth thinking about how they can make life safer for everybody.
“I’m going to take this away to digest and tell my members.”
Mark Bradshaw, a Labour councillor and chairman of the cross-party commission, said: “What we are trying to do is get a bit more recognition and understanding about the cycling debate.
“Whether you are a cyclist or an elderly person, your views are just as important and valuable.
“As a commission, we want to share this with the rest of the council and with their officers.”
A common argument against having high quality cycle infrastructure is that there is ‘no political will’. That’s certainly true but political will comes from a mandate from the masses and how can the masses get behind something they don’t know about yet? The assembled audience had no idea what was being practiced abroad with proven success (why should they know?) and, when presented to them in a non-campaigning way that they could understand and buy into, they realised that if there had to be an ‘enemy’ it certainly wasn’t cyclists, pedestrians or motorists – it was the transport system we all have to navigate on a day-to-day basis. Society has simply been playing the cards that have been dealt them by successive Governments. And for decades the British deck has been stacked in favour of unfettered car use.
What the Netherlands did was to essentially prize apart the different modes of travel and put them back together into a coherent, integral whole. We seem light years away from even grasping the fact that, to make a decent, equitable, sustainable transport system you need to make the simple modes of transport simple and the complex modes of transport complex. Convincing the British public that this works could be simpler than we think. We just have to give them the correct information for a start.
Here’s a challenge for you – go to any shop selling newspapers and magazines and try to find anything of substance regarding bicycles as transport. Sure, you’ll find lots on the subject of cycle sport from time trialling to triathlon to mountain biking to leisure riding but nothing on just riding to the shops. That’s because it would be commercial suicide to attempt such a thing – cycling as transport should be a boring, humdrum activity as opposed to a particular ‘lifestyle’ or activity filled with thrills and spills requiring the purchase of specialist kit. In Britain however, we don’t do boring and humdrum. Cycling is all about ‘FUN!’ or ‘Olympic Legacy!’ if you like.
When I visited the Netherlands on a David Hembrow Study Tour last year, I baffled the locals by getting my camera out and taking photos of the cycle infrastructure (at least, I hope that’s why they looked baffled). They simply couldn’t grasp why someone would want to take pictures of something that was, to them, so boring and taken for granted, or photos of them doing such utterly routine stuff like going to a cafe to meet friends, going to school, or to the shop to top up a mobile phone. To be honest, my wife would have agreed with the Dutch. I’m going to be 40 in November.
The fact is, in Britain, going to a cafe to meet friends, or to school or to the shop to top up a mobile phone are not regular activities undertaken by bicycle. Cycling around a forest or seafront or reservoir are activities undertaken by bicycle because it’s ‘FUN’! And you can buy a magazine to assist with all the tips on high-tech equipment to ride and wear (including racks to mount your bicycles to your car to go to that forest or seafront or reservoir). After all, adults and children are advised to get training and read a large manual of advanced techniques before really tackling British roads to go to a cafe to meet friends, go to school or go to the shop to top up a mobile phone.
In the Netherlands [and I would imagine Denmark also], all this boring, humdrum bicycle as transport stuff goes on, and yet they still manage to have an intensive and varied cycle sport scene. They have Road Cycling and Cyclo-Cross and BMX and Track Cycling and Mountain Biking and Human Powered Vehicles (yes, dear Reader, I did write Mountain Biking). See? In cycling terms, even in Europe they know how to have ‘FUN’!!!
It would be easy at this point to say something along the lines of, ‘well, at least the Dutch and the Danes know where to draw the line between sport and transport’ but that would be the wrong, and blatantly untrue distinction to make. Whilst I was cycling around Groningen and Assen on their bicycle infrastructure, our group was frequently overtaken by individuals or groups of cheery club cyclists in full kit on road bikes. However, because we were going through towns and villages where any infrastructure and population was obviously at its most dense, I found that although they were travelling quicker than us, it was respectfully quicker. They were always travelling at what the Starship Enterprise would call ‘Impulse Power’. The distinction I found, and I stress this is based purely on what I observed, is that they were cycling as though they still had a debt of responsibility where people were, the same as motorists. If they just kept their legs ticking over at a not unpleasant speed [for them] they knew they would be able to open up the speed later in their ride (particularly as Dutch Infrastructure is about segregated ROUTES and not the usual British misinterpretation). The point I wish to make is that the bicycle infrastructure provided is suitable for everyone – not always perfect, but more pleasant and often more direct than the road. It’s perfectly possible to travel at speed too.
The Dutch and the Danes know how to have ‘FUN!’ But they also know how to get to the shops and their children to school correctly.
The problem Britain faces is multi faceted but I’m going to quickly focus on two; Firstly, is the fact that practically every piece of bicycle infrastructure designed and implemented to date is diabolical, and one cannot blame the hardened experienced ‘FUN!’ loving cyclist for being deeply sceptical. If motorways were designed in the same cavalier fashion with piecemeal budgets, minimal consultation and guidelines that are readily ignored, then both driving and cycling on specific infrastructure would be ‘FUN!’ but in a white-knuckle, terrifying fairground ride sort of way. I personally think that level of excitement should come from inside a library book as opposed to cycling to the library to get that book.
Second is the fact that we are spectacularly awful at separating the ‘sport’ from ‘transport’. Some Britons like to think that by cycling to work, they have left the ‘Rat Race’ but all they’ve done is lock themselves into new one of their own construction. Consumerism finds a new and unexpected outlet with all the kit, cameras and, thanks to applications such as Endomondo, a smart phone negates the need for a cycle computer telling the rider everything from average speed to how many calories were burned each trip. A daily gauntlet has been thrown for the quick and the brave with a great deal of risk taking. The thought of ‘Going Dutch’ or ‘Danish’ horrifies them as they cling to the some divine right to the road. A right that has been effectively lost to the majority already.
I personally believe that there needs to be a standard in bicycle infrastructure that acts as a quality benchmark as opposed to guidelines that currently exist which, although are quite good, are all too easily discarded in the name of budgets or just simple lack of understanding of the bicycle as a mode of transport. There needs to be continuity, quality and more than a nod to what has enjoyed proven success in Continental Europe. A Standard that is suitable for every type of bicycle and caters for every type of rider.
There should never be a magazine about mass cycling as transport because it should be the routine, everyday thing you do to get to equally routine activities or more exciting adventures that start as soon as you walk away from a safely locked bike. Mind you, if there was such a magazine, I’d probably subscribe to it. I’d keep it hidden from my wife though. One must maintain an image of ‘FUN!’
Just before I set off for David Hembrow’s Study Tour in The Netherlands late last year, people jokingly said to me, ‘don’t forget to put aero bars on your Dutch Bike’. I thought these were quasi-hilarious jibes about the aerodynamic qualities of my Dutch Bike or lack thereof. It wasn’t until I was enjoying a coffee and looking out of a delightful Dutch Bed & Breakfast window one morning that I actually understood what they meant – amongst the legions of young people cycling to school and college were bikes with aero bars fitted onto them. Although they were probably to assist in persistent headwinds (as some students cover quite a distance on their commutes from outlying suburbs and villages), they were also remarkably handy for resting ones arms on to use a smartphone for social networking – an essential pre-requisite to youth. Indeed the infrastructure provided allows all ages to cycle in groups and chat away which is social networking at its best. There were no shouts from motorists, and I assume no-one froths at the mouth in the local or national newspapers either. Basically, the Dutch have created an environment where their children can be children and don’t have to pay anything like the ultimate price if they make a mistake. I think that’s very honest, civilised and quite incredible.
This situation came at a cost. The Netherlands and the UK both saw widespread decline of the bicycle from the 1950’s as the car became the symbol of modernity. A lot of old cycle infrastructure was ripped out to make way for such progress. The result? In 1972, a total of 3264 people were killed on Dutch roads, and in 1973, 450 road deaths were of children, mostly travelling to and from school. Since that point, and partly due to the launch in 1973 of the ‘Stop De Kindermoord’ (‘Stop the Child Murder’) pressure group along with the OPEC fuel crisis, the Dutch gradually took the decision to return to the bicycle and acknowledge that the car has its place but people come first. Nearly 40 years on and Britain is still struggling with this concept to its detriment. More on ‘Stop de Kindermoord’ can be found here, here and from this excellent film.
If the Famous Five went for a bike ride in today’s Britain, they would find a landscape ripe for adventures, but not necessarily children’s adventures. If they were actually allowed out in the first place on their own, there would still be the odd patchwork quilt of fields and woods to enjoy (but not to play in of course. They’ll only create trouble). Swallows, Sparrows & The International Space Station would see our pubescent peloton venturing down country lanes due to their Hi-Viz and helmets. The motorists won’t of course as they steam through at jolly impolite speeds. Eventually, sweaty and defeated at trying to have adventures in a Britain ruined by ‘progress’, they head home for lashings of Ginger Beer. Or Crabbie’s, probably.
I fully appreciate why people feel compelled to wear cycle helmets in today’s hostile British road environment. However we must strive to create conditions where helmets and protective clothing are seen as irrelevant as opposed to essential. If adults currently feel compelled not just to wear cycle helmets and high visibility clothing but also to put surveillance measures on their helmets in the form of cameras, then what hope is there for our children wishing to simply cycle to school? It is not really the most cordial invite to a mode of transport that should be everyday, safe, even a bit boring and not classified as an extreme sport.
Note, that like the Cycling Embassy of Great Britain, or indeed CycleNation and CTC, I am not anti-helmet but anti-compulsion for cycling as transport. On this, all cycling groups stand united.
However I have a confession to make; when I cycle with my two and a half-year old son on the Dutch Bike, I put a helmet on him. I do this not because of safety concerns but because I feel that I look like a bad parent if I don’t with scathing looks and comments (mainly from people who don’t cycle yet but do like writing letters to local newspapers due to anger management issues from not cycling). I don’t wear a helmet for the simple reason that when I used to wear one when commuting from Morden to Camden Town in London, it was like a subconscious cloak of invincibility. As a result, I put myself in road positions that were at best, daring. At worst, lethal. I’ve often observed since that people who wear a helmet ride as though they will need a helmet. Without a helmet, I don’t put myself or any passengers in that danger in the first place. Also when off the bike, my son has received more bumps to the head than Laurel & Hardy in his short toddling career. I assume I’m a bad parent for not keeping the helmet on him at all times but curiously no-one seems to be having a serious debate on this.
I’m now going to give out a piece of information that I think has been lost in this debate but it always helps to remind ourselves.
Children don’t always do what you tell them because they are children.
Imagine that helmets were made compulsory for children under the age of, say, 16. One day my son will want to cycle to a local shop to buy sweets, just like his Dad used to years and years and years and years and years ago. He may realise that his cycle helmet is upstairs in his bedroom and he just can’t be bothered to get it as the shop is only 5 minutes ride away. Even if I made him put it on, there’s nothing to stop him taking it off again when out of sight because it doesn’t look cool (or whatever the word is these days). If you didn’t do anything naughty or without your parents knowledge when you were younger, then you are deluding yourself. So, he cycles off without one and because putting helmets on everything and hoping for the best allows the powers that be to ignore the real issues of road safety, he gets hit by a real issue in the form of a car. Not only would we have the emotional turmoil of an injured child (or worse) but also the legal and social ramifications of him not having a helmet on. This to me is needless insanity, especially allied to the fact that the real answers for keeping children (and indeed all ages) safer, are a simple ferry trip away.
There is of course excellent cycle training available in this country. I did so well in my cycling proficiency in the late 1970’s, I got a copy of the Highway Code as a prize. The bicycle is a very liberating experience for a child and Bikeability (as it is now known) is enjoying a large takeup today. However, a report was published in March this year that you probably haven’t seen. It was written by transport consultancy, Steer Davies Gleave, for the Department for Transport called Cycling to School
This is from the conclusions,
‘Overall this report shows the level of children cycling to school in the last five years has remained stable. There have been small increases in the actual numbers of secondary school age children cycling to school between 2006 and 2011 across the UK. However, this has been almost matched by a very small decline in the proportion of primary school children cycling to school.’
Where there were rises in Secondary Schools, there had been a concentrated efforts on cycle training in the Primary Schools that feed the Secondary Schools in question. There are of course all kinds of variables & factors to take in account when viewing the data. Generally however, I believe that a lot of excellent training is going to waste. We can train all the children we like to cycle on our current road system but if it looks dangerous (especially to the parents) or there is one close pass from a motorist then that, as they say, is that. The bike heads off to the shed to come out maybe at officially sanctioned events such as the Sky Rides or Boris Johnson’s latest elegant parlour trick to avoid addressing the real road safety issues, ‘Ride London‘ – the biggest irony being that although a safe traffic free environment is created, helmets and hi-viz are de rigueur.
Here is a film by Mark Wagenbuur of children cycling to school in Culemborg in The Netherlands. I just want to show this as it deftly addresses the issues touched on in this post; no safety equipment (even students occasionally giving friends a lift in on their rear racks – could you imagine that happening here?!), cycling as groups for greater social safety and also quality time to chat and share gossip. Above all decent infrastructure, that goes where people need it to go, combined with 30kph roads to create segregated routes (ie routes that could not be completed or would take longer by car).
We have created a nation that is still debating 20mph where people live. A nation still debating curtailing someone’s right to drive like an idiot around others. A nation still building cycle infrastructure that is often a dangerous insult whilst ignoring examples that work probably due to fear of cost despite continuing to build ever more expensive and intimidating streetscapes. A nation that expects its young people to stick on a helmet, some hi-viz and hope for the best. I think that’s spineless, uncivilised and quite despicable.
Children will be children. It’s a pity that the adults are behaving even more childishly.
It is a wonderful time for sports cycling in Great Britain; Bradley Wiggins has become the first British cyclist to win the Tour de France with Chris Froome enjoying an equally unprecedented second place. The hard-working men and women of Team GB are no strangers to success in Olympic events and so it has proved in London with medals on the road and the track with performances to give inspiration to all.
Wonders like this don’t happen by accident as other nations are already comfortably aware; This was never about ‘plucky British underdog spirit’. This was about the right talent, the right coaching staff giving the right strategies, confidence and belief and the right mechanics working on the right machinery. Above all, what we have been witnessing over the last few years is what consistent and focussed investment actually looks like by people who know what they are doing and care.
Norman Baker MP (Parliamentary Under Secretary of State for Transport) proudly trumpets the fact that last January he announced the Local Sustainable Transport Fund to the tune of £560 million (which has recently been increased to £600 million) as well as £15 million specifically for cycling infrastructure projects at railway stations to link communities and centres of economic growth. He has also recently announced a further £15 million cycle safety fund to help local authorities deal with high risk junctions.
These are undoubtedly large sums of money. I have no trouble with Norman Baker MP, nor do I doubt his overall commitment to cycling. However, I do have trouble with the fact that Local Authorities have been bidding for this money and are going to oversee the spending of this money. Put simply, the Government is giving sums of money for ‘Active Travel’ projects to people who largely haven’t a clue about the benefits of cycling as a mode of transport or don’t actually care about cycling as it gets in the way of more ‘serious’ modes of transport. Moreover, cycling design guidelines at local level are treated with the same professionalism and reverence as Dr Seuss. Meanwhile, The Netherlands or Denmark with their proven success are regrettably filled with foreigners so nothing they do must ever be considered, let alone copied. As a result, we end up with what we’ve seen for many years; inconsistent and unfocused investment by people who don’t really knowwhatthey aredoing or don’t care.
I don’t see this as a recipe for the same delirious success as Team GB.
In a way, it is good that Local Authorities have had to bid for pockets of money. By tendering for funding, we get to see the projects that they have in mind and therefore some sort of benchmark for local active travel groups to monitor (hopefully, they would also have been involved in the consultation). The problem lies in the precedents already set by Local Authorities which are a bit lacking in quality. Actually, most are appalling. Generally, the only time bicycle infrastructure works well in Britain is more by accident than by design; usually a converted pre-Beeching railway line or upgraded coastal path or promenade. Even then, because we never seem to be able to think in terms of network and linking stuff, people will often drive to it with their families if it offers the premise of inviting, quality traffic-free cycling.
The simple fact is that nice things cost money and, funnily enough, that includes cycle infrastructure. Why not pay more for a network based on principles of proven success such as The Netherlands and Denmark that people can and would actually use. It has to be better than our current sporadic and, by comparison to Mainland Europe, amateur looking attempts to solve a car-choked problem that has become too big to solve with pockets of cash dotted around Local Authorities that clearly need better guidance from Central Government on how to spend it.
If this country can even begin to consider schemes such as High Speed Rail, or an entirely new airport for London, then there is no reason why we can’t consider thinking big in terms of providing a consistent quality network for the bicycle with its excellent rate of return in terms of jobs, transport, health & well-being, greater freedom and subjective safety – especially for more vulnerable sections of society, increased social safety and reduced emissions. If Local Authorities are going to be the agencies providing it (which I’m not actually against believe it or not), then the guidance and funding from central government has to also be high quality, strong and consistent. Nice things cost money, even for a mode of transport so simple, egalitarian and cheap.
Last Monday night I was sat on the floor in my Kitchen putting a new inner tube and front tyre on my Brompton. I set a new personal best by only swearing twice as I put all my ‘manly’ effort into levering the tyre over the rim – which felt like my attempt to push over Stonehenge whilst on a family trip aged 4.
I enjoy a little bit of bicycle maintenance from time to time, but only a little. Actually, if I was really honest, I’d rather pour a nice glass of deeply refreshing beer, sit back and relax in the knowledge that someone else is doing it and that I’m doing my bit for the local economy – and Worthing has some excellent local bike shops. Last week, the chain snapped on my Dutch Bike whilst sauntering along the seafront (still a few miles from home) just as the Heavens decided to provide Niagara Fallsian levels of precipitation. I could have tried to fix it, removing the chaincase piece by piece, getting colder and wetter and miserable. Instead I tethered the bike at the nearest Railway Station (as the peak time bike ban was still in force), discovered a pub I’d never seen before and had a very reasonably priced and tasty pint of ale with chatty locals after booking the bike in to a local shop. A bit of an inconvenience but it’s my main mode of transport and it’s still way, way cheaper than motoring.
If we can assume for a moment that a barrier to people not cycling in the UK is lack of confidence on our Nations roads and cycle infrastructure designed on a faulty Etch a Sketch, then a lack of confidence in cycle maintenance must also be added to the list.
If your car breaks down, you have the safety of a metal box to lock yourself in whilst a breakdown recovery service can come and carry out the work required or get you home if necessary. You can be a car owner without having to know the slightest thing about how it actually works beyond where the various fluids go and where to put some air from time to time. The motorist is divorced further from the workings of their machines by the fact that they now need specialised computers to ‘diagnose’ any problems or faults. In the past, to open a car bonnet in the village where I grew up would be to attract the attention of every man within a 5 mile radius, each with their own ‘knowledge’ and ‘experience’ to offer, even non-car owners. Nowadays, motorists have to endure the qualified mechanic or ‘Diagnostic Centre’. I personally dread this; partly because I barely use the family car so the cost always seems out of proportion, partly because I speak like a BBC Radio 4 Continuity Announcer which seems to invite an extra ‘0’ to the final total and mainly because the cretins know they can say what they like and I sagely nod my head to anything because in reality I simply don’t care.
To a general public now completely divorced from car repair (or most sorts of domestic appliance repair), to speak to them about bicycle repair is to speak to them about the life of Alan Titchmarch in Esperanto. Later this year, Bike Week will be held where local cycle organisations & campaigns get their time to shine by holding cycling related rides and events. Usually at such events is what’s called a ‘Dr Bike’ stand, where the public can get their bikes checked out by a friendly & knowledgeable volunteer. Personally, I can remember looking with horror at such events as parents would turn up ensuring that their children had the latest safety equipment such as brightly coloured helmets and hi-viz but had neglected to notice that the brake blocks were missing. Buying safety equipment is of course easy and instantly demonstrates to other parents that they carewhilst beautifully covering the death trap issue.
One solution would be to give more choice to the public of a type of bicycle that has been around for a very long time and is still more relevant for the majority of journeys that they would take. Dutch Bikes and roadsters built for sheer utility are, as a rule, incredibly low maintenance as gears, brakes and chain are enclosed. I have barely had to touch my Batavus Old Dutch in a year and a half of hard use (chain and rear tyre aside), doing 24 miles a weekday plus weekend duties and being left outside in all elements allied to a salty sea breeze.
Here are selected extracts from the response I got from David Hembrow
‘……There are just as many ‘cyclists’ here as in any other country, and they’re just as likely to do their own maintenance.
All my “cycling friends” do their own maintenance, and they all ride around with tools and spare tubes etc., though some may take more difficult jobs to a shop.
However, because of the wide demographics of cycling in the Netherlands, many people who ride bikes in the Netherlands, including many who ride long distances regularly, simply aren’t the sort of person who likes mucking about them. These are the people who perhaps wouldn’t ride bikes if they didn’t live here.
Many people have a bicycle shop which they use regularly, and Dutch bike shops offer “spring maintenance” deals and such-like, so that many people take their bikes into the shop regularly as they would a car for an MOT test. Such a test will typically include an all-in price to repair minor items such as cables or brake pads, but you’ll get an extra bill for more expensive parts.
There’s a definite demographic/class split between the “ride the bike into the ground” types (students etc. I’ve even seen a student in Groningen riding a bike which no longer had handlebars) and those who ride very nice bikes which are well maintained (bank managers etc.).
The time before that was when my ‘fast binders’ snapped while riding and got so entangled in the back wheel that it couldn’t even turn anymore, that must have been a year before that. So I’d say it comes in the shop about once a year and I try not to touch it other than that. But I do fix little things, changed the batteries of my back light and just last week the saddle got loose and the front suddenly pointed upwards… very unpleasant… had to unscrew a screw, put it horizontal again and then I fastened the screw again. The sort of things you don’t get your hands dirty with.
I would fix a punctured tire, but the last time that happened to me must be over 10 years ago. (and tomorrow no doubt… when you say such things).
The ‘s-Hertogenbosch bike is a similar story. I doubt that one has been in the shop in the last two years. It is 27 years old now I think. But I did some maintenance on that one… The original dynamo was slipping and that was because it didn’t turn so well anymore. When it snowed I didn’t have any light anymore. So I bought a new dynamo and actually exchanged it (two screws and two wires I think, about 10 minutes). Before that I actually put it upside down one day… I had to. There was something wrong with the chain for months but the noise it made became audible on the videos… I was too lazy to get it to a shop but one day I got brave and put it upside down. I opened the chain guard (I actually understood how to do that) to find a meter of ribbon people put around presents entangled around the chain and back wheel. I cut it loose and took it out and actually put some grease on the still original chain. Closed the chain guard and it was like new again… That must have been the most elaborate thing I ever did to any bike I ever owned…
So… really not much I do, but I do fix little things sometimes. But the bikes are so low maintenance that you hardly ever have to do something. I do not use services that you can call. I live within walking distance of several workshops. So I can pick and choose. Same in Utrecht. Even the parking facility there offers repairs.
He goes on to state that his partner owns a Mountain Bike which has to be serviced far more than any Dutch Bike (and gets constantly teased about as a result). This is because if you introduce 24 more gears, you introduce more components and more chances for things to go wrong. I own a Mountain Bike because I’ve always loved it, racing my Muddy Fox Courier as a child. I still like to potter along the South Downs Way and other trails around Surrey, Hampshire and West Sussex. However, there are many out there that would just like to go to the shops and get a pint of milk and thankfully there are a more few utility bikes coming on to the market, offering low maintenance, simplistic ways of getting about.
I leave you with a rare treat from the British Council film archive. Good to watch with a Gin and Tonic instead of tinkering with bikes in my humble opinion. Most of the country thinks the same way 🙂
How a Bicycle is Made (1946)
A Bicycle Factory ‘The process of manufacture is traced from the beginning; the design on paper and the raw materials. We see what goes to make the steel tubes of the frames, the handle bars, the gear wheels, the pedal cranks, the pedals, the spokes, the wheels and the hubs, until at last the complete bicycle is ready for testing.’
‘Hazards are sometimes classified into three modes:
Dormant – The situation has the potential to be hazardous, but no people, property, or environment is currently affected by this. For instance, a hillside may be unstable, with the potential for a landslide, but there is nothing below or on the hillside that could be affected.
Armed – People, property, or environment are in potential harm’s way.
Active – A harmful incident involving the hazard has actually occurred. Often this is referred to not as an “active hazard” but as an accident, emergency, incident, or disaster.’
The Times, as part of its excellent ‘Cities Fit for Cycling’ (#cyclesafe on Twitter) campaign, has created a map where people can select a particular area and plot specific junctions, roads or routes that they find hazardous for riding a bicycle whilst stating why. Already plotted are places where a hazard has become an accident, emergency, incident or disaster (based on Department for Transport’s 2010 data).
They [sadly] only need a few more to make it to the 10,000 entries milestone so I urge you to go online and have your say. If you can, have your say on major thoroughfares such as Trunk Roads near where you live that you might ride as they are the most direct routes but won’t due to the perceived risk involved from high speeds to traffic volume. Bicycle riders are entitled to use these, despite many being Motorways in all but name, but because they lack high-grade separated paths alongside them favouring instead rather ‘optimistic’ bicycle signage at slip roads, subjectively they are as practical, comfortable and family friendly as an Annual Naked Bike Ride across Siberia. You won’t find many pinpoints on trunk roads like the one close to where I grew up (A3) not because they’re safe (although with decent sight lines, steadier curves and gradients, in theory they should be) but because only the quick and the brave will use them.
It has been organised by a diverse [and lovely] group of cyclists from around Scotland (including the Cycling Embassy of Great Britain Secretary, Sally Hinchcliffe) following calls in the Scottish parliament for action on the Times campaign. They request your presence at the Meadows at 2pm for a 3pm start to cycle a 1.5 mile route to Holyrood, before a mass picnic. There will be ‘feeder’ rides from outlying areas of the city. If you are Scottish or just happen to be living in Scotland but above all care about cycling in Scotland, please attend.
On the same day in London is The Big Ride
This is part of LCC’s ‘Love London, Go Dutch’ campaign, calling on the Government to place the same emphasis on cycle safety as they do in the Netherlands. They have a petition which, at this time of writing, has amassed 33,797 signatures which is a marvelous effort from LCC staff and all the volunteers that have been out on the streets gathering support.
They’ve even made a film…
To add to the long list of things to protest about, The Times reported on the 16th that John Griffin, the founder of Addison Lee, wrote to his 3,500 drivers telling them to use the restricted lanes and promising to pay any fines incurred. This is part of an ongoing campaign for private hire vehicles to use bus lanes. This story has already received good coverage in CycaLogical and Cyclists in the City. Lest to say, when I lived in London I used to cycle to Camden Town from Morden and then Brixton every day, I found Addison Lee drivers to be the most memorable, often driving like the Blues Brothers on Amphetamines. They still stick in my mind, years later.
And, on the subject of sticking, the BBC reported earlier this week that a study has found that traffic pollution kills 5,000 people a year in the UK, with 2,200 in London. What is Boris Johnson’s solution, I hear you cry (or choke). According to this excellent post from Vole O’Speed,
This week has been a real reward for those of us that ride our bicycles through all seasons. The clocks went forward to usher in British Summertime meaning no need for lights anymore and we had the sort of sunshine and warmth that made you insane if you weren’t on a bicycle.
Continuing on from my earlier post, I’ve taken some movie footage of the works going on just round the corner from my day job which I’d like to share with you. I’ve made some crude annotations using YouTube’s video editing facility as another five minutes with iMovie would have meant me smashing up my laptop whilst giggling like a maniac.
The first film is of the first section heading east to west. Dyke Road to Upper Drive.
You will note that the top section in particular is very much a work in progress and none of the junction works have been carried out yet along the whole route.
Here is the second film from Upper Drive to The Drive which is a very pleasant width.
I will keep stressing how crucial it is to get junctions right for a couple of reasons; firstly because I have yet to see one done correctly in Britain that contains safe motor vehicle, bicycle and pedestrian movements and also because of the next two films.
Getting segregated infrastructure along the wide sections should be the easy win, particularly when one considers that not one mature tree had to be removed. A bit different to this shocker from Grimsby which should just be placed in the ‘What The Hell Were They Thinking’ category.
The path here is far narrower with an elevated segregating kerb in places, even stopping for a pinch point (or, to use Council vernacular, ‘Pedestrian Build Out’). The point I’m making here is cyclists at the moment have to indicate and then try to maneuver back into the motorists consciousness across two lanes to make a right turn. I would imagine that this has put many cyclists off using this facility at all – it’s great if you are heading north-south, or wish to make a left turn. It is even worse heading north from the sea as it is uphill and so the speed differential is even greater between motorist and cyclist when a right turn is attempted. This is a critical deal in view of the fact that, for children wishing to get to the new [Old Shoreham Road] path from the old one [The Drive/Grand Avenue], they will have to make a right turn. Forgive the Ford by the way, the driver of which was caught helplessly out-of-place when the Ambulance shot through the junction. Anyway, let’s continue…
Here, we see that not only do cyclists have to move out considerably to make right turn but also from behind parked cars and large refuse bins. Let’s go back to the junction in the Netherlands that we encountered in my last post
Here we see one separate phase for all bicycle movements negating the need for ASL’s or having to move across lanes of traffic. Cyclists in this instance making a right turn (or left turn over here) don’t even have to enter the junction as it’s part of a high quality bicycle network. Many bicycle traffic lights in the Netherlands are triggered by pads so all the cyclist has to do is roll over it on approach to trigger a green light (more on traffic light controlled junctions in the Netherlands here). To do the same at the bottom of The Drive/Grand Avenue would involve the cyclist having to weigh about a ton and may therefore have to wait a considerable time before continuing their journey.
I will of course keep you updated on progress. If at completion, a path has been built that shows continuity of travel for bicycles with priority over side roads and a progressive (dare I say Dutch) attitude to junctions, Brighton & Hove City Council can give themselves a pat on the back. Even if there are niggles, they will be minor as opposed to the path being too narrow which would cost too much money and political will to rectify.
It certainly felt more pleasant cycling the nearly completed sections and it was lovely to see children playing out on the street whilst it’s closed to traffic. At the moment, the people coming to look and try it out are children, experienced cyclists and infrastructure nerds like you and me. Getting the rest of the local population to use it, cherish it and most importantly give feedback on it is the critical bit.
It has been used consistently throughout the year come rain, wind or shine on a 24 mile commute from Worthing to Brighton and back. When the trains have permitted, I have ridden it from Victoria Station all around Central London to meetings. It has become my people carrier, my town bike, my commuter transport, my campaigning vanguard but also a glimpse back to what riding a bicycle should be like in supposedly civilised times, and could be again.
The bike I purchased in question was a 2009 model (unused) Batavus Old Dutch with a Gents Frame. In the Netherlands, a Gentleman’s bicycle is an Opafiets and a Ladies bicycle with step through frame is an Omafiets.
It came with the following:
A Shimano Nexus hub offering 3 speeds – ’slow’, ‘not quite as slow’ and ‘now you’re cruising.’
Hub brakes for minimal maintenance. They probably don’t offer the absolute stopping power of disc brakes but you won’t be throwing the bike around as though you have Red Bull instead of blood either. You happily gave up the right to be a ‘cyclist’ and became an ‘ordinary person on a bike’ when you handed your money over the counter.
Rear rack; A Dutch bike will more often than not have a heavy duty rack on it. I was helping out at a local cycle campaign group event last year and was able to strap my Brompton to the back of the Old Dutch and cycle 2 miles home from Worthing seafront with no fuss. You will need Dutch panniers however as the clasps on an Ortlieb pannier will not fit around the rack tubes. I purchased some New Look Dutch Panniers that are black with little reflective strips on the sides and they stay on the bike at all times (a ‘bag for life’ slips in and out easily).
The heavy rack means that, particularly with the relaxed angles, a lot of weight is going to be applied to the back wheel making it more prone to punctures, especially when laden with shopping or little people. I recommend getting a Marathon Plus tyre combined with a ‘puncture proof’ inner tube especially for the winter months for the rear wheel. This will reduce your rolling resistance further but you will be a lot more confident going out on crappy British cycle infrastructure or British roads where all the crap gets washed to the sides in inclement weather and doesn’t get properly swept away. A Dutch bike with more puncture resistant tyres becomes an all-seasons tank. This is handy because Local Authorities seem to delight in providing army assault courses masquerading as ‘shared use facilities’.
Full length mudguards; I would find it stunning that in Britain mudguards are regarded as an extra if I wasn’t also acutely aware that many are dressed in cycling specific attire anyway so don’t mind getting a bit dirty from puddles or feel that mudguards do not add to the aesthetically pleasing look of their steeds. If more people in Britain start cycling and in regular clothing then you’ll want to start up a mudguard factory if you like making profits.
Coat guard; Whilst I was on a Study Tour of the Netherlands recently with the Cycling Embassy of Great Britain led by David Hembrow, I was quite shocked to hear that one of the most common injuries for children is when they are sat on a rear child seat and get their legs and feet caught in the rear wheel. A Coat/Skirt guard helps.
Chain guard; Keeps the sea breeze and four seasons away from the more sensitive bits (of the Bike).
Kick stand; I still keep forgetting I have a kickstand and lean my bike up against stuff. We British just aren’t used to sheer practicality any more.
Integral lights (sadly battery operated as opposed to dynamo). The front light isn’t at LOOK AT ME! I’M A MOUNTAIN BIKER ON FULL BEAM IN A BUILT UP AREA AND I’VE SPENT £350 TO BE SEEN FROM SATURN levels of brightness but instead is a constant steady modest glow. Still brighter than the Ever Ready range though.
Integral lock: Amsterdammers gave me a chain free of charge to complement the AXA lock. This means that I can tether the bike to a stand as well as locking up the rear wheel.
To amplify just how differently similar Dutch Bikes are in the British landscape, you will notice when you come to inflate an inner tube that they generally come with Dunlop valves. That’s right. None of that presta or schrader nonsense. This bike reminds you that although it was built in 2009, the research and development stopped in about 1959. My Old Dutch came with a pump but most pumps should work on a presta setup with a little brute force and ignorance.
I have also bought a Bobike mini+ seat based on it getting a Mumsnet Best Award for 2011 and a windscreen to protect the sea breeze from my son’s eyes. My 21 month old son and I like to get on the bike on a Saturday afternoon and slowly pootle through Worthing town and along the promenade. There is an excellent children’s play area at the western end of the beach now and I can put a Toddlebike on the back (review LONG overdue but in a word: Brilliant) along with a snack, drinks and nappies in the pannier. The bike now has a big shiny two tone bell (from Hembrow’s Dutch Bike Bits) which my son likes to use all the time with utter hilarity. When people see us with this typically Dutch set up, we always get smiles, waves and murmurs of ‘now that’s a good idea’. We’ve even been stopped and engaged in conversation by people curious as to where we got the seat from. Wonderful stuff and always a bit of a surprise for them that we didn’t get the windshield from Mars but a nice independent bike shop in Britain.
In total my expenditure on the bike (including accessories, a service and a tyre replacement) has totalled no more than £650 across the year. An annual season rail ticket between Worthing and Brighton is now £1448 if paid up front. Its £139.10 for a monthly season ticket (or £1669.20 per annum) or £36.20 if paying weekly (which works out at a whopping £1882.40 per annum).
Strangely, I seem to have become more difficult to buy birthday and Christmas presents for. In the past I was a ‘Cyclist’ and therefore easy to classify. Now I am ‘person that happens to ride a bike’. This has annoyed some loved ones (in the nicest possible way) as before they could content themselves with getting me an annual subscription to Cycling Plus or an item of cycle clothing or a book about climbs of the Tour de France. I’d still be happy with any of those things. In fact, any present will do these days. I’m turning 40 this year so beggars can’t be choosers.
Dutch Bikes and Roadsters are clearly bikes that hark back to a more civilised age whose return is long overdue. However, riding a Dutch Bike in Britain sometimes feels as though one is trying to continually fit a square peg in a round hole. It’s a bike for laid back safe and slow riding yet when put against the backdrop of a typical British rush hour the temptation to ride faster is compelling, as though one is being goaded back in to the rat race. It is practically impossible to be calm and serene in modern British road conditions. When you do hit a quiet spot, free from motorists driving continually as though they are fleeing a crime scene or on a weekend where the pressure’s off and the clock ticks a little bit slower, it all starts to make sense. Although the Old Dutch weighs about the same as the late, great Barry White , on a seafront path with a slight tailwind, the miles purr deeply away in a beautifully relaxed fashion. I defy anyone not to smile.
There’s a section of National Cycle Network route 2 on my commute that runs past Widewater Lagoon, Lancing and on a beautiful clear evening you can slowly cruise along the traffic free path and see light aircraft flying across at low altitude from the sea on their landing approach to Shoreham Airport. Sometimes I’ll slow right down and suddenly the sea breeze whistling in my ears is replaced by the sound of crashing waves. Why more people don’t get an upright bicycle (or any bicycle, let’s not be picky) and feel the exhilaration, freedom and sense of achievement of riding it from one place to another through all the seasons with all the rewards (and occasional challenges) that it brings is quite beyond me. Having said that, a couple of days ago I was pedalling home from work in dark, murky January fog that had rolled in from the sea with a fine drizzle and slight tailwind. It felt as though I was being slowly propelled through the soul of Nigel Farage.
You get a lot more time to think when on a Dutch Bike or roadster, as you may have gathered.
We Britons love the idea of sharing space. Well, other people’s space. We love to come up with holistic transport solutions through these shared spaces, sometimes incorporating an architects sketched vision of roads reduced to near emptiness, an extra tree or two and everyone walking and driving with a sense of equality and good cheer toward their fellow humans, maybe pondering where to buy their next latte or iPhone.
Exhibition Road in west London is a prime example (as shown above). The blog ‘Cyclists in the City’ summed it up beautifully for me with the headline ‘Sustainable Travel in London means spending lots of money to make car parking look prettier’ . It manages to acknowledge without commiting to removing the danger that you’d expect in an area of London where a very high tourist footfall for the wonderful museums nearby meets Transport for London’s commitment to cramming as much ‘smooth flowing’ traffic as it can through Central London (presumably for a bet – I’m running out of ideas as to why they are behaving the way they are). Instead it seeks equality by changing the surface treatment, adding street furniture and, in some cases, removing the split level between road and pavement. Its trying in effect to create a level playing field for all users. This is all very well, and I salute the intentions, but the day motorists think they are equal with other users will be the day when Hell freezes over, or introduces its own shared use facility.
In creating a shared space, an area has been created where groups such as the visualy impaired can feel far more vulnerable and their voice can easily sway the powers that be in a country already reluctant to positively embrace the bicycle. Exhibition Road became the subject of a judicial review raised by Guide Dogs for the Blind and in Woking, Surrey, cycling is now banned in part from what were shared use cycle/pedestrian areas in the town centre (as covered here by CTC’s Chris Peck in Guardian Bike Blog). Instead of working together, the humble bicycle has again become a common enemy.
Another concept of shared space that Britain will probably get spectacularly wrong is that of the ‘Woonerf’
A new road safety poll has found that the majority (58 per cent) are in favour of holding drivers legally responsible for accidents between cars and more vulnerable road users in pedestrian priority zones.
The poll was taken for road safety charity IAM (the Institute of Advanced Motorists) and quizzed 4,000 people on pedestrian-priority zones. Most were in favour of importing the ‘Woonerf’ zone concept from the Netherlands, used to encourage cycling and walking and designed to be used at walking pace.
Forty eight per cent thought the concept – with no pavements, giving cars, pedestrians and cyclists equal use of the same road space – is a good idea to bring to the UK, while 27 per cent thought they were a bad idea.
36 per cent said the pedestrian priority zones should be located in shopping areas, with a similar amount advocating the zones be installed where there is high pedestrian traffic. 33 per cent said they would be best used in certain residential areas, while 16 per cent said they should be used for all residential roads.
Improved pedestrian and cyclist safety were seen by 49 per cent and 43 per cent respectively to be the most beneficial result of bringing pedestrian-priority zones to the UK.
“Our poll reveals a surprisingly positive attitude towards better protection of cyclists and pedestrians, both in road layout and legal responsibility,” said IAM director of policy and research Neil Greig. “On the continent, attractive street design is used to make it clear where pedestrians have priority but this approach is in its infancy in the UK.
“The IAM supports any move to improve safety for pedestrians and cyclists, but research is needed into the best way to inform drivers about changes in legal responsibility, and also on the effect a Woonerf might have on the road sense of children brought up in such a zone, when later exposed to less protected areas.”
Respected blog Amsterdamize contacted BikeBiz to elaborate on the Woonerf concept: “The IAM’s incorrect about ‘woonerf’ and ‘confuses’ it with elements of Shared Space. ‘Woonef’ only relates to residential streets (home zones). Woonerven (plural) block cars from using it at as through ways, slowing cars down to walking speeds. Pedestrianised (commercial) zones in the Netherlands allow certain vehicles in at certain times (with automated rising pillars). There are more, different models giving priority to pedestrians and people on bikes. There’s no single solution but a range of proven means to pick from, as it goes hand in hand with urban design.”
Essentially, a ‘Woonerf’ isn’t a through route to anyone. Therefore it is easy to reduce the speed to walking pace and create parity between residents because it would be patently stupid and anti-social to have it any other way. The sign in the picture above says it all; there’s a house and people playing outside with the car set at a smaller scale. The car has its uses but it isn’t important in this area – people are.
When the London Cycle Superhighways launched, I cautiously welcomed them as I thought they were a good idea in principle. However, I stupidly believed that they lent themselves heavily on the Danish model (right down to the colour) – Copenhagen had tried creating cycle routes on minor roads parallel to main roads that cyclists were using as they were quieter (a bit like London Cycle Network +) but no-one used them as that was the planners telling cyclists where they thought they should go as opposed to where cyclists were actually going (Mikael Colville-Andersen of Copenhagenize explains this and more in a talk he gave in Melbourne which I urge you to watch. The relevant bit is here). The result is a typically weak British compromise that has now resulted in two needless deaths in three weeks at Bow Roundabout in East London. Painting the same crap Barclays Blue doesn’t change anything – like when Marathon changed to Snickers.
It’s like we’re stubbornly using a Sat-Nav instead of stopping and asking directions even when it’s blatantly sending us miles out of our way creating more delay to our collective journey. I guess in this case the Sat-Nav is a PC with Google Streetview where we can look at a Dutch, Danish or German street and delude ourselves that we can instantly understand the context and can speak with authority on it. All we have to do is stop and ask directions and start a proper dialogue with our neighbours. Now that would be sharing.
Now that the internet has uncovered the realities of cycling in Denmark and The Netherlands and people in Britain have started to discuss what it means to ‘Copenhagenize‘ and ‘Amsterdamize‘ and realised that the cycling infrastructure design and implementation in Britain lags a bit behind the Falkland Islands and London Cycling Campaign members voted to ‘Go Dutch‘ and Norman Baker MP stated that we could learn from our Dutch colleagues and handsome, gifted young men start a Cycling Embassy to eventually start lobbying and exchanging ideas with British, Dutch and Danish friends and more friends beyond, there now follows the desperate period where British people start to speak with sudden authority interpreting what it all actually means such as this latest offering from the Guardian Bike Blog.
To many, ‘Going Dutch’ means having segregation everywhere! There are many British people, who through no fault of their own, are not Dutch or are in any way conversant with the Dutch experience. Thus the very notion of segregation will instantly make people instantly think of their local high street, housing estate or country lane and try to mentally cram in a couple of with-flow cycle paths with separating kerbs. And then dismiss the idea as bunkum.
The fact is that ‘Going Dutch’ does mean having segregation everywhere! But there’s one fundamental caveat; The British assume segregation to mean ‘segregating cyclists from the road to ‘improve traffic flow for motorised traffic’ whereas the Dutch mean ‘segregate motorised vehicles from people to improve movement for everyone’.
Through the years, the British have created a lot of bypasses, relief roads, motorways, urban expressways and the like. The Dutch did the same but ensured that it became an utter pain in the buttocks to get across the town being bypassed in a car, in effect forcing motorised traffic to use the new infrastructure built. The British didn’t and are still paying the price with heavily congested town and city centres. In fact we keep using it as some perverse justification to build more bypasses, relief roads, motorways, urban expressways and the like. Here’s a clip from ‘Hitchhikers Guide to the Galaxy’ made in the very early 1980’s that captures it perfectly.
With traffic where it should be, it then becomes a lot easier to transform areas that were for people into areas for people, giving planners a chance to make cycling and walking very direct, pleasant and safe options indeed. It also becomes less like political suicide to start suggesting things like ‘Strict Liability’, defined by Wikipedia like so,
‘”Strict liability”, supported in law in the Netherlands, leads to [a] 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.’
The fact is that no-one is saying that there should be segregated cycle paths everywhere, not even the Dutch or the Danes. It doesn’t help that cycle infrastructure in this country resembles something designed by someone who really, really, really hates cycling. But to dismiss them arbitrarily because of not understanding their true context in mainland Europe is a cheap shot. Even if they only create the ‘Placebo effect’ to which the Guardian Bike Blog post alludes, I’d prefer that to consistent fines from the EU for failing to meet air pollution targets, or more gastric band surgery or one of the worst road safety records for cyclists and pedestrians in Western Europe (as tragically demonstrated in this moving blog post from Embassy Press Officer, Mark Ames). Now that my Study Tour experience has really started to sink in (which the Cycling Embassy of Great Britain intends to make an annual event), I shall be revealing more over the next few weeks (and years) mainly through the Embassy website as well as addressing further how all this should be taken to a wider British audience that doesn’t know yet how much they love riding a bicycle like previous generations.
I leave you with this ditty I’ve quickly put together for the Cycling Embassy from footage taken by me on the Study Tour and then from my commute to work (Worthing to Brighton) on the Monday morning after returning home.