by Reuters
submitted: 2006-07-19
Nude cyclists peel off around Spanish cities
by Reuters
submitted: 2006-06-10
Cars Banned for the Day in Bogota
by Jared Kotler
submitted: 2001-02-05
Air Pollution Adds to European Death Toll
by Reuters
submitted: 2000-09-04
Images from Amsterdam - City of Bicycles
by Miles Poindexter
submitted: 2000-07-16
Dutch Bike School Helps With Cultural Integration
by Ernst Poulsen
submitted: 2000-04-05
Pedicab Drivers Sue Governor Sutiyoso for Operating Ban
by A. Rahman Paul BARTER
submitted: 2000-02-20
Italy Bans Cars For One Day In 150 City Centres
by Loris Tissino
submitted: 2000-02-11
The Dutch Have a Master Plan (for bicycles)
by Don Mathew
submitted: 1999-12-06
Secret to Long Life? Pedal, Pedal, Pedal
by Omaha World-Herald
submitted: 1999-11-21
[6 December 1999] Don Mathew
Not really the last word, of course, but this is the final report on the Dutch Bicycle Master Plan (BMP). This is a fascinating historical look at the history of the bicycle in transport policy of the Netherlands. There are close parallels with Britain, and some lessons learnt that we should take on board. The basic message is 'you can't plan for the bike in isolation'.
As in Britain, early cyclists were abused and attacked. In 1900 cycle activists set up 'bicycle path associations'. The Government introduced a Bicycle Tax in 1923, amidst universal hostility. The Government in the 1930s spent vast sums on roads for a small number of cars, partly as a measure to relieve unemployment.
Between 1950 and 1975 central Government neglected cycling, despite the fact that ownership kept rising. The 'oil shocks' and the rise of environmental awareness changed all that. Cycle use rose by 35% during 1976-1983. Yet setbacks continued. Neighbourhood indoor storage facilities were cut back resulting in a big rise in cycle theft and vandalism.
For ten years following 1975 a new climate emerged. Money was once again available for cycle routes. But experiments in The Hague and Delft confirmed that whilst high quality routes could cut serious casualties and maintain usage, for a sustainable increase 'the simultaneous execution of a policy discouraging car use was necessary'.
Worryingly, the momentum slackened. Central government cut funds and lost interest. A decentralisation of policy to provinces and local authorities meant lack of action. There was no concept of sustainability at the centre of transport policy.
Time for a Bicycle Master Plan
The production of the Transport Structure Plan in 1988 provided the occasion for cycle activists and sympathetic civil servants to get together and press for a new approach, to be called the Bicycle Master Plan. A project manager was named and a steering group set up in 1990. 'Ministry funds were given for courses at local branches of the Dutch Cyclists' Union (ENFB), and for the national bureau to co-ordinate the conversion of national campaigns to local and regional levels'.
There were four key areas of activity:
- The switch from car to bike
- The switch from car to public transport and bike
- Cyclist safety
- Cycle parking and theft prevention
The Net Result
The steering group re-confirmed that 'trip distances influence cycle use considerably'. Thus more intensive involvement with spatial planning, urban regeneration and location policy was necessary. Oddly, for the Netherlands, various key parts of traffic policy including the propensity of car drivers to change modes were still not fully understood.
Probably most crucial of all is confirmation that it is possible to increase use and decrease serious casualties:
'The distance travelled by cyclists 1980-97 increased 36%. During the same time yearly fatalities and hospitalised cycle victims fell by 24% & indeed the average chance of becoming an accident victim per kilometre travelled has been halved for both motorists and cyclists since 1980'.
Moreover, the report is unequivocal that extra levels of cycling contribute to 'improving total traffic safety'.
'The value of the BMP lies less in the results of the concrete projects than in the constant acknowledgement of the existence of a bicycle policy with a clear-cut vision'. Indeed, 'vision', policy, and 'tradition' are seen as key roles in encouraging and sustaining cycle use. The Dutch message seems to be 'keep at it, on all fronts'.
If you require more information contact the
Ministry of Transport
Directorate-General for Passenger Transport
PO Box 20901, 2500 Ex The Hague
Netherlands. C.R.O.W.
PO Box 37, 6710 BA Ede, Netherlands.
source: www.ctc.org.uk