http://www.aviewfromthecyclepath.com/2013/09/the-school-run-in-assen.html A view from the cycle path Thursday, 5 September 2013 The school run in Assen. Two thirds of children cycle to school in this suburb because it was designed specifically to make that possible It's quite well known that Dutch children cycle to school and it's increasingly well known that the freedom of Dutch children is a good part of why they have such good well-being. The infrastructure which makes it possible for Dutch children to have freedom in safe conditions didn't appear by chance. It is in large part the direct result of campaigning by Dutch parents for better conditions for their children. The same type of campaigning could also pay dividends elsewhere. This is why we have started the Campaign for Childhood Freedom. It's not a "cycling" campaign. While adult cyclists elsewhere would stand to gain much by building of infrastructure as exists in The Netherlands, this campaign is not aimed at adult cyclists. It's quite important to make this distinction. This is for children. Everyones' children. Everyones' children deserve the same advantages that Dutch children already have. Every parent wants their child to be safe, to be able to develop socially, to have friends, to be healthy. All these things are enhanced by the building of an environment in which children can walk and cycle in safety. [SAM_4997] Independent travel is a large part of what makes Dutch children so happy. Note that riding is usually social and side-by-side. [SAM_5015] There's no conflict between pedestrians and cyclists because those who have a shorter distance to travel and walk have separated paths for walking while those who ride a bike have a cycle-path of sufficient width that it's possible for friends to ride together or a mother to give her child a little help. This cycle-path is 3.5 metres wide - wide enough for side-by-side cycling in both directions at once. [SAM_5018] Being independent from a young age is valuable to any child. Surely all adults remember having fun when their parents were not around. [SAM_5025] Bicycles allow children to make relatively long journeys with their friends and without needing their parents to accompany them. [SAM_5036] The average age for a child to go independently to school is 8.6 years. It is a sign of how healthy cycling is in this area that it is very rare to see a cargo bike or bakfiets used to transport even very young children. Conditions here are safe enough for children to ride their own bikes rather than be transported on their parents' bikes. Parents carry children on their own bikes for much the same reason as they drive children in cars. i.e. in an attempt to keep them safe where the infrastructure doesn't do a good enough job. [SAM_4971] Bikes parked at a secondary school waiting to be released at the end of the day. The extent to which Dutch children travel independently is quite extraordinary. On average across the whole country they go to school and back unaccompanied from the age of 8.6. Primary schools are many and their catchment areas are very small. As a result, almost all children either walk or cycle. Those who live closest to the school will walk, but 49% of primary school (age 5-11) children go to school by bike. Secondary schools (age 12 upwards) are spaced further apart. In this area of The Netherlands there are no secondary schools in the villages so it is normal for children from the age of 12 to cycle up to 40 km a day in order to get to and from school. In this part of the country a somewhat higher ratio than average of primary school children cycle (see section below) and more than 90% of secondary school aged children cycle to school. Not that it does not stop in our cold winters. Update Monday 9 September The photos and video above were taken in Kloosterveen, the newest suburb of Assen. This is an excerpt from the cycling plans for the city from 2006: [fietsgebruikkloosterveen] The entire document in Dutch is downloadable from our website. Kloosterveen was planned from the beginning for a high rate of cycle usage. It was expected that there would be 86 cycle trips per day made for every 100 residents. Primary school children were not included in this figure but were considered separately. Primary school children were expected to make up 10 to 12% of the total population and planners expected two thirds of them to go to school by bike. The remaining 1/3 are those who live close enough to the primary school that they are more likely to walk. By the time this suburb had a population of 6000 people, 1800 bicycle trips were made per day by primary school children in addition to the 5200 other bicycle trips per day made by everyone else. That's a total of 7000 trips per day by bicycle by 6000 people. For the whole population including primary school children that adds up to 116 trips by bicycle per day per 100 residents. It was also estimated that about 10% more trips per day could be counted if people from elsewhere riding through the suburb were included. I was doing this when I shot the video. The suburb can be used as a through route by bicycle but not by car. This suburb is expected to eventually grow to accommodate 15000 people and the intention of the planners is that by that time there will be 17500 cycle journeys per day - the expected total of residents, primary school children counted separately and cyclists from elsewhere passing through. [fietsgebruikkloosterveen3] Cycle trips per 100 residents per day. Commuting: 13, business trips: 4, shopping: 21, education (excluding primary education): 14, visits/ social: 10, recreational and other: 24. These numbers exclude the vast number of primary school children riding bikes and people from elsewhere who ride through Kloosterveen on their journeys. Also see the design of the shopping centre of this suburb, a route into the suburb which can be used by bikes and buses but not by car or the direct route provided to the city centre, designed to attract people from their cars, and other posts about Kloosterveen. It should be noted that there are roughly 50 other developments like this under construction across The Netherlands and all follow similar principles. Residential areas designed as long ago as the 1970s had similar aims and older residential areas have also been transformed to allow only bicycles to use them as through routes. As a result, usage patterns, including how frequently children cycle to school, are very similar in older areas to newer suburbs like Kloosterveen. The moped 'menace' Much is often written about the nuisance of mopeds in the Netherlands. However, their numbers are usually vastly overestimated. While this suburb has 116 trips per day by bicycle for every 100 residents, there are just 3 trips per day by moped. 2.6%. Judy took the photos during last week's study tour. The video resulted from my accidentally turning towards the school during a lunchtime ride this week. Normally I'd take a different route at this time of day. There are many choices. There's an interesting blog post at Kennington People on Bikes which provides a London based counterpoint this this blog post. In Vauxhall, they're planning for no children at all to cycle to school. The post features additional photos of children cycling to school in Kloosterveen, taking by Charlie during the Study Tour two weeks ago. [dbbavtcp64] By David Hembrow # # Email ThisBlogThis!Share to TwitterShare to FacebookShare to Pinterest Labels: children, dutch children, kloosterveen, people cycling, photos, school travel, side-by-side, suburb 8 comments: [blo] Unknown said... The really big selling point of that movie is the complete lack of congestion on the roads around the school. Compare that to a UK school where it is total grid lock morning and evening. Even the die hard motorists in the UK would vote for something that gave them "empty roads". 6 September 2013 at 10:41 [icon_delet] [blo] Martin said... Campaign for childhood freedom - excellent!! Since long time, I wanted to start some sort of campaign in my local town to better conditions of our traffic logged streets. But I did not want to start another 'cycling' campaign. But this proposed campaign is worth of time and effort. Thank you, already registered. Could we possibly create some leaflet, which I could hand out to whomever I see appropriate, and some banner which I could stick on my bike? (not active on social media, I am afraid) 6 September 2013 at 13:46 [icon_delet] [blo] Koen said... Thank you David, it's like a lot of love and concern poured out for the children of especially the UK. Great initiative. 6 September 2013 at 23:24 [icon_delet] [blo] Adam said... If you want an example in the UK of a cycle path to a school that works, see my daughters school, Stanborough School in Welwyn Garden City. Something like 150 children cycle every day and from Hatfield, there is 2 miles of cycle paths right to the school gate. Sadly but not surprisingly, the other 4 secondary schools in Welwyn Hatfield do't have such connections. If you Google Map in satelite view the school you can clearly see the cycle path to the east crossing the grass. Good luck with your campaigning on this. Adam 7 September 2013 at 14:15 [icon_delet] [blo] bz2 said... For contrast, a quote from a development in south London: The 415 homes, 420 pupil primary school, and shops etc. on the site are expected to result in 1170 trips in the AM peak hour of which just 13 are anticipated to be by bicycle. Looking only at the school in 2021, 65 pupils are expected to be dropped off by car; 91 to arrive by bus; and none to cycle. 9 September 2013 at 13:44 [icon_delet] [blo] John S. Allen said... You had an earlier, lower-resolution view of the same run. Is that video also still available? 14 May 2014 at 18:08 [icon_delet] [blo] John S. Allen said... OK, I found it, https://www.youtube.com/watch?v=2n_znwWroGM 14 May 2014 at 18:53 [icon_delet] [blo] David Hembrow said... Hi John, please email me. You can find my email address on the right hand side of the blog. 14 May 2014 at 23:08 [icon_delet] Post a Comment [INS::INS] Newer Post Older Post Home Subscribe to: Post Comments (Atom) [INS::INS] Study Tours Between 2006 and 2018, many hundreds of people joined us on our Cycling Study Tours. We no longer invite people to visit because the environmental cost is too high. Please stay in your own country. You can learn all that you need to in order to campaign for and build top quality cycling infrastructure by reading the best examples on this blog, and watching youtube videos of best practice. Support this blog Thousands of hours of work have gone into compiling the information on this blog but we do not receive grants and we do not ask for charity to support us. You can help to make further blog posts possible by buying proven bicycle components from us: [240x90dbb] Popular Posts * [2014-09-14] Cycling's Recommended Minimum Daily Allowance. Do you ride your bike enough to maintain good health ? Do you ride your bike enough to maintain good health ? I suspect that many people actually do not. A surprising amount of cycling is require... * [ANbyha1w6-] The school run in Assen. Two thirds of children cycle to school in this suburb because it was designed specifically to make that possible It's quite well known that Dutch children cycle to school and it's increasingly well known that the freedom of Dutch children is ... * [DSCF1242-1] All those myths and excuses in one post Cycling is safe for children in this residential street because there is no through traffic at all For some time I've been using th... * [gedemptesi] The car-free myth. The Netherlands is a great country to live in if you're car-free, but it's a very long way from being a car-free country. Dutch car ownership and use are at an all time high. The 1970s in Assen. The city was then full of cars. Cars are now restricted in the city centre , but it would be incorrect to assume tha... * [assenround] The best roundabout design for cyclists. The safest Dutch design described and an explanation of why this is the most suitable for adoption elsewhere Roundabouts are often disliked by cyclists because using them by bicycle can be fraught with danger. 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A second revolution took place on Dutch streets in the late 20th century, transforming streets which were just as clogged by cars as those of other nations. Pedestrians are well catered for in the Netherlands and pedestrianized shopping streets are common. Usually they allow cycling for access. Dutch Safety Figures - Cyclists in the Netherlands are the safest in the world, but it has little if anything to do with "safety in numbers". Sustainable safety - the principles which have lead to Dutch roads, streets and cycle-paths being safe. A million per hour - The scale of cycling in the Netherlands is enormous. Dutch people make more cycle journeys each day than the entire English speaking world put together. Campaigning - a collection of posts about how to campaign for more cycling. Primarily campaigning should be for children to be able to cycle. These links include reference to "Stop the child murder", a successful campaign from the 1970s. What Works - examples of policy, infrastructure and campaigning which have made a different in the Netherlands. Superhighways - "Cycling superhighways" are not a new idea in the Netherlands Cycle Paths - Well designed cycle paths benefit all cyclists, regardless of experience or speed Segregation without cycle paths - you don't always need a cycle path to keep cyclists safe from motorists Unravelling of routes is vitally important History - how the Netherlands got to where it is now. See especially "Stop the child murder" Before and After - views of places before and after they have been transformed for cycling Directness - examples of prioritising cycling Traffic Lights - examples of how cyclists can be prioritised and kept safe at traffic light junctions. Note that it's almost always possible to turn right on a red light when cycling in the Netherlands. Roundabouts - roundabouts in the Netherlands have one very important feature to learn from: They keep cyclists away from motor vehicles. This is far more important than the differences in geometry vs. roundabouts in other countries. Exceptional infrastructure is always nice to see, but remember that a dense network of mundane routes is far more important to boost cycling modal share Gritting of cycle paths - dealing with snow and ice. Children - It may seem hackneyed, but children really are the future. If they can't cycle safely then where will future adult cyclists come from ? This is why children should be the primary focus of campaigners. Note also that according to UNICEF, Dutch children are the happiest in the world. School travel - Everyone knows that Dutch children cycle to school, but it's a surprise to many people that school trips are also usually by bike. Cycle Parking - including our favourite design of stand. Cycle Parking at railway stations, see in particular Groningen and Assen as each have multiple posts showing how the cycle parking has grown over time. Health effects of cycling Road Works - It's important that cyclists are thought of when there are road works. If the environment becomes hostile for cyclists then they may stop cycling and never start again. Commuting - Commuting cyclists are interesting, but they're not the only people who should ride bikes. Anatomy of a reliable everyday bicycle - the common features of bikes used by nearly every person every day in the Netherlands. Speed - Some people have the idea that Dutch cyclists are slow. This isn't true. It is just that in the Netherlands, everyone cycles, including the slow people. Fast cyclists are as fast as anywhere. These posts show people who ride faster than average, using the same infrastructure as those who ride slower. The less positive stuff What not to do if you want a cycling "revolution" - Long list of interventions and policies which are not helpful. Copy the best examples from the Netherlands - a short list summarising the above. Important to copy the best examples, not just anything "Dutch". Bear in mind that the Netherlands is not perfect. Shared Space - this much hyped idea simply does not work well. It disenfranchises the vulnerable and claims of safety are exaggerated. Don't confuse the concept with far more successful nearly car free streets. Shared Use Paths designed to be used by pedestrians and cyclists together. These rarely work well because the two user groups are too different and it leads to conflicts. They are not built in the Netherlands (but cycle access to pedestrianized zones is good). Strict (or presumed) liability - If you think this is an important part of why people cycle in the Netherlands then it is probably not what you think it is. Helmets - one of several ways of scaremongering about the supposed dangers of what is actually a very safe means of transport Myths about cycling Long list of myths and Excuses - Various reasons that many people, even existing cyclists, give for why the cycling rate is low in their country, including: "our streets are too narrow" "it's too expensive" "our population is too spread out" "we have hills "our distances are too great" "it took decades in the Netherlands" "it's because of the price of gas" "it's the weather" "Cycle-paths cause indirect journeys" "Cycle-paths make people slow" Cycling is "booming" in Britain - a claim we hear remarkably frequently, but it'll take a lot more than the action taken now before it will be true. The Truth about Copenhagen - Pretty pictures and nice branding are all very well, but facts are important too. Denmark has no explanation of why the cycling modal share is falling in Copenhagen. The Netherlands has avoided this problem and sets a much better example of how to achieve a high cycling rate. The Truth about Cambridge - Cambridge in the UK has made claims of being a true cycling city. The city does have the highest cycling rate in the English speaking world, but there are special reasons for its high cycling rate which cannot be copied elsewhere. Most people don't talk about this. I do. London Superhighways - Unfortunately, London seems to be having trouble coming to grips with the idea of prioritizing cyclists. Boris Bikes - London's bike share scheme, just like others worldwide, lacks the capacity to make any real change, and makes up for it with hype. Copyright and Licensing This blog is free of charge to read and for most individual usage including reasonable "quoting" of its contents. However, neither the text nor the photos on this blog are in the public domain and we do retain all rights to them. 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