Inter-modality between different forms of transport is a key asset of Dutch cycling infrastructure, and one of the reasons why cycling is so common in The Netherlands. This article explores the bike-train connection as a focal point of cycling infrastructure in the Netherlands, to understand what makes it so attractive and convenient.
Inter-modality between different forms of transport is a key asset of Dutch cycling infrastructure, and one of the reasons why cycling is so common in The Netherlands. This article explores the bike-train connection as a focal point of cycling infrastructure in the Netherlands, to understand what makes it so attractive and convenient
Bike-parking infrastructure, a building block of public transport
27% of all daily trips in the Netherlands are made by bicycle; this high two-wheeled traffic is not due to coincidences, but rather to a variety of elements, making cycling an attractive choice, especially since cycling infrastructure is a foundation block of the railway system.
One essential element of the bike-train connection is the presence of safe and efficient bike infrastructure across the country, and above all, parking facilities. In total, at Dutch train stations there are 500,000 bike parking spots (expected to exceed 600,000 in the next 10 years) , with the biggest one located at Utrecht Central Station, hosting 12,500 spots (the biggest in the world!). This makes it simpler to commute to stations by bicycle, and data suggests Dutch people cycle on average 4km to catch their train from home, adding that they are willing to travel 6 minutes longer to another train station if that saves them a transfer.
First and last mile travel
The first leg of the journey, also known as the first mile, from home to the train station, can be determinant for transport choices. For example, if the first mile lacks protected bicycle infrastructure and is running along side a trafficked road, it is less likely that commuters will pedal to the train station. This is why a well-connected and well-designed network of cycling infrastructure is essential to encourage active mobility. In urban planning, this creates what is known as a push or a pull factor: a safe and direct route dedicated to cyclists is a pull measure, whilst route options with limited cycling infrastructure and many fast-travelling cars, can be a strong incentive to opt for another mode.
A poorly lit bicycle path or a lack of safe bicycle parking spaces at the train station, can break a seamless connection between home and the destination, leaving an opening for other modes of transport to take over, such as the private car. In The Netherlands, urban planners focus on eliminating these frictions points, by recognising the importance of first-mile travel and improving the weakest links within the cycling infrastructure, giving bicycles a competitive advantage over motorised transport.
Nurturing the habit: OV-fiets and accessibility
Another major incentive of the cycle-train network is the OV-fiets. Totalling over 22500 bicycles, available at 300 stations, this system provides commuters with an affordable rental bike for the entire day, the price being €4.15. It’s intuitive, cheap and easy to use, stimulating the use of bicycles and eliminates the stress of “last mile” transport. In this way, the OV-fiets solves two problems at once: last-mile transport, and avoiding trains crowded with bicycles.
Ov-fiets, together with the connectedness and accessible network of the network, are a winning mix, especially when considering how proximity is a key element of dutch urban planning, (80% of the dutch population lives at a 15 minute bike ride from a train station!), making cycling the most attractive way to move to and from train stations, as a consequence of the 17.6 billion kilometres ridden in the Netherlands each year, it’s estimated one quarter are either to or from a train station.
Successful practices
One of the goals of Dutch urban planning is to reduce the dependence on private cars, which is why there is such a strong focus on the development of safe and accessible cycling infrastructure. And these planning practices are positively assessed by data, which continuously shows the staggering number of cycling residents, proving how this is correct from both a practical and policy perspective.
By focusing on active mobility and inter-modality, The Netherlands earns environmental and health benefits, which together bring economic benefits: it is estimated that, per kilometre, cycling generates €0.98 in social benefits, whilst taking a car, can lead to a loss of €1.02.
Rome was not built in a day, and the same can be said for the Dutch cycling network. When planning for communities across the world, small wins and temporary-to-permanent solutions are the backbone to reinventing the existing infrastructure into a safer environment, centred on better connected networks with accessible facilities. For cities looking to the future, the Dutch system offers insights into what that liveable spaces can achieve when the prioritising inter modality.