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To EuroBike and Back: a continental journey (part 3) Arnhem to Austria

To EuroBike and Back: a continental journey (part 3) Arnhem to Austria

On our third day of cycling across the Netherlands, we started the day riding downhill from the outskirts of Arnhem to the centre. A descent of all of 70m, but hey, this was in the Netherlands.

Arnhem is best known for the John Frost Bridge (John Frostbrug in Dutch) across the Rhine, and the battle fought over the bridge during the second world war. As a consequence of this battle, there is little of interest in the town centre as most of it was flattened during the fight. The bridge was rebuilt after the war and renamed after Major-General John Dutton Frost, who commanded the British forces during the battle. It is now a tourist attraction, as well as a transport route.

However, it is no longer the only bridge over the Lower Rhine. There are now two others, the Nelson Mandela Bridge (about 900 m downstream) and the Andrei Sakharov Bridge (about 3 km upstream). I know this because a young guy, who looked like a student, came up and started to tell me about them as I was trying to take a photograph. He also told me that this wasn’t the bridge shown in the film “A Bridge Too Far”, as there were too many new buildings in the background. So, for the film, a similar-looking bridge over the IJssel at Deventer was used instead. When I asked about how we could get the bikes up onto the bridge, he pointed to steps leading up to the deck of the bridge (this was also the route which Komoot was suggesting) and said that there was a channel to guide the wheels of the bikes up. The deck of the bridge was some 10 m above the viewpoint by the river where I had stopped to (try) take photos. This wasn’t an appealing prospect with loaded touring bikes, so Ulli and I decided to look for an alternative route.

The John Frost Bridge we crossed during To EuroBike and Back: a continental journey (part 3) Arnhem to Austria

We were sure that there had to be a cycle path parallel to the road on the bridge, it was just a question of finding a way onto it. Looking at the map on my phone, we could see that there was a roundabout a few hundred metres back from the river, which could give access to the bridge. As with all Dutch roundabouts, there was a separate but parallel cycle route. In this case, rather than crossing the roads entering the roundabout with priority for the cycles, the cycleways passed underneath the roads and had their own entirely separate roundabout. So easy to use and with no stress at all, why can’t we have this sort of thing?

Finally, we were up and over the bridge John Frost Bridge and heading upstream towards the Andrei Sakharov bridge. Without giving a thought to disarmament, peace or human rights we headed on upstream, following the cycle path. Maybe we should have stopped and given thought to the man the bridge was named after, but it was a dull concrete thing and not at all inspiring, besides we were more interested in riding atop of the winter dykes.

Having dropped down from the giddy height of 123m above sea level at the start of the day, we were now at only 50m above sea level (and that was on top of the winter dyke). Before the building of the dykes, the rivers of the Rhine delta would have braided their way through swamp, meadow and alder carr. Although the earliest earthworks used to divert river flow in the Netherlands date to around 12 BC, the serious business of controlling floodwaters from the river didn’t start in earnest until the 11th Century AD. After which things got really messy, with flood protection in one area exacerbating flooding in another. This, in turn, led to a system of summer and winter dykes, the summer dykes lower and the land behind them is allowed to flood in winter, whereas the winter dykes are higher and intended to prevent flooding of the land behind them year-round. Hope that is clear.

Anyway, being up on top of a winter dyke gives you a commanding view of the landscape around you, and puts you in the unusual position of being able to look down on the roofs of two-storey houses built on the land protected from flooding. It also means that you are fully exposed to the wind, fortunately, this wasn’t a particularly windy day. Or at least so I thought so. When Ulli decided to stop to take a photo of a thatched farmhouse or a stork or something, I thought I would just slowly glide to a halt and wait for her to finish. But that wasn’t what happened, instead, I found myself drifting along at about 10 Km/h with no sign of stopping and I was almost a kilometre along the road before Ulli caught me up.

To EuroBike and Back: a continental journey (part 3) Arnhem to Austria. just being blown along

We diverted down off the dyke to take a look at Castle Doornenburg, one of the biggest and most well-preserved castles in the Netherlands, not that we got much beyond the entrance gate. It was originally a fortified manor built in the 9th century, then expanded to a full-blown castle around the 13th century. By the 15th century it contained sleeping quarters, a chapel and a farm, and was occupied for a further 400 years before falling into a state of disrepair. In the 20th century, it was restored between 1937 and 1941, only to be reduced to a pile of smoking rubble by a British bombardment in March 1945. Following the war, the castle was completely rebuilt between 1947 and 1968.

Castle Doornenburg
Inside Castle Doornenburg

Then it was back up to the dyke for a while, but we couldn’t stay up there, at some stage we would need to cross the water again. To cross by bridge would mean a long detour via Nijmegen, so instead, we first took a ferry across the Pannerden Canal and then later a second ferry across the Waal/Rhine/Bijlands Canal. The river has a bit of an identity crisis at this point in its journey from the Alps to the sea. The first ferry was notable as it is a reaction ferry, that is a ferry that uses the reaction of the current of a river against a fixed tether to propel the vessel across the water. The second was a pedestrian and bicycle-only ferry, crossing a much busier waterway.

Riding down to the Doornenburg/Pannerden reaction ferry

Following this second Rhine crossing of the day, we were soon back atop a dyke wall again, with open farmland to one side and a wooded nature reserve on the other. Being so high up, we could also see the weather coming towards us with towering clouds building up and the threat of rain later. Just past the village of Leuth the road we were on joined a busier one and cycles are directed down off the top dyke on to a path below it, so that we no longer had sight of the looming clouds for a time.

The next waypoint on Ulli’s list was a windmill, which was now on the far side of the dyke, which required us to continue until we found a minor road crossing the main road (on the dyke) and then turned back a short way on the far side. Now, windmills aren’t my thing, when you’ve seen one there ain’t that much new with the next. So I was pleased to find that this one had a cafe attached and so insisted on stopping for cake, as all good touring cyclists should. It was sunny and all the tables in the sunshine were taken, but we were happy to sit in the shade of a large awning. No sooner had our apple cake arrived, when a sudden shower hit. we had seen it hanging off the clouds looming earlier. And all the smug people who had been sitting in the sun were now rushing for cover, giving us a delightful sense of schadenfreude.

Did someone day cake?

Cake eaten and rain finished, it was back on the road again, this time on the south side of the dyke. Suddenly, for no apparent reason, Komoot (the phone app I was using for navigation) announced hat the name of the road we were on had changed, notably from Dutch to German, yet there was no sign to say that we had just crossed the border. Looking at the map now, I am at a loss to understand why the border runs where it does. But the main thing for us was the roads were quiet and the cycling easy. We didn’t meet any of the natives, so we didn’t find out if they were friendly to touring cyclists or not.

Difficult to know if the natives are cycle friendly

Riding through Kleve gave us our first taste of urban cycling infrastructure in North Rhine-Westphalia. Every German state is different, and this was sub-Dutch but better than British (not difficult). Exiting the town we found that there was a fully separated cycleway alongside the main road to the Emmerich Rhine Bridge (German: ‘Rheinbrücke Emmerich’), our final crossing of the Rhine for the day. The Emmerich Bridge is the longest suspension bridge in Germany and fancies itself as looking like the Golden Gate Bridge in San Francisco, which it doesn’t.

Safely across the Rhine once more, we wound our way through Emmerich to the quirky B&B we had booked for the night. There were only two other guests that night, a German couple who were e-bike trekking. At breakfast, they proudly told us that, with their e-bikes, they could go 100Km a day. They were a bit surprised when we told them that we could cover 120Km a day on our ordinary bikes.

Breakfast over, we set off for the station. As I said back in part one, Ulli felt that it would take too long to cycle across Germany, but by train, we could make it to the Austrian border in about 10 hours. The idea was to use a one-day train pass (Quer-durchs-Land-Ticket) which gives unlimited travel on regional express trains and we could take the bikes, all for €63. This way would also allow us time in Austria visiting Ulli’s family, before going on to the EuroBike Show. Arriving at the station we picked up the tickets at the ticket office, which was very straight forward and then though just a case of wait for the train and get the bikes on.

Waiting fr a train in Germany

Bikes on German train

It turned out not to be quite as simple as this, the reputation of German railways might be one of great efficiency but not on this day. As we had planned a route using the regional express trains rather than the more expensive (but more direct) national express trains (ICE), this involved several changes along the way. Every train we travelled on that day had a problem, mostly just delays but in one case the service was cancelled partway through the journey and we had to re-route.

So maybe we should have paid the extra and taken an ICE train? Well no, on the first train we met a Dutch couple who were using the regional express to get to Cologne where they were going get the ICE to Munich, except they missed their connection as the first train was delayed, and we saw them several times later in the day as they tried to find other connections.

Fortunately, we had decided in advance that the 10-hour crossing of Germany was probably a bit ambitious and just in case anything should go wrong (which it duly did) we should stop for the night in Ulm. This was fortunate as we arrived over four hours later than planned. The following day we caught a train to Munich, which was late, but fortunately, we didn’t miss the connection to Rosenheim.

Once over the border into Austria, it was just a case of buying another ticket for an ÖBB regional train, sitting back and watching the view of the mountains of Tirol glide past. We did talk about getting off a few stops early, but in the end stayed on the train until the nearest station to our destination. The ride from the station was a mere 3 Km, with 250 m of ascent at an average gradient of 8%, something that riding across the Netherlands hadn’t quite prepared us for.

To EuroBike and Back: a continental journey (part 2) Utrecht – Hoge Veluwe – Arnhem

To EuroBike and Back: a continental journey (part 2) Utrecht – Hoge Veluwe – Arnhem

We were in Utrecht on the day that the world’s biggest multi-storey bike park was opened. Not that we saw it, we left the city three hours before it was officially yalla match opened to the public. We only found out about it from a tweet Ulli saw at breakfast, by which time it was too late to change our plans, such is the nature of travel sometimes.

If I might digress for just a moment to describe the thing we did not see, Utrecht’s new cycle parking facility. The bike park is underneath the railway station, with 12,500 bike parking spaces covering 17,000m², including 480 spaces for larger or oddly shaped cycles like cargo bikes and tandems. To put that in context, Apple HQ, trendat.net which opened in 2017, has 11,000 car parking spaces covering 325,000m². This shows just how space-efficient the bicycle can be as a means of transport. Oh, and the previous record for a cycle parking facility was in Tokyo with 9,400 parking spaces. It should be noted that Utrecht is promoting cycling as part of a “healthy urban living” policy. The concept of “healthy urban living” is something we can only dream of in Scotland, a country with one of the worst health records in Europe, and yet so much potential.

Leaving Utrecht was as easy as entering had been the day before; at one point, we went through an underpass. However, it is only now looking at the satellite view on Google maps that I realise the size of the roundabout we were passing under; indeed the most memorable thing about the underpass was the tiles on the walls.

To EuroBike and Back: a continental journey (part 2) Utrecht - Hoge Veluwe - Arnhem: tiles in an underpass

Beyond Utrecht, we skirted north of Zeist following the N237, the Dutch equivalent of an A road in the UK, hayamix.com on a fully separated cycleway. Then turning south to follow the N224, but just following along the main roads would be rather dull, so we turned off to follow a fietspad through the woods. The woods in question turned out to be in the district of Austerlitz.

To EuroBike and Back: a continental journey (part 2) Utrecht - Hoge Veluwe - Arnhem: a fietspad through the woods

Now Austerlitz is one of those names which I felt vaguely aware of, something to do with a battle in the Napoleonic Wars, but this heavily wooded area seemed an unlikely place for such a significant battle? It turned out that things were stranger than that. The actual Battle of Austerlitz (also known as Battle of the Three Emperors) was fought in what is now the Czech Republic and resulted in the Tyrol being ceded to Bavaria. However, the burgers of Tyrol rebelled against this, and an irregular army led by the innkeeper Andreas Hofer waged a mainly guerrilla war against Napoleon’s armies. The rebellion ultimately failed; however, after the fall of Napoleon the Tyrol was returned to Austria.

But I digress, this Austerlitz was home to a French army camp in early 1800’s and was given its name by King Louis Napoleon of Holland in honour of the victory of his brother, Emperor Napoleon at the battle mentioned above. The notable feature of this area is the Pyramid of Austerlitz. It was the brainchild of a French General, Auguste de Marmont, who needed a way to stop his soldiers from getting bored. So he came up with the idea of building a turf pyramid, based on the Great Pyramid of Giza (which Marmont had visited when he was a part of Napoleon’s Egyptian campaign), and topping it off with a wooden obelisk, as you do. This earthwork, completed in 1804 was initially known as “Mont Marmont” or “Marmontberg”. However, in the summer of 1805, Marmont and his soldiers marched off to southern Germany where they took part in the Battle of the Three Emperors. In 1806, Louis Bonaparte, the new king of Holland, renamed the hill the Pyramid of Austerlitz, despite objections from General Marmont who prefered it being called by its former name. Later the wooden obelisk was demolished and replaced by the stone obelisk which is there today. Over time much of the monument began to collapse, and the whole thing was restored between 2001 and 2004, to mark its 200th anniversary in 2004. For the princely sum of €3 each, you can climb the pyramid and obelisk to see just how flat the Netherlands actually are. However, as it was starting to rain, we decided to cycle on to find somewhere to buy lunch.

We headed into the nearby town of Woudenberg in the hope of finding a cafe. However, it would appear the Netherlands close on Mondays, and the only place we could find that was open was an Albert Heijn supermarket. We bought the makings of a small picnic and set off again to look for somewhere to eat it, in between the rain showers. Riding through the Dutch countryside, we were surprised at the relative lack of benches, to the point where we were beginning to eye up bus shelters. Finally, we found a suitable bench, which was just as well I was getting rather hangry. I should know by now that little and often is a good idea, and that having snacks within easy reach makes for better riding.

Once again we were finding that people living on narrow country roads all seem to have very large four-wheel drives, why? These were not working vehicles; they were far too shiny for that, just vanity.

At the village of Otterlo, we finally found an open cafe and stopped for food, 55Km from breakfast. Along the way, Komoot had sent us off on some weird diversions; it would send you a kilometre or so up a road, then tell you to turn around and go back. But now it pulled a new trick by stopping altogether, and wouldn’t resume. I had to reinstall the app and download the route again.

The next section of our tour was to take in the Hoge Veluwe National Park. On arriving at the entrance to the Park, we discovered that a large fence surrounds it, and you also have to pay to enter. All of this was a bit of a shock, but then we didn’t know the history of the Park. It was initially a private estate with animals brought in for hunting, and a large hunting lodge at the centre. When the family that owned it ran into financial difficulties in the 1930s the lodge (and its art collection) were gifted to the Dutch Government and the Park was handed over to a foundation, which received a loan from the State. The Park is one of only two private-owned national parks in the Netherlands. It is also the only one that asks an entrance fee — as an aside, coming from Scotland; it also gives an indication of what could happen with some of the “rewilding” projects proposed by wealthy landowners in the Highlands. It is not a prospect that I would welcome.

We reviewed our options after coming across this unpleasant surprise, either we paid to enter, or we took a long diversion to go around the Park and miss out on the chance to see the landscapes within. Therefore we reluctantly paid €9.95 each to get in. Once through the gate, the first thing we came across was a bike park full of white bikes. Driving is discouraged inwith the National Park; there is a charge of €7.05 to take a car or motorbike into the Park (or €3.55 to park outside), and motor vehicles are only allowed to use a few roads (taking the direct routes to the visitor centre from the three entrances). To compensate for this, there are 1,800 White Bikes available to people, to use for free in the Park. Apparently, at peak times they run out of white bikes, and people have to hire Blue Bikes. The Blue Bike rentals also offer a wide range of special bikes and trikes.

Inside the Park, which forms one of the largest continuous nature reserves in the Netherlands, the landscape is one of alternating areas of sand dunes, heath, grassland and woods. Navigation through the Park was somewhat hampered by Komoot which insisted on routing us off the hardtop and down rough tracks for no apparent reason. I started to get the feeling that the base mapping underlying Komoot is not very good as it seems unable to distinguish between surfaced roads and land rover tracks.

To EuroBike and Back: a continental journey (part 2) Utrecht - Hoge Veluwe - Arnhem: Landscape of Hoge Veluwe National Park

After leaving the Park, we headed south towards Arnhem, where we encountered a landscape feature that had been rare on the ride so far. A hill! The road climbed nearly 40 metres over two km in a straight line, with woods to the left and posh houses to the right. And, as I write this piece I find, the Mountainbike Museumo, not that we could have gone in as it is only open Friday to Sunday. Just round the corner, we reached our final destination, Restaurant/Hotel Trix, which was a lovely place to stay the night.

The Stats:

  • Distance travelled: 76?km
  • Time taken: 5hr 36mins
  • Average moving Speed: 17.33 km/h

To EuroBike and Back: a continental journey (part 1) Ijmuiden – Amsterdam – Utrecht

To EuroBike and Back: a continental journey (part 1) Ijmuiden – Amsterdam – Utrecht

The plan was simple, get on a bike, ride to EuroBike see the show, and then ride back. That was my plan. When I told Ulli, her initial reaction was “it’s too far, it would take too long.” Well, the direct route from the ferry terminal at Ijmuiden to Friedrichshafen is about 780 Km, which could be ridden in eight days, or ten allowing for sightseeing. Each-way. So maybe she had a point. I parked the idea.

One evening about a month later Ulli commented “do you know that there are one day train passes in Germany (Quer-durchs-Land-Ticket), unlimited travel on regional express trains and you can take bikes? We could cross Germany from the Dutch border to the Austrian border in about 10 hours.” For €44, and you can take up to four additional people for €8 each, so for the two of us, it would cost €52 to take us all the way across Germany (+€5.50 per bike)! This was a game-changer for Ulli. Instead of just going to EuroBike and then coming back again, we could have an interesting few days cycle touring, catch a train to get across a large part of Germany and have time to go see her family in Austria. The trip was on.

So it was that we found ourselves on a train to Newcastle on a bright sunny day in mid-August. My plan had always been to take the train to Newcastle, having ridden NCN1 in the past, I was in no hurry to repeat the exercise this time around. Getting the bike into the hanging cubby hole was a bit of a faff and made me wonder what we might come across in Germany.

Having arrived at Newcastle Station, the first challenge was to find a way to get to the Ferry terminal at North Shields. The obvious route was to follow the river Tyne downstream. The first attempt to find a way to get to the river ended at the top of a flight of steps, but undeterred, we finally found a way. Once at the riverside, wayfinding was much more comfortable, and we picked up signs for the Hadrian’s Cycleway, as used by the habebat vehentem phalanx of the II Adiutrix. On the way, we passed the air control tower of the Segedunum Roman Fort as used by the aerium Cohort of the XIV Gemini.

On arrival at the Port of Tyne International Passenger Terminal, cyclists are directed to line up in the car lane to check in, which looks more like a motorway toll booth. Having arrived at check-in, passports are needed to go any further. I knew I had my passport with me as I could remember that I had packed it in a safe place. The problem was it was such a safe place I couldn’t remember where it was. Cue five minutes of frantically searching panniers and rucksack, much to the amusement of the large group of cyclists behind us. Passport found, checked in, and meals paid for (it is one third cheaper if you do it at check-in), we then had to line up with the motorbikes for boarding.

Boarding a large RoRo ferry with a bicycle is an odd experience. It is clear that the vehicle decks are not places for people, they are all about large machines. That said, the crew are welcoming and helpful, showing us the correct place to stow the bike and how to get to the upper decks. The ferry crossing was uneventful, the North Sea was like a millpond, so it was a restful cruise.

Arriving in Ijmuiden, the Netherlands. To EuroBike and Back: a continental journey (part 1)

The following morning, after a good breakfast, we arrived in a dull and overcast Holland, the port of Ijmuiden looking grim. Even so, we were looking forward to the adventure ahead, crossing the fabled cycle-friendly Netherlands. Off the ferry and through immigration, we looked around for signs and cycle infrastructure to take us towards Amsterdam. There was none. Fortunately, we had pre-programmed a route into Komoot using Komoot’s auto-routing. This is where the problems really started.

This was the first time we had used Komoot for routing and weren’t prepared for some of its idiosyncrasies. As it was raining, I had my phone in the pocket of my jacket rather than mounted on the bars of my bike. Therefore, I was reliant on the voice directions, which sometimes make little sense. Such as being told to turn where there was no apparent turn or telling me to go straight ahead at a T junction. Despite this, we managed to find our way off the main road (which leads to a motorway) and onto quiet side streets, so far no dedicated cycle infrastructure or even signage.

After some time going around the houses, we came onto a larger road with separated cycle lanes on either side. This leads up a slight rise to a bridge over the main road coming out of the port and our first roundabout. Now ordinarily a roundabout is nothing to get excited about, indeed in the UK, it is something which many cyclists would prefer to avoid. But this was a Dutch roundabout which has an outer cycle lane which motor vehicles are required to give way to when entering and exiting the roundabout. This means that accessing the roundabout by bicycle is easy and stress-free. To test this out, I decided to go all the way around. As a result, I became disoriented and couldn’t remember which exit to leave by.

Having worked out how to exit the roundabout, it was time to head for Amsterdam. We thought we had chosen a route which would take in as much green space as possible (and a short detour planned detour into the Zuid-Kennemerland National Park). It was a pleasant enough route passing through forgettable villages and polders. Ulli took to stork spotting. Also finding out that mobile phone cameras don’t have the sort of long lens needed to photograph a stork halfway across a field (not that that stopped her trying).

At some point on the outskirts of Amsterdam Komoot decided to randomly direct us off a perfectly functional cycle path on to a section of singletrack. Why this was, I don’t understand. However, this seems to be a bit of a habit with the Komoot algorithm, and one that we would come up against a number of times during our trip. But there was one unexpected detour which wasn’t Komoot’s fault. While playing around with the potential routing before we left home, I had looked to see where the Urban Arrow factory was. I had found that it was only a few hundred meters to the north of our intended route. Knowing that we were going to be there on a Sunday, and the factory closed, I thought I had removed this, but Komoot had other ideas. So it was that we found our selves outside the home of one of the largest cargo bike manufactures in Europe. On a Sunday, when they were closed and no chance of taking a look around. Durr

Sent off down single track, thanks Komoot! To EuroBike and Back: a continental journeyThe home of Urban Arrow. To EuroBike and Back: a continental journey.

Next up was the old town of Amsterdam, with its quaint canals and massed road works, which made navigation rather more complicated. Fortunately, Amsterdamers are a friendly bunch and welcome the lost cycle tourer with cheerful greetings of Godverdomme and Laat ze opzoute!

It also gave us an opportunity to have lunch and pick up some bakery items for later.

As we left Amsterdam, we encountered the Amsterdam-Rijnkanaal (or Rhine canal) for the first time. This canal runs for 72Km from the Port of Amsterdam to the Waal River (a distributary branch of the river Rhine) near Tiel. At 100m wide and 5.5m deep it is an impressive feat of engineering. As are some of the cycle bridges crossing it, but it wasn’t all big engineering. There were tree-lined sections where it feels like you are cycling into an infinity tunnel.

Like cycling into an infinity tunnel. To EuroBike and Back: a continental journey.

At Nigtevecht, we turned away from the Rhine Canal to follow the river Vecht, mainly because Ulli wanted to see some windmills. It was a narrow rural road with little traffic, which was just as well because what traffic there was, was mostly large SUVs. The drivers of these vehicles struggled to pass a bicycle with panniers as the road was so narrow, what do they do when they meet another large SUV coming in the other direction?

Only a kilometre or so out of Nigtevecht, we saw a bridge over the Rhine Canal which begged us to divert and have a closer look. The new Nigtevecht bicycle bridge‘s sinuous curves were calling us to ride the double hairpin ramp. It was great fun and made me wish that I had a drone to film it with (and this wasn’t to be the last time on this trip I wished I had a drone).

The new Nigtevecht bicycle bridge‘s sinuous curves. To EuroBike and Back: a continental journey

Not long after this, we had another Komoot moment. This time we were following the road around the outside of the village of Vreeland when Komoot decided to divert us into the village among the houses and then out again. There was nothing to be gained from this, it was longer, no point of interest, not even a shop. There was no apparent reason why the routing software was sending us that way. Such is the way of Komoot.

Further up the Vecht, riding alongside the river, we could see most of the houses on the other side of the river, each with their own private mooring. And one development of executive flats even had its own little harbour. There were also examples of Buitenplaats which were once the summer residences of wealthy townspeople, back in the Dutch Golden Age of the 17th century when the Netherlands had a mighty Empire and a navy which defeated the British. This is a side of the Netherlands that you don’t see on the tourist websites and one of the joys of travelling by bicycle is the opportunity it affords you to come across these things.

We left the river to make our way to the centre of Utrecht, this being the Netherlands it was incredibly simple. Just follow the main road directly into the centre of the city. None of the convoluted routes sending you down “quiet ways” round the back of the houses, stuff get in the UK. From the outskirts to the city centre was a dead straight route of about 7Km on a dedicated cycle path with priority crossing minor roads and separated traffic lights at major junctions. t couldn’t be more natural to cycle into town. The only downside was having to share the path with bromfiets (mopeds) or stinkfiets as I took to calling them, which plague the otherwise wonderful Dutch cycle infrastructure. If you are wondering why stinkfiets, the older ones (and there are lots of them) use two-stroke engines which really do stink.

Utrecht itself is the fourth-largest city in the Netherlands and home to the biggest university in the country. It is a city with a cool urban vibe and bikes are everywhere. Cycle model share (the percentage of all journeys inwith the city) is 33%, making the bicycle the most popular way to get around the place. However, it is not the most cycle-friendly town in the Netherlands, that is Houten, a satellite town a few kilometres to the south-east.

One of the more striking sights in central Utrecht is an artwork called Skyscraper, it is a whale made out of five tons of plastic salvaged from the Atlantic and Pacific Oceans which appears to be leaping out of the Catharijnesingel. It is intended as a statement about the massive amount of plastic waste that pollutes rivers, seas and oceans around the world. Although as I write, it may no longer be there. It was originally created for the Triennial Bruges art and architecture festival, and was only a summer visitor in Utrecht.

An artwork called Skyscraper, a whale made of discared plastic leaping out of the Catharijnesingel

The thing that will still be in Utrecht, but which we didn’t get to see is the world’s largest cycle parking facility. The reason we didn’t get to see it was because it was first opened to the public about four hours after we have left the city on the next stage of our journey. And that is a story for another post, watch this space.

The Stats (for Ijmuiden to Utrecht):

  • Distance travelled: 86.9 km
  • Time taken: 05hr 15mins
  • Average moving Speed: 16.6 km/h

More route info here:

Part two: Utrecht – Hoge Veluwe – Arnhem

A small step forward

A small step forward

My idea of a Cargo Bike Club took a small step forward today, but first a wee bit of history:

Back in the autumn of 2010, Ulli and I were faced with the problem of getting a large pumpkin home from the allotment (not a problem that we have had since due to the poor summers). The solution I suggested then was to get a cargo bike, but at that time such bikes were very few and far between in Scotland, not that there are that many more now. This led me to come up with the idea of a Cargo Bike Club as a means of making cargo bikes available to the wider population (and a way of kick-starting the market for cargo bikes in Scotland).

When I first floated the idea of the Cargo Bike Club, it attracted a lot of positive comments. My initial idea was to use the City Car Club model, where the users would pay an annual fee to join the club and then have self service access to the bikes for a small hourly hire rate. There are, however, a few technical issues with security and self service access, which I have yet to overcome.

One person who thought he could over come these problems was Will Vaughan who took my idea (he did contact me and ask first) and started cargobikehire.com. However, he was planning on using a prototype technology from a small German startup called LOCK 8. I have seen the Kickstarter campaign raising funds to develop the locking system, but was sceptical about the level of security it would offer (the cable shown in the pictures is up to Solid Secure Gold level, as required by insurance companies). [Up date: I met Philipp Meyer-Scheling, the MD of Lock8 at EuroBike and am hoping to have another meeting with him in November] At the present time, it doesn’t appear he has managed to get the self service access up and running, but he does have a Bullitt available for hire in the Hereford area, so all credit to him.

The idea of the Cargo Bike Club has continued to gnaw away at me, and I have re-visited the idea a few times, but mostly I have gotten on with other projects like the Edinburgh Festival of Cycling. Where is all this rambling going, I hear you ask? Well, this year the Edinburgh Festival of Cycling Ltd has acquired an Urban Arrow cargo bike, and from today it is available to hire when not in use for company business.

Urban Arrow for hire

It is a small step, but it is a start, this is currently the only cargo bike available for hire in Edinburgh. Who knows, if this bike proves popular, there may yet be a Cargo Bike Club in Edinburgh. I am still working towards getting it off the ground one day.

How one simple thing changed my life

How one simple thing changed my life

Some eight years ago when this blog was very new, I wrote a post called On cycle commuting, as it was “coming up to that time of year when people make resolutions to change their lives”. I think it is time to revisit that post. I hadn’t at that time seen just how much selling my car to fund my first year at university and getting a bicycle was going to change my life (OK, so the money only lasted the first term, but I did have a very good time).

That was how I came to sell my last car in 1994 and since then I have never looked back. The car was an MG Midget 1500 since you ask, and I had had two MKIII Midgets (one of which had round rear wheel arches, such a pretty wee car) before that, but despite the 1500’s ugly rubber bumper this one was my favourite, it was such fun. But I digress, at the time I sold the car I couldn’t imagine living without a car and thought that as soon as I graduated I would get myself another one. However, that was not the way things worked out, by the end of four years of car free living I had discovered freedom in the shape of a bicycle and my own two feet, and so I didn’t want to go back to owning a money pit. You never really realise just what a burden a car is until you get rid of it, it is a continual drain on resources. So people think of the car as freedom, but then constantly complain about congestion, the cost of fuel (even when it is getting cheaper), the lack of parking, the cost of insurance, etc. Drivers are never really happy.

When I was living in Aberdeen (2002-2005), I did for a short while consider buying another car. Aberdeen is an awful place to live as it is so car sick, it is difficult to get about by active travel even though it is a small city and distances are short. At the same time it is heavily congested, people drive everywhere, and as a result it can take over half an hour to make a two mile journey. Yes it would be quicker to walk, but there are continuous barriers put up to make walking unpleasant and dangerous, which further increases the incentive to drive. However, I discovered that even in Aberdeen I could get about by bike, although it was more stressful than anywhere else I have ever cycled. Have you tried cycling on roads used by Humvees? In a city where Range Rovers are two a penny, there are some drivers who feel vulnerable unless they are driving a light armoured car imported from a dubious source in the Middle East.

So while I did feel peer pressure to buy a car, especially for getting out of Aberdeen into glorious Aberdeenshire, the thing that ultimately stopped me was sitting down with a piece of paper and working out the economics of doing so. It didn’t take me long to work out that for what it would cost me to buy and run a well maintained five year old second hand car, I could hire a car for three week long rentals and several more weekends (which was as much usage as I could see myself needing at the time). Not only that, but by hiring I would always have the use of a brand new car, I could choose the right size for the journey I was making and if by any chance it did breakdown, I could just hand it back and get another one. Why buy, it really made no sense. After moving back to Edinburgh I did consider joining the City Car Club, but again found that it didn’t suit my needs, in Edinbugh I didn’t feel the need for so many weekend hires and the CCC is more expensive for longer hires, CCC cars are intended to be hired for a few hours at a time. In the last few years I haven’t even felt the need to hire a car at all, as I have discovered that car free holidays are really great fun.

Looking back at my blog post On cycle commuting I realise that it was only the tenth post I had written and the first on the subject of cycling. When I first started this blog I had no idea what I was going to write about, it certainly hadn’t occurred to me that cycling was a subject I was actually interested in. For me the bicycle was just a quick and convenient way of getting from A to B, it was transport, a utility item and nothing more. However, around the same time I found myself commenting on a cycling forum. I don’t quite remember how it happened, I think I was looking something up on the internet and found myself in the commuting section of the old C plus forum (now part of Bike Radar). For some reason I felt the need to join in the conversation, it was the first time that I had joined an internet forum. When the C plus forum was subsumed into Bike Radar, I, like many others, moved to a tiny new forum, run as a hobby by a guy called Shaun. This forum started to see exponential growth and in some ways being there at the start of the growth felt like being a pioneer. I became a regular poster and was involved in a few innovations which helped it to grow as a community.

I found that I made a number of friends through CycleChat, people I have broken bread (or should that be cake) with in the real world, not just on-line ‘friends’. However, over time I drifted away from forums and onto Twitter, here I was involved in a wider range of conversations. Around the same time I also became a qualified cycle trainer and for a while taught kids to ride bikes on the road. This, along with my experiences as a fully qualified driving instructor (before going to Uni as a mature student), changed my views on the safety of our roads. The Cycling Embassy of Great Britain formed around the same time (pretty much by accident). It looked like a good idea so I signed up to it, but as all the meetings were in London, a group of us started to talk about forming a Scottish Consulate, mostly over Twitter, but there was one memorable lunch as well, in our kitchen. Then one evening (24 Feb 2012, for the record) a couple of friends and I were discussing talk of a big protest in London. To quote an e-mail sent the same evening from Dave Brennan to Sally Hinchcliffe and myself:

Hi Guys,

The call has gone out […] for cyclists to go to London on the 28th April
in a show of support for the ‘cycle revolution’. I’d love to go, but I
just can’t make it. Too far, too expensive, too difficult. 🙁

However, that got me thinking, surely this is the right time to push the
agenda north of the border. We have a separate parliament who have yet
to make any major noises about this campaign. So, I’m wondering if we
need a Scottish ride to coincide with the London ride. Probably an
Edinburgh ride to Holyrood.

What do you guys think?

So was born Pedal on Parliament. When we started, we had no idea just how big that would become. At one stage in the early planning we were filling out a form to get permission for the ride to go ahead, one question was about how many people did we expect? I suggested that we put down 300 and that if 50 turned up, we’d be doing well. On the 28th April 2012, 3,000 people turn out to ride to Holyrood in support of the PoP Manifesto. Following this first PoP protest ride, we were invited to meet the (then) Minister for Transport, Keith Brown MSP. Since then PoP has had a number of meetings with the Minister and we have made it clear that we are not going away until Scotland becomes a a cycle-friendly nation. It will, one day.

Having seen the turnout for the first Pedal on Parliament, I came up with another idea and innocently put up a blog post asking if there should be an Edinburgh Festival of Cycling? It seemed like a good idea at the time, I hadn’t really expected people to take it too literally, but they did and the next thing I knew, we were doing it. The first Edinburgh Festival of Cycling which was held between 15th and 23rd June 2013, the festival took place again this year (2014) and we are now planning 2015.

So if you are thinking about doing something in the new year to change your life, I would recommend, in the words of Mark Twain, “Get a bicycle. You will not regret it. If you live.”

A Quick chance for more cycle cash in Scotland?

A Quick chance for more cycle cash in Scotland?

Spokes the Lothian Cycle Campaign group is always on the look out for opportunities to increase the funding of everyday cycling in Scotland. So when they spotted that the Scottish Government is about to receive a £213m boost as a result of the UK Chancellor’s Autumn Budget Statement (thanks to the so-called “Barnett consequentials”). Finance Secretary John Swinney MSP has said £125m of it will go to the NHS, but the remainder is not yet allocated. As the Scottish government will decide very soon, possibly in the next few days or certainly the next few weeks, how to use this money. They suggested that people should write to their MSP’s to suggest that some of this money should be used to invest in cycling infrastructure.

I took the opportunity write to all my MSP’s, and this is what I wrote:

Dear MSPs,

Repeated studies have shown that increasing rates of Active Travel, walking and cycling, for short journeys (and the majority of every day journeys are under 5 miles), have a positive impact on the health and well being of the population as a whole. Not only is Active Travel good for health, it is good for the economy too. Not only does it provide jobs directly, but also people who arrive at work via active means are more productive and take less sick leave. Infrastructure improvements to encourage Active Travel are also cheap and quick to implement, but they do need to be properly funded to achieve their full potential.

In his speech on 9th October 2014 the Finance Secretary, John Swinney, made a promise that the Scottish Government would spend “an additional
£10 million next year for cycling and walking infrastructure”. However, it has subsequently emerged that £5m had in fact been pre-announced in June and that the other £5m is not actually for is not even for walking and cycling. It is for car sharing, bus ticketing incentives, bus shelters and so on, not directly on Active Travel. Therefore unless Mr Swinney is able to find the additional money from somewhere else his promise to Parliament will have been bogus.

The UK government has recently announced £214m additional cycling investment in England. At the same time the Scottish Government will receive £123m in Barnet consequentials, this gives Mr Swinney the opportunity to make good on his promise to Parliament made on the 9th October 2014. Please urge Mr Swinney to take this opportunity to make good on his promise.

Yours sincerely,

Kim

 

I will list the replies as the come in below:

The first reply comes from Cameron Buchanan MSP:

Dear Ms Harding,

Thank you very much for your message. I agree with you about the importance of cycling – it should be encouraged wherever possible. I also agree that misleading announcements by the SNP, of which there are many, should be called out.

I will continue to advocate cycle-friendly policies in Parliament and in this your points are most welcome. Furthermore, I will be questioning the Scottish Government in Parliament today, when I will ask if they have any plans to increase investment in cycling infrastructure.

I hope you find this response helpful.

 

Second reply, was some what longer, from Sarah Boyack MSP:

Thank you for your e-mail about funding for cycling infrastructure. The Scottish Government has recently announced its draft budget for 2015/16 which gives an indication on its intentions for cycling and active travel. I believe that making active travel options more accessible for everyone could help address the physical and mental health problems we face in Scotland. My party, Scottish Labour supports active travel and the encouragement of walking and cycling, as well as more generally the culture of active travel.

We are pleased that in the draft budget for 2015/16, the total budget for sustainable and active travel has increased by over 40% in real terms. We welcome this commitment. However, at this stage we don’t know the details of what this money will be spent on. We are pushing the SNP Government to confirm how this money will be allocated and, in particular, how much of it will be allocated to cycling infrastructure.

Under the transport portfolio, £25m is earmarked for support for sustainable and active travel while local government will be provided with £8m grant funding for cycling walking and safer routes. In its submission to the Infrastructure and Capital Investment Committee, Spokes also identified funding for active travel within the Future Transport Fund, Forth Bridge construction and trunk road budget lines. Based on Spokes’ estimates, the total funding specifically targeted at active travel in 2015/16 will be £37m, around £28m of which will be spent on infrastructure. This compares with Spokes estimates of £40.3m (total) and £36m (infrastructure) in 2014/15. That’s a big drop in investment.

I want to see increased, sustained year on year investment in infrastructure to encourage cycling so I welcome Edinburgh’s leadership with the council’s commitment to ensure continual, increasing investment in cycling. In 2012/13, 5% of the total transport budget went on cycling investment. In 2014/15, that had increased to 7%.

The Scottish Government needs to put in place proper funding and sustained investment. We need both dedicated facilities for cycling and better integration across our trunk and local road networks. Part of this process must be to ensure that the needs of cyclists are designed into our roads maintenance, our local transport strategies and our planning decisions so that routes and dedicated infrastructure such as parking facilities are designed with the needs of cyclists in mind.

In my campaign to be Scottish Labour Leader I published 100 Ideas for a New Scotland and suggested that we should also be looking at more segregated cycle routes.

Alongside considering cycling as a mode of transport, there are interesting opportunities to take a broader approach. I’m keen that the debate considers how cycling can help to address other Scottish Government goals such as physical activity targets and legacy initiatives attached to the 2014 Commonwealth Games as opportunities to set clear targets on cycling participation. Promoting cycling amongst school students is also crucial.

We need to promote safer road cycling opportunities generally as well as targeting specific cycle interest developments for sport and tourism.

We need a step change to deliver the increases in cycle participation that the Scottish Government want to achieve under the Cycling Action Plan for Scotland and I, along with my Labour Party colleagues will continue to press for investment in facilities and initiatives to make this a reality.

 

Third reply from Alison Johnstone MSP

Dear Kim

Thank you for contacting me regarding active travel funding.

You may be aware that there is a Government debate this afternoon on Active Travel. I have lodged an amendment to the Government motion (copy below) and I am pleased that it has been selected for debate. I will be taking part in this afternoon’s debate, so you will be able to read my contribution in the Official Report, or watch the debate live on the Parliament website.


*S4M-11980.2 Alison Johnstone: Active Travel—As an amendment to motion S4M-11980 in the name of Derek Mackay (Active Travel), insert at end “; reaffirms the Scottish Government’s target of 10% of journeys to be made by bike by 2020; notes the estimate by Spokes that active travel funding in the 2015-16 draft budget is lower than in the previous year; calls on the Scottish Government to reverse this cut and substantially increase funding for active travel; notes the ongoing debate and research into the introduction of presumed liability in relation to road accidents, and urges local authorities to meet growing demand for high-quality walking and cycling infrastructure, extend 20mph speed limits in built-up areas and provide walking and cycling training opportunities to every child in Scotland”.

I have received emails from a number of constituents who share your concerns. My colleague Patrick Harvie MSP is meeting the Finance Secretary tomorrow to discuss the budget and he will be taking the opportunity to press him on active travel funding.

Please do not hesitate to contact me again if I can be of further assistance.

Best wishes

Alison

 

Who will be next?

 

What do horses say? Hello

What do horses say? Hello

Suz: What do horses say?
Seb: Hello

It was the quote of the day, but then Seb is only three and so is entitled to a logic all of his own. Ulli and I were out for a wee ride with an old Uni friend of mine and her son. It might have been the end of November, but it was a glorious day for seeing East Lothian by bike. Suzanne and Sebastian met us at the station in Dunbar. The plan was to ride from Dunbar to North Berwick along the new John Muir Way cycle route, allowing Sebastian to ride his balance bike whenever it was safe to do so, well that was the plan.

Exiting the station, the first issue arose: trying to explain to Sebastian why it wasn’t safe for a three year old to ride from the station out to the edge of town. He wasn’t entirely happy about this, and who can blame him, he had been told he was going out for a ride and now he was told it wasn’t safe. “But why isn’t it safe?” he kept asking. Good question Seb, mainly because a few selfish adults in cars think that they are far more important than children (or even adults) on bikes and they drive badly. However, this is rather a difficult concept to get across to a three year old, and it took a little time for him to reluctantly accept that he would have to travel, at least part of the way, in bike trailer.

Getting out of town proved to be a fraught experience with numpty drivers trying to overtake on blind bends and in other inappropriate places. As a former fully qualified driving instructor I am shocked by the poor standard of driving I see on the roads. Certainly there were a few who could do with taking some driving lessons and learning how to overtake safely.

The town finally exited, we found ourselves on an offroad path with great views and space for Sebastian to show off his skills on his balance bike. Meanwhile I was grabbing some photos.

St Andrew's Day, Dunbar

View to the Bass Rock from Dunbar

By the time we time we had gotten to the end of the motor traffic free bit it was time for Sebastian to go back into the trailer. Fortunately by this time he was tired enough not to object and was happy to climb back into the trailer and take a nap while mum did all the work. This was fortunate as the route took us onto (what is euphemistically called) a shared use path. Now as regularly readers of this blog will know, Ulli and I have travelled a fair bit on the continent of Europe, and nowhere have we ever come across a path so narrow that it could only take a cycle trailer being called a shared use path. But this is family friendly East Lothian, where things are different.

Welcome to family friendly East Lothian

VisitScotland has recently woken up to the concept of cycle tourism, but sadly Scottish transport planners haven’t (yet). If Scotland is ever going to achieve its potential as a family friendly tourist destination, it is going to have to do a lot better than this.

Crossing minor roads was also the sort of experience that you wouldn’t come across on the mainland either…

Welcome to family friendly East Lothian

Welcome to family friendly East Lothian

Welcome to family friendly East Lothian

Not far from this crossing, we came across a field of Scottish road engineers and transport planners…

Of cabbages and traffic planners

Need I say more?

About this time Seb woke up, hungry, and informed us that he would like to have a ham sandwich. It soon became apparent that wee Sebastian is a follower of the Zoroastrian tradition whereby the repeated chanting can will an object into existence. He is obviously an advanced three year old, or maybe just a three year old. Either way, turning off to find a farm shop where we could source some bread and ham was a relief, especially to Suzanne. Near the farm shop there were an number of happy chickens happy wandering about a field (blissfully unaware of what was sold in the shop). On seeing them, Seb gave a perfect impersonation of a chicken. A short way further do the farm track we passed a field with horses in it, at which point Suzanne asked Sebastian what horses say, he replied “Hello”, bless.

The road past the farm was delightfully free of motor traffic, which might have had something to do with the river crossing half way along.

Welcome to family friendly East Lothian

Fortunately there was a footbridge to allow crossing, it was narrow (only just enough space for the trailer) and slippery, but it was the easier way to get across the river.

By now we were all getting hungry and it had, due to the poor infrastructure, taken far longer than we had expected to get as far as we had. We decided there was no way we would make North Berwick for lunch and so decided that the Tearoom at Smeaton Nursery (on the edge of East Linton) was a more realistic goal. Access to Smeaton Nursery was very muddy, but going in via the delivery entrance (being a Sunday) was mercifully traffic free.

Suitably fed, we decided that, as the day light was getting short, we should head back to Dunbar, but by a more direct rate route along the NCN 76 rather than the John Muir Way. However, this wasn’t without issue either. Trying to access one of the traffic free sections, we found that the western most set of bollards had been set too close together to get the trailer through, and Suzanne was forced to squeeze round the outside.

Welcome to family friendly East Lothian

Welcome to family friendly East Lothian

At the second set of bollards at the eastern end, the trailer was able to pass with about 5 cm to spare, likely not by design but by chance, as no thought had been given to the users in the planning process. The lack of professional competence of British road engineers and transport planners is something which needs to be addressed with some urgency. It is not that they can’t do it, it is more that they lack the training in planning for Active Travel and don’t think about it. The “profession” is totally fixated on motor vehicles and seemingly incapable of understanding the need of non-motorised traffic (for the origins of the word traffic). Earlier this year I tried to set up a CPD workshop for road engineers and transport planners, bringing in a Dutch/Danish consortium to do the training. I was shocked to find that the Professional Officers felt that they didn’t need such training, as they already knew everything they needed to know about providing for active travel.

Overall, I really enjoyed the day out, it is good to get out on the bike with friends. But was saddened by the lack of provision to make this easy for families. It doesn’t have to be this way, as I have seen on my travels on the mainland of Europe, where people expect and enjoy a better quality of life. Why should families be expected to accept second best? Why are we in Scotland not looking to take full advantage of the economic benefit of Active Travel? OK, VisitScotland are just starting to wake up to the fact that cycle tourism in Europe is worth in excess of €44,000,000,000 a year (the overall economic benefits of cycling are at least €205,000,000,000 p.a.), and Scotland is missing out on most of that. In fact our car dependent culture is costing us billions of pounds per year and has a highly negative impact not just on our quality of life, but our longevity, too.

And finally…

And finally…

Following on from my last post after five years the on street cycle storage (Cycle-Works Streetstores since you ask) has finally arrived and so I have the first set of keys.

Cycle store in use

It was interesting standing in the street talking about the cycle storage with a council officer and seeing the number of people coming up and asking how they could get a key. Apparently there is already a waiting list of places, even though many of the people living in the street don’t even know what the cycle storage are as they have not seen them opened before. I get the distinct feeling there will soon be demand for more!

Cycle parking, things are finally moving on…

Cycle parking, things are finally moving on…

Just over five years ago (in September 2009) I wrote a blog post “Cycle parking, please can we have more…” in which I talked about the problems with lack of secure bicycle parking in Edinburgh. I flagged up issues the particular problems for tenement dwellers in Edinburgh, where storage is often a very real problem (as it is across most Scottish cities), added to which people living in tenement areas are less likely to own a car.

Three years ago things were looking positive as there where the first glimmerings of hope that something might actually be happening. There had been an announcement that City of Edinburgh Council (CEC) has proposed a Pilot of on-street residential cycle parking. I was one of the first to put in an application and waited with bated breath, well almost. As the closing date for application was December 2011, it seemed reasonable to expect that here might be something on the ground by the summer of 2012. In early May a letter arrived inviting all those who had applied to be a part of the trial parking project to a site meeting to consult on how it might work in practice. So it was that my self and one of my neighbours met with a number of officials, including the CEC’s cycling officer (Chris Brace), a CEC Project Engineer (Scott Mannion), one of the environmental manager (David Doig) and LBP Crime Prevention Officer (Carol Menzies). We had a wide ranging discussion, as we stood in the spring sun shine, covering all aspects of how that cycle parking (and its location) could affect the street, from accessibility to security, from refuse collection to turning space, and more. The meeting ended with a general consensus that the best location for the cycle storage was at the southern end of the street on the west side, on an area of concrete pavement which is currently just dead ground. It felt like something was really about to happen after two years of campaigning and lobbying, finally we were getting what was needed.

For a couple of months nothing happened, no information, nothing. In late July 2012 a letter arrived saying that the council was going to hold a written consultation for all residents in the street. A number of my neighbours came to ask me about this as they wanted to know more about the proposal, everyone I knew who lived in the street was in favour of the idea of having a secure cycle parking facility (even those who owned cars and those who didn’t own a bicycle). The written consultation was than followed with a series door to door interviews, and it was beginning to feel like someone at the Council was doing all they could to find an objector, so that they could stop the scheme (maybe I am being too cynical here).

Following all this consultation things went quite again until late June 2013 when another written consultation arrived, this time with plans showing the proposed location of the cycle storage on the opposite side of the street from that which residents said they wanted in the earlier consultation. I am told that there eleven responses to this consultation, all in favour of having the cycle storage on street and three saying explicitly that it should be on the far side of the street (the other made no comment on the location). One wonders why it is felt necessary to have quite to much “consultation” when they don’t bother to take notice of what the people who are going to live with the infrastructure actually have to say. It strikes me that a large amount of public money is wasted in this way.

Move forward to June 2014 and the City Council break their radio silence again with a letter to say that three different types of secure on street cycle storage across five locations across the city. The three types of storage chosen were the Cyclehoop Fietshangar, Cycle-Works Velo-Box lockers and Cycle-Works Streetstores (the latter a somewhat experimental design to judge by their website where there are several different prototype designs shown). The letter went on to say that the installation would be completed by the end of July 2014.

By this time I was starting to feel I would only believe when I saw it, so you can imagine my surprise and delight when I was told of shiny new Cyclehoop Fietshangars had been sighted in the city!

On street cycle storage in Edinburgh ©EdinburghCycleChic

Then came the news that Cycle-Works Velo-Safe lockers had also been sighted.

On street cycle storage in Edinburgh ©EdinburghCycleChic

On street cycle storage in Edinburgh ©EdinburghCycleChic

This was real progress at last! But wait where were the Cycle-Works Streetstores? There was no sign of them anywhere and again silence from the City Council, after some prompting there was a few vague comments that they were coming soon. July turned to August, the Festival came and went, September, still nothing, then finally in October Streetstores were sighted for the first time!

On street cycle storage in Edinburgh ©EdinburghCycleChic

How does the scheme actually work? Now there’s a question I keep getting asked, well, places in the cycle storage is offered to first to residents living within 100m of the stores. Only two places per flat are allowed per flat (which is rather unfair on students living in Houses in Multiple Occupation or HMOs) and place are allocated on a first come first serve basis. Each person gets a gets an individual contract and must give the details of the bicycle they are intending to store. The contract also states that the storage can only be used to store “a security-tagged bicycle belonging to or in the care of the member”, later in the contract it talks of bicycles with a permit and displaying a permit sticker.

As to costs and pricing, the contract states that “during the period of the Scheme the Council will not make a charge for participation in the Scheme. The Council may bring the pilot Scheme to an end on giving 14 days’ notice to the Members, and thereafter charge the Member for continued participation in a new scheme and take a deposit for the access key”. Nowhere, in the contract does it give any indication of how long the pilot Scheme will run for, nor is there any mention of how much the charge might be in the future. Elsewhere, it has been stated that the “cycle parking would be … trialled for around 2 years“. Also “It is expected that there would be a charge of around £5 per month per user for the use of the covered storage options to help cover running costs”. This would mean that it would cost £60 a year to park a bicycle compared with £31.50 to park low emission car in the same permit zone. When you bear in mind that ten bicycles can be accommodated in the space required for one car, this seems rather excessive, no doubt the Council will say that this reflects cost of maintaining the cycle storage, whilst blithe ignoring the costs involved in controlling car parking in the city. If the council are to introduce such a high charge for cycle parking, then it would only be reasonable that all subsidies for car parking be dropped and that the cost of car parking be brought up to a matching level.

 

Getting inspiration from Dublin

Getting inspiration from Dublin

I recently came across Dublin Cycling Stories, which is a series of short portraits of people who use bikes to get around Dublin. These films were made with support from the Dublin Cycling Campaign and Dublin City Council. The site is inspiring in many ways and there are lessons here for Edinburgh. After all, Dublin and Edinburgh are capital cities of a similar size, both are emerging cycling cities, although Dublin is way ahead of Edinburgh, as we shall see.

Where Dublin has got it right, and where other emerging cycling cities should take note, is that the influencers in the city have made it a priority to promote the Cycling Stories as a normal way of life for Dubliners, and not just a fringe lifestyle for the brave few. These short films were made to show the world how gloriously easy, fun and sexy a bike ride can be, what a great idea!

Let’s start with Lisa’s story, the young mum taking her child to nursery …

… this shows that cycling can be easy and fun, something that both mother and daughter enjoy.

Then there is Paul’s story, he uses a bicycle for work …

… as a photographer he has to carry equipment about with him, but he can easily do so by bike and it’s obvious that going by bike has many advantages over using a car.

For a bit of contrast we have Julie’s story…

… she’s a student and tells us about how cycling gives her freedom (and how hills aren’t really a problem).

Next, we have Georgia’s story, showing how easy and sociable cycling can be as a way of getting about the city …

… in Georgia’s story we see clearly how far ahead Dublin is of Edinburgh in terms of infrastructure.

The film shows Dublin as having a connected network of cycle paths, where space has been taken from motor vehicles. Edinburgh is only just beginning to timidly experiment with this on George Street …

George Street, Edinburgh

… although in true Edinburgh fashion, they have only gotten half way through doing it, then downed tools for the Festival. George Street looks great, but doesn’t actually connect with anything at either end and is not part of a direct route to go anywhere, showing a frustrating lack of thought about cycling as a means of transport by the planners (and they call themselves transport professionals?).

Another thing that is different in Dublin, compared with Edinburgh, is evident from the dublinbikes story …

… Dublin claims to have the most successful bike share scheme in Europe. Edinburgh has yet to dabble with a bike share scheme, although such schemes have been real game changers in other cities. Will Edinburgh ever get a bike share scheme?

Well let’s just say that Rob Grisdale, MD of nextbike UK was sighted in Edinburgh yesterday, and he wasn’t here to do the festival (although I am told, he did manage to take in a show or two). So will Edinburgh ever get a bike share scheme? Given the City of Edinburgh Council’s desire to remain stuck firmly in the 1980’s it would seem not, but as Stirling is showing, the council doesn’t have to be in the lead, it could be a forward-looking social enterprise that takes the lead. I am not going to say more here, but there are ideas forming.

Possibly the greatest lesson these films have for Edinburgh (or indeed other cities) is that by promoting positive images of average people using the humble bicycle as a means of transportation, cycling can be used to “humanize” the city. In the last century the coming of the car brutalised our cities, now in the 21st century, civic leaders are starting to recognize the importance of the bicycle to creating living cities of the new millennium – the ones which embrace multi-modal transportation.

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