In the Netherlands, the annual distance cycled per capita peaked in the 1960s. However, with the adoption of mobility policies, which prioritised private car use, use of bicycles declined drastically. Similar declines were observed in China in the 1990s.

In the 1970s, The Netherlands witnessed mass protests in response to the demolition of historic urban areas to make way for highways, and increasing traffic fatalities due to rising private car use. More than 400 children were killed in traffic accidents in 1971. Supported by an energy crisis, this prompted the government to abolish major urban highway projects and prioritise policies promoting safe, healthy and clean mobility concepts. Cycling gained a prominent position in these policies, notably with the construction of 20,000 kilometres of segregated cycling network, speed regulation and proper junction design. Policy also discouraged the sprawl of malls in the outskirts of cities that lead to increased private vehicle usage.

Since the introduction of these measures, 27% of all trips in the Netherlands are undertaken on bikes. With 17 million inhabitants, the country has 23 million bikes. Cycling has impacts across physical and mental health benefits, increased social interaction, cost savings, improved air quality and reduced greenhouse gas (GHG) emissions. Cycling also offers multiple economic benefits. It is one of the cheapest modes of transport, accessible to most income brackets and requires less investments in infrastructure, while also potentially increasing retail sales. However, the right to cycle in The Netherlands still needs to be defended against the adoption of more dangerous vehicle types and urban planners who prioritise car use. Recent estimates suggest that if everybody cycled as much as the Dutch, global emissions would drop by 686 million tonnes CO2 per year.

The successful promotion of cycling requires bold politicians and a broad sustainable transport strategy. The Dutch case is not unique. In many other countries, cycling advocacy groups are trying to (re)claim their place in the street. In Bogota, campaigns in the 1970’s were followed by periodic cycling events during which roads were reserved for cyclists and pedestrians. After the construction of 400 kilometres of protected cycle tracks, the share of daily trips by bikes increased from 1 to 6% between 1995 and 2016.

Photo by Noralí Nayla on Unsplash.