Challenges to growth in cycling in the Netherlands. Older people cycle more than ever before but their injury rate is rising.

One graph can never show the multitude of factors behind the cycling modal share of a nation.

In this post, I'll point out how the usual chart which shows how cycling has grown in the Netherlands since the 1970s hides some major demographic factors which influence cycling, not all of them positive.

In addition, we've recently been told that for the first time in nearly ten years, cyclist deaths rose in the Netherlands last year compared with the year before. What's this all about, and is it somehow related to the modal share ? Read on...

First challenge: Immigration
Each year, the Netherlands loses about 30000 more people due to emigration than arrive as new immigrants. Many people who emigrate were born overseas and are returning to their land of birth, but also many Dutch people emigrate. This number, you'll notice, is smaller than that of births vs. deaths.

Nevertheless, by 2010, this exchange of people between countries resulted in 11% of people living in the Netherlands having been born in other countries. Because all other countries have a lower cycling modal share than the Netherlands, this of course implies that immigrants were born in countries where it is normal to cycle less than in the Netherlands.

Immigrants to the Netherlands try hard to integrate well with the local population and this includes their cycling habits. Immigrants living in the Netherlands cycle about as much as they would had they been born in and still lived in Finland or Germany. i.e. less on average than the native Dutch, but as much as people from other leading cycling nations. Clearly, though, we can't state that growth in cycling is due to immigration.

Second challenge: Ageing
Between the 1970s and now, the population of the Netherlands grew from 13 million to 16.5 million people. As we've seen, this is not due to immigration. It is also not due to a high birth rate. As is normal for developed nations, the Total Fertility Rate of the Netherlands (how many children are born on average to each woman) has been less than 2 for some time. In the Netherlands, the TFR has been less than two since 1973.

Births still outnumber deaths in the Netherlands by almost 50000 people per year, and this is what has lead to population growth. Deaths are lagging behind births because of the increase in life expectancy and resulting increase in the average age of the population. Men can now expect to live 7 years longer than in the early 1970s and women 5 years longer. Women still live slightly longer on average than do men.

Meeting these challenges
Neither older people nor recent immigrants from countries with lower cycling rates are the easiest people to convince to cycle.

Immigrants are encouraged to cycle. A successful initiative called Fiets Vriendinnen ("Cycling Girlfriends") is the only organisation that I'm aware of which cycle training for adults. Specifically, they offer cycle training and support for women new to the Netherlands, performing a useful function of helping people to integrate into Dutch society.

However, something else has happened which many people may find surprising. Elderly people in the Netherlands now cycle nearly three times as much as they did in the 1980s. It is the rise in the number of retired people cycling which has driven the growth in electric bicycle sales in the Netherlands.

A group of older people who passed us a couple of Sunday afternoons ago. It is not at all unusual to see groups of retired people cycling for pleasure in the countryside.

Other growth has come from specific areas. For instance, cycling to railway stations, where literally hundreds of thousands of extra cycle parking spaces have been built in an attempt to keep up with growth in usage in the last few years (40% of train passengers now arrive at railway stations by bicycle). Many Dutch towns have seen increases in cycling alongside improvements to infrastructure. This is true of the capital, Amsterdam, of the top cycling city in the Netherlands, Groningen, and also of the small town of Assen, where we live.

What about that rise in transport related deaths ?
Obviously any rise in deaths is something that has to be taken seriously. First some context. Overall, roads and cycle-paths in the Netherlands are amongst the safest in the world. They are much safer than they were in the early 1970s.

The improvement in safety have come in large part from following the principles of sustainable safety. Different modes are separated, keeping cyclists away from the danger from motorized vehicles even when you might not think this was happening.

While 2011 was a slight increase over 2010, this is clearly a
downward trend over time. It is not an imaginary trend.

Sadly, for the first time in several years, 2011 saw the number of deaths on Dutch roads increase. This has seen alarming commentary from some quarters about how the roads are becoming more dangerous, but I do not believe this to be the case. Rather, this is a bump on a graph which still depicts a downward trend. The rise was small, 3.3%, and 2011 was still safer than 2009. Perhaps the same sorts of comments concerning a "rise" were made when this last happened, in 2003.

In 2011, there were 661 deaths compared with 640 in 2010 (these figures are for all road users, not just cyclists). December 2011 was a particularly deadly month with 81 people losing their lives in that month alone. Without this unusual one month peak, the figures could have been lower than for 2010.

There is always "noise" in figures of this nature. It's important not to take too much notice of year on year changes as they can be so misleading. While one cannot make any prediction based on the graph, it looks more like the continuation of a steady downward trend than the beginning of an increasing trend, and we should note that the December figures which particularly made a difference last year are likely to be due to particularly unhelpful weather.

Demographics of road casualties
Of the 661 deaths last year, 40% or 269 were of people over the age of 65. Nearly 1 in five, 126 people, were aged over 80. This is a reflection of how active older people remain the Netherlands and also of how vulnerable older people can be in crashes which might cause less serious injuries in younger people.

We see the same if we look just at cycling casualties.

Over 65s cycle around 12% of the total kilometres cycled each year in the Netherlands. However, almost 2/3rds of the cyclists who died in the Netherlands last year were of people aged over 65.

In total, 200 cyclists died in the Netherlands last year, a rise of 38 over the year before. This is quite a sharp rise in one year. It compares with 185 in 2009, which makes for a less dramatic change. It is still part of a downward trend, and the Netherlands remains the safest country in the world for cyclists.

Why are older people falling victim more often ?
It is an unfortunate fact that as you get older, you also become more delicate. Injuries which might cause nothing more than a little discomfort when you are young can cause a broken bone when you are older. Those which might have resulted in a broken bone can result in death.

The rise in electric bicycles has been blamed for older people suffering more injuries and deaths. One study claims that while electric bikes are not much different in safety to non assisted bikes for younger people, there is a relationship between an assisted bike and a higher rate of injury amongst older people. Such bicycles are sold almost exclusively to retired people, and for this age-group they result in being able to ride faster and further than before, without improving the rider's reaction time or strength.

New figures from 2013 show that women over 60 with
electric assisted bikes (solid red line) are especially
at risk of injury. Two possible explanations are offered.
1. More fragile people tend to buy electric bikes.
2. Electric bikes lead to higher danger for this group
In either case, extra investigation is needed.

However, it would appear that the main reason why older people are falling victim more often is that they are cycling more often. Between 2000 and 2010, the number of kilometres ridden each year by over 65s more than doubled. Over 65s now cycle nearly three times so much as they did in the 1980s.

In the Netherlands, cycling suffers from the "Golf effect". Just as regular gentle exercise by cycling extends life-expectancy, golf has been shown to do the same. However, a surprisingly high number of people die of heart attacks when playing golf. It's not the game that kills them, as golf has few risks, however the combination of an aged demographic and that playing golf can take quite a long time means that there is a fair risk that regular players will die when they are playing golf. Many older Dutch people spend a considerable amount of time cycling, and the same will be observed.

None of this is new
In 2005, a study showed that the number of visits to hospital by older cyclists had risen by 55% between 2005 and 2009. The total distance cycled by this group had also risen by 50% over the same period.

In 2010, a study showed that elderly cyclists ran 3.2 times the risk of injury than younger cyclists, and that this was due not to having more crashes, but due to the relative fragility of older people. It also showed that 10% of total cycled kilometres in the Netherlands are ridden by the over 65s, and a link was shown (again) between improvements to cycling infrastructure, an increased rate of cycling, and lower risks for all cyclists.

What about the future ?

Average number of bike rides per day for Dutch
population separated into different age groups

It is expected that the ageing population will eventually reduce the cycling modal share because older people in the Netherlands cycle less than younger people.

In 2007, a study suggested that ageing of the population could be expected to slowly reduce the rate of cycling in the Netherlands. It also predicted a rise in serious bicycle crashes of 10% over 20 years for much the reasons that we have seen start to occur. This study also showed that immigration was thought unlikely to have a very large effect because the number of immigrants remains small.

That same study includes an interesting table which shows the percentage of cycle trips by over 65s in 2005 for each local government area, compared to what it is expected to be by 2025. In Assen, for example, 12% of cycle journeys were made by over 65s in 2005, and this is expected to grow to 16% of cycle journeys being made by over 65s in 2025. This is about average for the whole country.

Of course, the Netherlands isn't standing still. A new organisation, the National Investigation into Cycling Safety has begun to work on improving future safety for cyclists in the Netherlands.

It is important that standards for cycling infrastructure continue to improve. Only with improvements in standards can the cycling modal share be preserved despite the challenges of demographic change.

All three types of safety are important.

About comparing sensible figures
Last week, British politicians compared Dutch and British cycle safety figures in rather a confusing and perhaps even deceitful manner by referring only to the absolute number of deaths in both countries.

It is of course true that the Netherlands has a higher rate of cycling injury per hundred thousand people. However, this is because while everyone cycles in the Netherlands, and as we see above, this covers a very wide range of demographic groups, only a minority cycle in the UK and they're largely young adult males.

Comparing per km cycled, even though the Dutch cyclists include far higher levels of more vulnerable groups (not only older people, but also children and people with disabilities), the figures are very much better for the Netherlands than the UK, even taking into account the increase last year. Several people blogged about this, but I refer you to "(Drawing) rings around the world" for accurate figures.

Someone quipped that by the same logic as used by the British Transport Ministers, Switzerland could perhaps learn a lot from the UK's good record on skiing safety, and it's a valid comparison.

Any British politician who wants to know what the difference really is between cycling in the Netherlands and cycling in the UK only has to ask us to find out. We do tours specifically for this reason, but not one British politician has yet come to see for themselves.

2014 update
Traffic safety figures in the Netherlands have continued to improve despite the upward tick in 2011. The total number of deaths in 2012 was 650, roughly the same as 2011 but this improved in 2013 to 570. That's the lowest figure ever. 184 cyclists lost their lives in 2013, only five of whom were under 15 years old. 124 of the cyclist deaths were of people aged over 60. Over 2/3rds of the total and  continuing the trend of their being the most vulnerable people being injured in single-sided crashes.

Investigations into the cause of the rise in injuries and deaths continue. If the person who made the quip about skiing safety reads this, let me know and I'll link to you.

Yes, good cycling infrastructure really does lead to people cycling more. Immigrants cycle far more in The Netherlands than most people think (also distances and fuel usage)

All around the world there are people who try to reduce their impact on the environment by cycling. However, people who cycle for this reason are never very large in number. In most places only a minority find conditions to be such that they are willing to "make a sacrifice" by behaving differently from the majority. The Netherlands is different in that the average person cycles. They may not do so as much as cycling extremists (this fraction of the population exists here just as elsewhere) but because average people are much more numerous, their contribution is far greater. 100% of the population using a bike for over a quarter of all their journeys is far more significant than 1% of the population using a bike for 99% of their journeys.

Comparison of popularity of different transport modes for Turkish, Marokkan, Surinam and Antillian immigrants and the Dutch native population. From page 52 of this report.

Key: Ritten = journeys. Aandeel = share. Auto = car as driver or passenger. OV = public transport. Motor of Brommer = motorbike or scooter. Fiets = bicycle. Lopend = Walked.

On average, the native Dutch population uses a bicycle for 27% of their journeys. The total average number of journeys per day is 2.74, and people use a bike for 0.74 journeys per day.

Dutch infrastructure makes cycling
available as a practical means of
transport for everyone

By comparison, immigrants from nations with much less cycling cycle less than the native Dutch. However, these figures are also very interesting. I think it notable that Turks in the Netherlands use a bike for 9% of their journeys, Marokkans for 11%, Surinamese for 13% and Antillians for 15%. While these are lower figures than for the Dutch, they're still significantly higher than cycle usage in their countries of origin.


Not many people realise how successfully integrated immigrants are to the Netherlands with regard to cycling. Each of these immigrant groups comes from a nation with almost no cycling yet after exposure to the Dutch environment and infrastructure, immigrant groups in this country compare favourably with the other top cycling countries. This demonstrates how powerful it is to have infrastructure which attracts people to cycling. Source.
Integration is difficult. It's relatively easy for us due to our European background, but it's still extremely difficult to move to another country and to fit in. However much some people might like to think that immigrants don't try to fit in, there is proof here that at least so far as modes of transport are concerned, immigrants in the Netherlands can be shown to have gone some considerable way to integrating, even if they never cycle to the same extent as the native population.

The person in this photo most
likely to be regarded as member
of an out-group is the racing
cyclist, not the woman in front.

If immigrants can't resist the temptation to cycle when they come to the Netherlands from countries with almost no cycling then it's quite logical to assume that if the infrastructure was taken to countries with almost no cycling then the population would be equally attracted to cycling. Cycling sells itself, so long as people don't have to ride alongside motor vehicles.

Conclusion
Cycling is not "in the genes", it's in the infrastructure ! Even Dutch people often make this mistake, but the success of the Dutch cycling infrastructure is obvious wherever it exists and whoever gets to ride on it. Dutch people who leave this country and no longer have the infrastructure usually stop cycling.

Exactly the same infrastructural developments which encourage cycling amongst the Dutch native population are effective amongst people with no existing habit of cycling: If you build it, they will come. The effect on the wealth of the nation as a whole, and on the environment, from convincing people en-masse to cycle for a significant proportion of their journeys is enormous. The means to achieve this can be seen in the Netherlands and if duplicated elsewhere it will have a similar effect.

Distances travelled and fuel usage
Over the last few days, two of our vehicles have gone past mileposts of one form or another. It's quite clear that we've "gone Dutch" as well.

I've ridden the Mango 16000 km (10000 miles) since it was new 22 months ago. That's only an average of 700 km per month, which won't impress anyone who's working towards a world record. I work just one day a week in Groningen now, so I'm not riding the Mango to commute quite so often as I was.


On the other hand, our car needed its APK (annual inspection) this week. This was a chance to take note of how much we've been using it. For the first three years that we lived here, it wasn't used at all, but fourteen months ago we started the process of getting it on the road. Since then, between us, we've driven 2400 km (1500 miles).

Let's work out some simple numbers: 16000 km if driven by car instead of ridden by bike, based on earlier figures, would have cost us about €1700 euros, and produced about 2700 kg of CO2 emissions.

The Mango isn't the only bike that I ride. Local journeys with the Xtracycle or town bike to the post office and supermarket also add up at a surprising rate. The rest of the family also have their own bikes and use them daily.

If all four of us had travelled the whole time by car, and we were using it as "dad's taxi" to take our teenagers everywhere they wanted to go, then it would have covered a considerably greater distance and the costs for us, the country we live in, and the environment that all of us share would have been considerably greater.

A similar effect can be seen in reverse. When Dutch nationals emigrate to the UK or USA, they typically end up making few journeys by bicycle, approaching local norms. The environment in other countries discourages cycling, and the Dutch are just as easily discouraged by unpleasant cycling conditions as people born elsewhere.