Save Lives & Save Gas:

The Benefits of the Dutch Bike Lane Model in a Local Setting

THE UNIVERSITY OF MINDANAO, DAVAO CITY

POSITION PART 2

Proponents:

Alea Bebillo
Roi Nicole Aba
Sheen Gabato
Denise Gorgolon
KC Peralta
Jireh Ruth Legurpa
Pave Alfeche Llido
Infinity Valencias

Harold Renz Case

ADVISER

December 2020
 Save Lives & Save Gas:

The Benefits of the Dutch Bike Lane Model in a Local Setting

I.

Introduction

There is an increasing interest in the usage of bicycles as mode of transportation

worldwide. High bicycle usage contributes to the accessibility of cities and towns, to the

citizens’ scope for sustainable development and - not least - to public health. Cities and

regions in the Netherlands are often regarded as examples of best practices on cycling and

supporting policies. The Netherlands has the highest rate of bicycle use, and the said country

provides the broadest range of cycling know-how and is famous worldwide for its cycling

infrastructure. That makes the Netherlands have a reputation for being a great cycling

destination. There are even more bicycles than people there. The infrastructure is geared to

cyclists: many roads have separate, dedicated cycle lanes for cyclists' exclusive use. Dutch

cyclists also have their crossings and their traffic lights (Langenberg, 2019).

Moreover, a direct link is visible in the Netherlands between bicycle policy and

bicycle use. In the first place, good bicycle facilities are simply a necessity to facilitate the

many cyclists. These good bicycle facilities keep bicycle use high and continue to grow. High

cycle usage also means that many citizens could enjoy a good cycling climate. One of the

main achievements of our cycling policy is to make it part of the general mobilty policy in a

way that it is part of the solution for mobility. Therefore, in the mobility policies of almost all

the Dutch municipalities, they pay particular attention to the bicycle (Langenberg, 2019).

Furthermore, due to the fact that numerous studies showed that the Dutch’s cycling

approach had various benefits, many policy-makers, politicians and NGO’s from all over the
globe, frequently requests for information to produce a comprehensive brochure about

cycling in the Netherlands, giving an actual overview on the results and findings of relevant

studies and experiences pertaining the said topic. The Netherlands has a strong cycling

culture that is self-maintaining and self-strengthening: a cycling culture which all players in

the field of mobility encourage (Langenberg, 2019).

Review of Related Literature

A study clearly shows that Dutch investments in bicycle-promoting policies, such as

improved bicycle infrastructure and facilities, are likely to yield a high cost-benefit ratio in

the long term. Health benefits translate into economic benefits of over 5% of Dutch GDP.

Cycling levels in the Netherlands have great population level health benefits: about 6,500

deaths are prevented annually and Dutch people have half-a-year longer life expectancy.

These large population level health benefits translate into economic benefits of €19 billion

per year, which represent more than 3% of the Dutch Gross Domestic Product (GDP)

between 2010 and 2013Currently, about 27% of all trips in the Netherlands are made by

bicycle and the weekly time spent cycling is about 74 minutes per week for Dutch adults of

20 to 90 years of age. Even more noteworthy and remarkable, over half of the total life

expectancy increase calculated in this study is being achieved by cycling among adults aged

65 and older (Fishman et al., 2015).

Furthermore, over the last few years, there has been a growing attention on cycling

worldwide. An increasing number of cities are elaborating strategies to increase levels of

cycling. Although many cities set ambitious goals, progress is often slow and much localized.

Despite these disparities, research on cycling is clear: cycling is good for people and society

as a whole. People cycling regularly live longer and healthier lives. People also report feeling
happier when they commute by bicycle than with any other form of transport

(Veldhoven,2018)

Moreover, with an increasing proportion of people living and working in cities, the

bicycle represents a practical alternative to the current car-oriented societies we live in. With

the appropriate infrastructure and bicycle-friendly policies to make cycling safe in cities, it is

possible to reduce and avoid traffic congestion and spend the time saved on more meaningful

activities. Because of the small amount of space required to cycle, the bicycle is a more

efficient way to move people in the constrained physical space of cities than for example by

car. Furthermore, as the visibility of the effects of climate change increases, cycling helps us

reduce our impact on the environment (Veldhoven,2018)

Additionally, cycling is also beneficial to the economy. A bicycle is cheaper to buy

and maintain than a car, which also makes it more equitable. Businesses in areas with higher

levels of cycling tend to perform better than the more car-oriented areas. Taking cycling as a

mode of transport seriously, per example by developing cycling friendly policies and

comprehensive bicycle infrastructure makes cycling easier and safer for cyclists. Investing in

cycling benefits not only cyclists, but also other road users, including car drivers, as cities

become less congested and less polluted. Cycling is a low-cost mode of transport for both

individuals and society as a whole. Cycling requires a lower individual investment than

driving a car. Each trip is free and maintenance is minimal. Each kilometer cycled yields a

benefit to society whereas each kilometer done by car and public transport generates a cost on

society (Decisio, 2017).

In addition, the annual cost of riding a bike is approx. 300 euros whereas the annual

cost of driving a car is approx. 8500 euros. Society benefi ts from an urban km travelled by

bicycle A kilometer covered by bike yields a social benefi t of 0.68 euro, whereas cars and
buses cost society 0.37 and 0.29 euros per km travelled respectively.2 Cyclists spend more!

Cyclists shop more locally, more often and are more loyal compared to car drivers. Although

cyclists spend less per visit, they spend more overall because they shop more often than

people driving. Cycling and walking are the ways to move around which have the least

impact on the environment. Switching from driving to cycling reduces carbon emissions and

improves air quality. Cycling is good for the planet and for the quality of life in cities

(Veldhoven,2018)

Moreover, bicycle use reduces CO2 footprint compared to cars and buses, the product

life cycle of a bicycle generates minimal carbon emissions. Cycling improves the local air

quality Local air quality improves drastically when switching from cars to bicycles.

Switching from car to bicycle reduces 65% NOx pollution per km travelled.5 Cycling helps

to improve the quality of our public space Public space will be improved by turning car parks

into bike lanes and playgrounds with green areas to improve the local environment. Cycling

is silent and helps to reduce traffic noise (Decisio, 2016)

Furthermore, riding a bicycle is a healthy, fun and low impact form of exercise for all

ages. Employees cycling to work are less likely to call in sick. Cycling keeps you fi t longer

and your immune system young. In conclusion, cycling contributes to living a healthy life

.Cycling regularly boosts physical fitness and prolongs life expectancy by 3 to 14 months.

Cycling 30 minutes every day is equivalent to the weekly recommended level of physical

activity. Cycling prevents serious diseases Cycling to work every day reduces the risk of

serious diseases and depression. Cycling is an easy way to burn calories! Cycling is an

efficient way to prevent obesity and reduce the incidence of diabetes type II. People who

cycle to work associate cycling with happiness. Cycling encourages social interactions

between different road users. It improves mental health, wellbeing and helps reduce stress

(Hendriksen & Gijlswijk,2010)

 In addition, 59% of all cyclists associate cycling with joy and only 2% dislike

cycling. Cycling offers freedom to children Dutch children are the happiest in the world.

Cycling allows them to reach destinations safely and gives them the feeling of freedom.11

Cycling improves quality of life Cycling is associated with convenience, independence and

flexibility. Cities are struggling for space. As the number of residents is continually growing,

there is increasing competition for a limited amount of public space. Given that bicycles take

up less space than a car, replacing cars by bicycle frees up space in your city to create more

room for green spaces and for people to meet each other (Decisio, 2016)

Moreover,cycling creates public space Bicycles take up less space than cars, both for

driving and in the amount of space taken up by parking. Bicycle is the easiest mean of

transportation Within the urban environment, locations are easier to reach by bicycle or a

combination of bicycle and public transport than by car. Cycling saves you time No need to

search for a parking spot. Within the urban environment, the bicycle is the fastest mean of

transportation. Planning for the promotion of cycling and walking creates cities safer for

cyclists and pedestrians but more broadly for all road users. Statistically, cyclists are less

likely to cause deadly collisions. Cycling cities have fewer casualties among cyclists Cycling

cities embrace cycling in their policies and city planning. They build a cycling culture by

teaching the future generations to cycle. Cycling cities develop safe cycling infrastructure

(Hendriksen & Gijlswijk,2010)

Lastly, separating cyclists from motorised traffic results in fewer accidents,

developing a clear road safety program reduced 1.600 traffic casualities between 1998-2007

in the Netherlands. Lower traffi c speeds result in fewer deadly accidents The likelihood of a

deadly accident at speeds 30km/h or less is aprox. 75% less than at 50km/h.17 Cycling is a

democratic mode of transportation. It offers greater mobility to virtually everyone regardless

of origin, age, income or physical ability. The bicycle increases social participation and is an
inexpensive solution to transport poverty. Cycling allows people to get access to more

opportunities Cycling is more affordable than driving a car and allows people to get access to

a larger range of options for jobs and activities. Cycling keeps the elderly socially connected

Cycling allows the elderly to remain socially active for longer. Cycling increases social

interaction Cycling requires social interaction with other road users to mediate traffic flows

or to prevent collisions. As a result, cycling is experienced as a social activity (Hendriksen

& Gijlswijk,2010)

II.

POSITION:

We believe that it is highly beneficial for a certain country to apply the said bike lane

model. We believe that its success rate is good in the long run if it is implemented properly

and policy about the said model is well-planned. Undeniably, there are numerous benefits in

integrating Dutch cycling approach. Numerous studies prove how effective it is and how it

greatly affects not only the lives of individuals residing the said country but also its economic

aspect. It is emphasized that many deaths are prevented but each year and it has other health

benefits. The said health benefit is translated into economic benefits which the whole country

is enjoying at large. Cycling is great way not just to save gas, it is indeed a great way to save

lives and save the mother earth by mitigating the emission of harmful gases by using cars.

People will be kept healthy which prolong the life expectancy. Number of accidents will also

lessen. Quality of life will be improved especially their mental and emotional well- being; it

makes them happy and feel the sense of freedom.

Where there are advantages, there are also disadvantages. One disadvantage of Dutch

bike lanes is that there will be less space for cars on the road (Ford, R., 2020). This downside

doesn’t really affect those roads with 4 lanes and more. However, the fact that it poses a
problem for those with only two lanes can’t be ignored. Another hurdle for the bike lanes is

that, as the popularity of bicycles surge, the infrastructure may not be able to immediately

cope with the overcrowding of bicycles on the lanes that will lead to frequent collisions with

fellow cyclists, especially during rush hours. Drivers and cyclists alike also tend to go to the

wrong road or often get confused on which way they should go. Cyclists seldom forget that

there are cars in other lanes and would immediately turn left.

On the subject of these problems, simple but effective methods have already been put

in place and are currently being used by a few places. Concerning the narrowed road for cars,

some states have adjusted to it by altering the size of bike lanes. If bike lanes can’t be altered,

then the speed limit can be raised so as to make the drivers careful on the road and at the

same time aware of other riders with them. For the overcrowding of bike lanes especially

during rush hour, the Netherlands has put forth their policy of giving exclusive use of bike

lanes to bicycles only. Scooters and other vehicles aside from bicycles are banned from using

the bike lanes. This will free up more space for bicycles and bring more comfort to cyclists.

For the last matter, the Dutch has specifically designed their bike lane to further avoid

interactions of vehicles and bicycles by always putting the bike lane the right portion of the

road and only allowing turns in intersections where a bike roundabout is specifically built for

bikes. As for drivers often getting into wrong roads, using traffic cones and protective islands

between the bike lane and road for other vehicles is a small but effective solution. Painting

the bike lanes a different color would also serve as a good visual sign for drivers and cyclists

alike.

CONCLUSION:

With all these given facts, this group has proven why the Dutch bike lane model plays

a role in improving safety on the road, minimizes carbon emission, improves health, and
promotes the local economy. With that, we can say that it is indeed a good idea to have one.

It is for cyclists and those who have disabilities, usually those who use wheelchairs. While

there may be a few problems regarding the Dutch bike lane model, these are nothing but

small matters that could be easily dealt with. Implementing the Dutch bike lane model still

gives more advantages to the local setting rather than missing out on it. In regards to this

topic, this group has presented all the pros and cons of using the Dutch bike lane model. Until

the very end, this group stands in approval in using this model in a local setting. Lastly, we

recommend better plans, design, cycling policies, and better and safer bicycle infrastructure.
References:

Decisio (2016), Waarde en Investeringsagenda Fietsen Verantwoordingsrapportage

[Justification report on the social value of and investment agenda for cycling].
Amsterdam: Decisio. Via Dutch Cycling Vision from Dutch Cycling Embassy,
October 2018.

Decisio (2017), Waarderingskengetallen MKBA Fiets: state-of the art [Rating indicators of
cycling SCBA: state-of-the-art]. Amsterdam: Decisio. Via Dutch Cycling
Vision from Dutch Cycling Embassy, October 2018.

Fishman, E., Schepers, P., & Kamphuis, C., (2015), Dutch Cycling: Quantifying the Health
and Related Economic Benefits, Am J Public Health. 2015 August; 105(8): e13–e
15, Published online 2015 August. doi: 10.2105/AJPH.2015.30272

Hendriksen, I. and R. van Gijlswijk (2010), Fietsen is groen, gezond en voordelig [Cycling is
green, healthy, and economical]. Leiden: TNO Quality of Life group. Via
Dutch Cycling Vision from Dutch Cycling Embassy, October 2018.

Langenberg. P., (2019), Cycling in Netherlands, Retrieved from:

https://bicycleinfrastructuremanuals.com/wp-
content/uploads/2019/02/Cycling_in_the_Netherlands_Netherlands.pdf

Veldhoven, S. van, Minister for the Environment (2018), in Dutch Cycling Vision from
Dutch Cycling Embassy

O'Sullivan, F. (2016), The Dutch Love Cycling So Much That Their Bike Lanes Can't Cope.
Retrieved December 17, 2020, from
https://www.bloomberg.com/news/articles/2016-01-11/the-dutch- love-cycling-so-
much-that-bike-lanes-in-amsterdam-and-the-hague-can-t-cope

Saffron, I. (2017), Seven ways that bike lanes benefit motorists and pedestrians. Retrieved
December 17, 2020, from
https://www.inquirer.com/philly/columnists/inga_saffron/seven-ways-that-bike-lanes-
benefit-motorists-and-pedestrians-20171005.html?outputType=amp