Physical and spatial differences
The historical, physical and legal framework in the three countries are very different from the UK, and high cycling modal shares in the UK are only possible with both physical and legal changes. The extensive network of footpaths and their legal status have also had a detrimental effect on the gradual fall, to the low levels of cycling, for the last two thirds of a century. The layout of private and public developments throughout London has in many places resulted in large no-go areas for cyclists.
 |
| THE IMAGE shows a typical road junction with bicycle paths in four directions, with standard road markings for this type of junction in North Rhine-Westphalia. Often only white dashed lines are used on the roadway within the junction, while red asphalt, bricks or concrete pavers are used only on the pavement itself. Cars are required to give way to both cyclists and pedestrians at all times when turning. Similar road junction design is used throughout Denmark, Germany and the Netherlands. And maybe soon throughout London and the UK? |
Legal and behavioural differences
The doubling of commuting by bike to more than one in four in Berlin during the last decade may have five main causes.
The level of bike ownership is also different in Berlin, where 1 in 2 own a bike, compared to 2 in 5 who have access to one in the UK. Further, cycling in Berlin is encouraged by a dense network of segregated street bike paths at pavement level. At traffic light controlled junctions, drivers give way to both pedestrians and cyclists before turning.
Lessons from Denmark, Germany and the Netherlands are plentiful, and could ideally be adopted and learned within a few years.
