Right: Windmills and wheels; the Netherlands has had a long and happy association with bicycles and almost half the working population commutes to their place of employment by bike.
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Arguments in favour of severely restricting cyclists' access to major roads
1. The number of cyclists being killed and injured is increasing
2013 was one of the deadliest for cyclists across Australia. Forty-eight cyclists were killed. In 2003 the figure was only 26. The increasing fatality rate among cyclists is particularly concerning as it has occurred at a time when all other road fatalities have fallen to record low levels.
Australia's annual death rate for cyclists rose 10 per cent over 2012. Cyclist deaths in Australia increased at a greater rate than motorcyclists (up 6 per cent), while car occupant deaths were down 34 per cent.
In South Australia, for example, cycling casualty crashes have surged more than 20 per cent since 2000 and now cost the compulsory insurance fund $26 million annually, according to the Motor Accident Commission.
Tracy Gaudry, a spokesperson for the cycling safety lobby group, the Amy Gillett Foundation, has stated, 'What we're seeing is those fatalities are occurring as a result of a collision between a bike rider and a motorist...We're sharing the environment.' Ms Gaudry argues that what is needed is for motorists to change their behaviour; however, there are other commentators who have suggested that the fundamental problem is that motorists and cyclists are sharing the same roads and that cyclists will not be safe until this ceases to be the case.
2. Cycling on roads carrying motorised vehicles is inherently unsafe
It is argued that cycling on roads that also carry motorised vehicles is inevitably hazardous and that it is an oversimplification to claim that all that is required to protect cyclists is for motorists to drive more safely.
Michael Pascoe, a contributing editor to the Sydney Morning Herald's Business Day, has stated, 'Bicycles don't have ESC (electronic stability control), or ABS (anti-locking braking systems) and seat belts and airbags aren't an option either...the bike...risks...losing its balance, skidding out, or falling over after hitting a rock or a pot hole.'
A recent accident which saw the death of a 44-year-old New South Wales cyclist in November of 2013 has been cited as a case in point. The cyclist fell to the road while riding with a social group along Captain Cook Drive, on the edge of Botany Bay in southern Sydney. As his group overtook another group of cyclists, his bike toppled onto the road. He was wearing a helmet, but suffered serious head injuries, a broken arm, cuts and abrasions. He underwent emergency surgery and died a week later. One report has claimed that his bike hit a rock.
Such an incident can be seen as evidence of the inherently unsafe nature of motorised vehicles and bicycles sharing the same roads. Any event that brings the cyclist and a motorised vehicle into physical contact is likely to result in the cyclist being either seriously injured or killed.
Michael Duffy, an Australian writer and journalist, has asked, 'Given the threat bike riders pose to themselves and others, the big question is whether it is right to encourage them.'
Judge Simon Tonking of Stafford Crown Court (England) has written to The Times stating, 'Any cyclist, particularly a lone cyclist who is not wearing high-visibility clothing, is at huge risk on such roads from vehicles approaching from behind at a (legal) closing speed of up to 60 mph. At such a closing speed a relatively small and very vulnerable "object" is coming into view at the rate of 60ft per second...'
A petition currently before the Parliament of United Kingdom calls for cyclists to be banned from all major roads unless on dedicated cycle lanes. The reason given is 'They are an absolute danger to themselves and other road users.'
3. Sharing roads with cyclists significantly inconveniences motorists
It has been claimed that the presence of cyclists on roads primarily used by motorists is a significant inconvenience to car drivers. Some of this inconvenience is said to result from cyclists' often erratic behaviour; other inconveniences are claimed to stem from the riding behaviours which the law allows cyclists, such as overtaking on the left.
On January 17, 2014, The Sydney Morning Herald published an opinion piece by Michael Pascoe in which he stated, 'There are roads where cycling is unsafe, where it creates hazards for the cyclist and the motorist and inconveniences traffic that tends to already be inconvenienced enough.'
Similar observations have been made by commentators in other countries. Canadian career consultant, Jennifer Chandler, has stated, 'I know that when I'm driving my car there are rules to adhere too. I can't drive on the sidewalk, blow a red light, circle around at the last minute or not signal my intention.'
Conversely, when describing the behaviour of cyclists, Chandler states, 'It is a free for all, whatever they feel in the moment. Here are some examples: Crossing the street without waiting for the lights to indicate green for go, flying off the sidewalk to re-enter the driving lanes, barrelling at high speed down a hill without stopping at the light that is clearly marked red. Weaving in and out of traffic that is slow or stopped for a reason. No helmets, no signals, no common sense! It's a guessing game as to who they are when it comes to using our roadways.'
Similarly, Danny Feldham, writing for the Birmingham (US) Legal Examiner of May 7, 2014, has referred to a series of cyclist behaviours he considers either inconvenient or dangerous to motorists and cyclists. These include 'Failing to stop at red lights or stop signs...Riding without adequate lights or reflective devices...Riding more than two abreast or otherwise not getting in single file to allow cars to pass...Riding against the traffic...'
4. There is significant ill will between motorists and cyclists
There appears to be a high degree of hostility between some cyclists and motorists.
In November, 2009, former New South Minister for Roads, Carl Scully, stated, 'The recent extraordinary event of a road raging cyclist hopping on a bus and assaulting its driver demonstrates...the sometimes quite volatile interaction between motorists and cyclists.'
The current general manager of the New South Wales Centre for Road Safety, Marg Prendergast, has presented the problem in more moderate terms. Ms Prendergast has claimed, 'This is a cultural issue. Drivers see cyclists as a little bit arrogant. Cyclists see drivers as a little bit arrogant.'
An editorial published in the Gold Coast Bulletin on April 2, 2014, presents a more extreme view. 'Antagonism between motorists and cyclists has reached ridiculous and dangerous levels, if reports of drivers targeting bikes are correct. In fact, the tone of comments made to the Chatroom columns of this newspaper, in the recent past, have revealed a worrying mindset.'
The editorial continued, 'But it is not a one-sided argument. Cyclists often return fire. A senior Bulletin journalist watched a brief incident one day in which a bike rider slapped a driver through the window of a car and then escaped by racing off along a pedestrian pathway on the beachfront at North Kirra.'
On May 19, 2012, the British magazine, Metro, published an editorial which stated, 'Public forums regularly teem with anger from both sides at the other's behaviour. Bike riders complain about getting cut off and hit by drivers, while motorists accuse cyclists of going through red lights and ignoring the rules of the road.'
5. Infrastructure alternatives are viable options
There are a number of countries which have demonstrated that it is possible to redesign infrastructure in a way which provides parallel provision for cyclists and prevents them from having to share roads with motorists.
The Netherlands is renowned for its well-equipped cycle-paths and other segregated cycle facilities. These networks of cycle paths exist in all towns as well as in rural areas: for bicycle tourism, the Dutch National Cycle Network reaches all corners of the nation as well as into the bordering nations of Belgium and Germany. Cycle paths are clearly signposted, well maintained and well lit, with road/cycle path junctions that often give priority to cyclists. This makes cycling itself convenient, pleasant, and safe. The needs of cyclists are taken into account in all stages of urban planning. Urban areas are frequently organised as woonerven (living streets), which prioritise cyclists and pedestrians over motorised traffic.
Many roads have one or two separate cycleways along them, or cycle lanes marked on the road. Cycling on the main carriageway is not permitted on roads where adjacent segregated cycle facilities exist so, where they exist, the use of such facilities is legally compulsory.
On other roads and streets, bicycle and motor vehicles share the same road-space, but these are usually roads with a low speed limit.[citation needed] The surface quality of these bike lanes are good and the routing tends to be direct with gentle turns making it possible to cycle at good speeds for considerable distances. Cycleways come with their own sets of rules and systems - including traffic signals/lights, tunnels and lanes.
Tunnels and bridges may or may not be accessible for cycling; if pedal cycles are prohibited, there is usually a separate facility. For example, the Western Scheldt Tunnel is not accessible for pedestrians, cyclists or moped riders. They have to use the ferry at another location, or take the bus through the tunnel. Unlike the vast majority of bus services in the Netherlands, three services that cross this tunnel carry bicycles and mopeds. There is a fee for this service and reservation is recommended.
Other jurisdictions have attempted similar initiatives. In November, 2009, former New South Minister for Roads, Carl Scully, stated, 'As roads minister, I was concerned that not enough had been done over a number of years for cycling safety and facilities.
The RTA...appointed a general manager for cycling and we were able to produce Action for Bikes 2010 and for the first time a substantial commitment on cycle way infrastructure and safety over a sustained period of time.'