“Cycling is for big city sores” – 6 concrete examples that prove the opposite

«Cycling is for big city sores» – this reductive criticism ignores the obvious: cycling goes far beyond the borders of metropolises. In rural, peri-urban or remote areas, local initiatives show that with a little will and suitable infrastructure, the bicycle becomes a universal mobility tool. Here are six examples that prove it.

Cycling, beyond big cities: these territories that also cycle

“These guys have never left their bohemian neighborhood.” ; “We're fed up with bohemian ecologists” ; “Urban bobos on wheels” – selected pieces of comments on some of our articles shared on Elon Musk's network. A network that Weelz! has not left, but on which we only share our publications, automatically. We do not respond to comments.

Cycling is a bohemian thing – a refrain that we have all heard as cyclists. Particularly when you try to explain the benefits of cycling: practical, economical, non-polluting, good for your health… In short, you already know them. This “bobo point”, as it is called, is regularly used. “Antis” are arguing that cycling is only possible in large urban centers.

Much more than just a mode of transport for trendy city dwellers

The idea that cycling is reserved for urban dwellers ignores a much more varied and inclusive reality. All over France, and even beyond, cyclists from all walks of life are showing that cycling is much more than just a mode of transport for trendy city dwellers. From the countryside to the mountains, via the suburbs and small towns, the bicycle finds its place and meets mobility needs. As long as we give him a chance.

By pointing the finger at these cyclists in large cities, who benefit from a decent cycling network, we demonstrate a fact: when the infrastructure exists, even if it can be improved, the number of cyclists increases. Which brings us to another subject, that of distance. We think, often wrongly, that those who have chosen cycling as a mode of transport do so because they only have a short distance to travel.

More cycling infrastructure = more use

In reality, the latter get into the saddle because they have roads adapted to this practice. We're not even talking about a beautiful, secure cycle path here. Just a cycle lane, or a sidewalk hastily transformed into a “shared lane” will legitimize the use of the bicycle. So it's not just a question of distance.

Obviously, the cleaner and more secure the infrastructure, the more usage will increase. Above all, the more the typology of cyclists will expand. If only the most seasoned and daring cyclists will dare to use a poorly constructed cycle path, beginners and other new cyclists will use it as long as it complies with cycling standards.

Infrastructure – or their absence – conditions this perception

Let's take the example of two municipalities only 5 km apart from each other. If the latter are only connected by a dangerous departmental road, nothing will happen. The automobile will continue to be the dominant mode. On the other hand, if you line this departmental road with a secure cycle path, the use of bicycles will increase.

Cycling is not just for urban sores: 6 proofs in the saddle

“a narrow vision of cycling as a privilege of city dwellers”

So, cycling = urban sores? These criticisms always bring us back to the same point: a narrow vision of cycling as a privilege of city dwellers. But the truth is quite different, and it is often infrastructure – or their absence – that conditions this perception.

Which demonstrates the obvious: when we offer cyclists the opportunity to ride safely, they respond. This goes far beyond the borders of large cities. Here are six concrete examples that illustrate how cycling transforms territories.

Even in Creuse, we travel by bike

A first example in Creuse, a department far from being very urbanized. This has just inaugurated a cycle link. Before, it is very likely that no inhabitant of the commune of Saint-Fiel would think of reaching Guéret by bike (and vice versa). Distance: 5.7 km, or 20 minutes by bike.

The cycle link bypasses the departmental road and makes travel by bike safer. Objective: to ensure that the inhabitants of this small Creuse town think about cycling before cars. “57% of people from Saint-Fiel work in Guéret.“, explains to Ouest-France Eric Correia, the president of the Grand Guéret agglomeration.

Near Cholet, soon a cycle path between two towns

Residents of the small town of Montilliers in Choletais will soon be able to connect that of Lys-Haut-Layon (Vihiers) – and vice versa – via a cycle path. Distance ? Five kilometers of straight departmental road, and therefore dangerous for cyclists without a separate lane.

The Maine-et-Loire department indicates that it has financially supported 14 cycle path projects, including the one between Montilliers and Lys-Haut-Layon. “It's an everyday connection, we know that it will be very busy.“, they say.

Dax: the southwest also by bike

“Expand the possibilities for utilitarian travel in the territory.“, this is what Julien Dubois, the president of Grand Dax, wants. In his program there is a cycle plan to reach different points of the agglomeration. Ultimately, the route will allow the inhabitants of four municipalities (Rivière-Saas -et-Gourby, Angoumé, Mées and Saint-Paul-les-Dax) to reach the city center of Dax by bike (and vice versa).

98% of the 14.8 km route will be greenway type (therefore prohibited for motorized vehicles). In particular, it will improve the safety of utility cyclists but also that of passing cycle tourists. Dax is, in fact, one of the stages of La Scandibérique.

In the Marne, happy rural cyclists

Separation from motorized traffic, widened lane, sensor lighting; Ile-de-France cyclists from Saint-Thibault-des-Vignes, in Seine-et-Marne, will be able to travel the four kilometers that separate them from Torcy (and vice versa) in complete peace of mind. A project which is also part of the Vélo Ile-de-France (VIF) network and which will complete the cycling master plan for the capital city and the Marne Valley.

Brittany: cycling… and patience

In Brittany, between Kermaria-Sulard and Pleumeur-Bodou, a 14 km cycle path project is the subject of debate. Carine Hue, in charge of mobility for the Lannion conurbation, is fighting against administrative blockages slowing down this project. The Côtes-d'Armor department is putting obstacles in the way of the project, under the pretext that it brings too many changes to the existing roads.

However, these changes are necessary to make cyclists safer and encourage bicycle travel in this region. On November 17, a bike ride took place between the two towns. Elected officials and residents came together to demand the acceleration of the project.

The North: between mines and active mobility

In the North, we undoubtedly love cycling. It is already easy today to reach the towns of Roubaix and Tourcoing by bike from the city center of Lille (and vice versa). Soon you will be able to do the same to Lens. The project, which is part of a tourist destination contract, was signed at the beginning of October by the two urban communities of Lens-Liévin and Hénin-Carvin.

This cycle link project of around thirty kilometers therefore has above all a tourist vocation; discover the heritage of the mining basin (like here on gravel) or even go visit the Louvre-Lens museum by bike. No doubt it should also allow utility cyclists based between these two cities to travel.

Cycling has no boundaries, only perspectives

These examples are simple and very localized. They demonstrate that the bicycle is neither an urban luxury nor a whim of sores, just a concrete and universal mobility tool. Where infrastructure develops, bicycle use increases. Provided that each territory – village, commune, town, community of communes, department, region – offers their fellow citizens the possibility of choosing this mode of transport. Ultimately, cycling has no boundaries, only perspectives.

Photo credit (featured image): Tous à Vélo Cholet-Agglo.