The most important feature of the Dutch bike is the upright riding position that we made sure to include. You ride sitting up straight, which allows for very good visibility and greater comfort. Instead of riding hunched over, this posture is more ergonomic and will take all strain off your back, neck, forearms, wrist, and shoulders. This is achieved by the high, sweeping handlebars that curve in towards the rider. Because of the upright position, a wider saddle is needed. Your weight is much more supported by the saddle and your legs, instead of your arms.

Most people don’t race to work, so the benefit of this more ergonomic position (instead of a more aerodynamic position with race bikes) is that you are able to look around without difficulty. Traffic signs, cars, and pedestrians will be seen easier while navigating through traffic in this upright position, making it saver for yourself and others around you, a must in an urban environment. The higher handlebars will result in less aerodynamics, but after all, the idea of a Dutch bike is not speed, but comfort.

The frame of a Dutch bike distinguishes itself by its step-through frame, based on the ladies’ version of the English roadster of the late 1890s. Although we can consider the diamond frame version a Dutch-style bike as well, the step-through frame is what makes it unique. This kind of frame is all about comfort. It makes mounting the bicycle a lot easier, especially for women wearing dresses or skirts. However, unlike the English roadster (diamond frame for men, step-through frame for women), the Dutch bike with step-through frame is not suggested to be gender-specific. The ease of how to get up on the bike makes is accessible for everybody. No more swinging your leg over the bike, simply step though and off you go.

The frame is traditionally made of (stainless) steel, which makes it heavier than aluminum frame bicycles. A steel frame will absorb vibrations and bumps a lot better than an aluminum one, resulting in a more comfortable, smoother ride. Over time, many bike companies switched to aluminum in order to make the bicycle lighter (and cheaper). However, because of its characteristics, it resulted in a harsh, uncomfortable ride, making it necessary to add suspension or shock-absorbing stems. This made the bikes more expensive and the added things would again add weight, which defeats the purpose of using aluminum in the first place. Also, these extras can malfunction or break, leaving you with higher maintenance costs. We chose to go with high-tensile steel because it’s a good, strong, long-lasting steel, and lighter than stainless steel (but slightly heavier than chromoly).

A classic Dutch-style bike will always come with a strong, steel rear rack like we’ve included standard. Because of its sturdiness, it can be used to transport heavy objects, even another person. Child carriers can easily be attached to the rack. We made sure to include a sturdy rack for all of your carrying needs.

A Dutch bike is designed to be utilized for any time of commutation, whether it is to go to work, a leisurely tour around the countryside, or to go to a friends house across town. No bicycle shorts, Lycra or helmet, but your regular clothing, a cocktail dress or even a suit. Because of this, we can encounter a couple of features a mountain bike or road bike will not possess.

The most obvious one are the fenders, or mudguards. Dutch bikes usually have them made from steel (like the frame) and made to last. Our fender are made from alloy to decrease weight. These long full-length fenders protect your clothing from getting wet or dirty when driving towards your destination on a not so beautiful day. The one on the front prevent excess spray on your feet, while the one at the rear protects your back. The rear fender can be equipped with a mud-flap as well to prevent further spray.

A second feature to protect your everyday clothing are the skirt or coat guard which are also included standard with each bike. The skirt guard is the large plate covering a portion of the rear wheel in order to prevent your clothes from getting into the spokes. Longer skirts and dresses tend to waver around and might eventually get in between your wheels causing accidents and damaged clothes. As the name suggests, the skirt guard will protect the user from these hazards.

Our chain guard, which is made from alloy to decrease weight, entails the metal covering of the derailleur and chain, preventing the pants to get caught in between the chain or befouled with chain oil. Unlike the fenders and the skirt guard, who’s only function is to protect the clothing of the biker, the chair guard has a second function, namely to protect the chain itself from the weather elements, reducing the risk of rust, resulting in lower maintenance costs.

Due to the flat landscape of the Netherlands, it was very uncommon for Dutch bikes to have gears. Nowadays, Dutch bikes traditionally are single speed, or 3-speed. We’ve packed a derailleur with 7-speed gears for those tough hill climbs.

Dutch bikes commonly used a coaster brake. A coaster brake, or a back pedal brake, is a type of drum incorporated into the back hub with an internal freewheel. Simple put, when you pedal back, your brake. This explains as well why we usually don’t see derailleurs on a Dutch bike. The coaster brake works perfectly with the straight chain-line and doesn’t need a lot of maintenance. The main advantage of the coaster brake, compared to the V-brakes, is that it is not influenced by the weather. Hot weather, rain or snow, the back pedal brake will do its job.

Nowadays, the more practical V-brakes are used more frequently (front and back) but they remain not quite as effective as the back pedal brake: they wear down easily and are not as efficient in dusty or dirty conditions. However, in a hilly urban environment V-brakes are essential as the pedal brake can not be effectively used while going uphill. We decided to go with our vintage looking caliper brakes for both front and back wheels because they are reliable, great for hills, and much easier to use and set up.

Another characteristic of the Dutch bike is that it includes generator-powered lights: a red rear light and typically a round chrome headlight on the front. Power is generated by a hub or a tyre-driven dynamo, resulting in an unlimited supply of energy. No need to take of your removable lights (for them not to get stolen), the lights are permanently attached to your bike, and light will always be available. The traditional, tyre-driven “bottle” generators is still one of the most popular systems out there, because of their low cost and maintenance. Downside of this system is that is affected by rain or puddles, and has quite a drag. For this reason we decided to use battery powered lights. Alternatively, the dynamo hubs have less drag, are silent and efficient and do not wear out your tire, but expensive. That is why you will find that most real Dutch bikes will have a bottle dynamo, build onto the frame itself (usually the front fork).

All Dutch bikes (and our bikes) comes standard with a bell (it is actually obligatory for bicycles to have a bell in The Netherlands). Because of the high amount of bicycle commuters, it is just a must. Bikes are silent, a bell is the only way to let pedestrians know you arrive.

Since the invention of the bicycle, people ride their bike in regular clothes. Especially in the UK and the Netherlands, driving a bike as a way to get around was common. People would get ready for work and hop on their bike, without changing clothes. We can see this way of commuting clearly in the Dutch-style bike’s characteristics, such as skirt guards, fenders and chain guards. Cycling was fashionable, but that changed after the second World War. Cars increasingly became the (only) way of transport, and bicycles were marketed more and more as a sports item. Race bikes and mountain bikes became more popular, and with that, cycling shorts and gloves, lycra, helmets, and other gear (except in bicycle countries like the Netherlands). The bike as a transport option in cities largely vanished from the public consciousness.

Then, the cycle chic happened. Colville-Andersen believed that that the idea of aggressive, competitive (racing) cyclists damages the concept of cycling as an everyday means of getting around. Why would someone dress like he’s driving the Tour de France, when he’s only going to the grocery store to some vegetables? He advocated cycling in your regular clothes to any event or meeting. If you are going to a job interview, cycle in your suit. If you have a fancy dinner, go there on your bike in your beautiful cocktail dress. If you can walk in in, you can ride in it! Colville-Andersen wanted everybody around the world to embrace cycling in the way the Danish do, making the bike an integral part of everyday life. No need for any form of sport gear. Use your bicycle like you would use your car. He created a website, named Copenhagen Cycle Chic in 2007, where photographs of stylish men and women riding around through town on the bicycle were published daily. The blog became a worldwide hit and the term Cycle Chic was born.

The point of Cycling chic is all about to able able to cycle without special protection (like helmets) or special gear, but with your pet, your baby boy or girl, or with another adult passenger riding on the rack. Drive your bike with grace, elegance and dignity, with style over speed. In the US, Cycle Chic is associated with utility cycling, or in other words, cycling to get around, not just for the purpose of exercise. Be fashionable, and use your bike like you would use any other way of transport: in your clothes of destination.

In the 1890’s the Dutch bicycle industry experienced an increase in growth. The Association of Dutch Bicycle Manufacturers was founded in Utrecht in 1893 and later on car manufacturers joined the association and it was renamed to “De Rijwiel- en Automobiel-Industrie” (RAI) in 1900. They’re still in working order and you can check them out here.

Bicycles became more and more popular at the end of the 19th century mostly due to quality and technical improvements and even despite economic problems in Holland, 1893 and 1895 were excellent years for the whole of the Dutch bicycle industry. Costs went down tremendously with high volume production and the flooding of bicycles from America. (Yes, America made bikes:)

When the war started Germany has its hands full with other things, but their next door neighbor the Netherlands remained in relative Peace. There where cutbacks but there was peace. And workers and middle class alike embraced the bicycle as a solid means of transportation. The bicycle really fit in with the Dutch mindset of being a humble hardworking people.

The Dutch government began building infrastructure including road crossings, bike paths, (separate) bicycle paths, signposts, bridges, canal paths, and more.

Imagine the government creating a law where every newly built home had to have a shed for bikes with a separate rear access. Well it’s been in effect since the 1920’s! This type of continuous legislation helped spearhead the bicycle as a major force of transport.

But in the years after World War 2, the Netherlands went through reconstruction and became incredibly wealthy. From 1948-1960 the average income had an increase of 44%. And by 1970 it went up to 222%. People started acquiring expensive goods and this lead to many more cars on the road. These streets were not built for cars so infrastructure had to be changed to make room for more and more cars, including some of the old biking infrastructure. City centers were turned into car parks and the daily travel distance went from 3.9 km in 1957 to 23.2 km in 1975. Biking decreased by 6% every year.

This modern push towards automobiles came at a terrible cost as 3300 people died in 1971 alone. Over 400 of these deaths where children under the age of 14. This butchery of children sparked a protest movement named “Stop the Child Murder” which called for safer streets for children.

In 1973 the first oil crisis hit the country. The Prime minister told the people of the Netherlands that this was a life changing event and that the Netherlands would have to change their ways and be less dependent on cars and oil. He also stated that this was possible without a decrease in their quality of life. Pro cycling policies, like car free Sundays fit well into that strategy. Around this time the first city centers where made car free for good and protests continued. The message was clear – mass motorization killed people, the cities, and the environment. Mass biking tours like our Ciclavia, and smaller protests in favor of cycling facilities created an awareness that eventually changed thinking and political thought about transportation policies.

The way Dutch streets are built today is the result of political decisions in the 1970s to turn away from the car central policies of the prosperous post war era. Municipalities started experimenting with complete and safe cycle routes away from car traffic.

The first cycle routes were created from scratch in Tilberg and the Hague. Looking back today they can be seen as the start of the countries modern cycling policies. These policies lead to an increase in cycling by 30-60% in the Hague and 75% in the Hague.

The Netherlands has had pro-cycling policies ever since then.

For example, most recently Eindhoven, a city in the Netherlands took steps to make really biking even safer by installing flashing LED lights at several street crossings to alert drivers of approaching cyclists. What a great idea. The technology is called BikeScout.