Signs of the times.

Oh dear!

Not a wind that blows no good, it may have done us a favour, because the sign was pointing in the wrong direction anyway, and always had been.  Perhaps it (and several others) will, at last, be put right.

Then there is this one in Bexhill. 

NCN Route 2.  As there is no cycleway at this point, one has to assume that a cyclist following Route 2 would be riding along on the left-hand side of this busy road (The A259).    What are the chances he (or she) would spot this small sign? 

I* musn't knock this route, because I did the survey of it in 1994, and the route I proposed to East Susssex Council through to Bexhill (4 km) via Galley Hill to Hastings then, has only recently been opened 20 years later.  It saves cyclists from having to use the busy A road.

* I acted as "Cycling Consultant" to East Sussex County Council"


  

Bikes on Trains recap

Bikes on Trains a recap.

It was stated that the Berlin underground carried bicycles, well I knew there was a picture somewhere:-

half of the carriage given over to bikes and wheelchairs etc, at every second carriage. 

more CYCLING AT HOME

 More “CYCLING AT HOME”

 In the Highway Code an official sign is depicted, which is to show the crossing of a slip-road.

There are a number of examples of this scenario along British ‘A’ roads, which are dual-carriageways; the very busy, and fast (70mph) “A2” being just one of them. 

     In my opinion cycling along one of these high-speed thoroughfares is just asking for trouble, and I can understand that if one were to do so, then crossing an incoming slip-road would have the potential to be even more hazardous.  

      I do realise that some cyclists like to compete in time-trails, and often they seem to prefer to use main roads, but these are normally marshalled, and warning notices are usually displayed. 

      In all my long years of cycling and driving, I have never seen a cyclist using any of these slip-road bypasses.   Why do we have them? 

    

    In many countries cycling along “A” class roads would not be allowed, however there (more than likely) would be a quality cycleway running route close by.   When, for example,  cycleways of the standard that run through the dunes on the west coast of Holland the north of Den Hague, then who would want to ride on the nearby highway anyway?

Magnificent grand cycleway through the dunes up the west coast of Holland.

_______________

     I have shown this "crossing-a-slip" road sign to Dutch and German cyclists, they have puzzled at first, and then horrified.

   

Get off?

     I have cycled thousands of miles on the Continent, and I have never felt threatened, and I have never seen any cycleway facilities there, that have (quite unlike here) prompted the reaction: “What an earth have they done that for?”  

The sign:- "CYCLISTS DISMOUNT"      is common in this country, but it is rare on the Continent. 

Why should cyclists have to dismount?  Drivers are not told to get out of their cars when they arrive at road junctions.   

  

     

Cycling at home.

CYCLING AT HOME

 

Meanwhile back home in jolly old Kent, things are a trifle different.

For example, we have this cycleway which goes nowhere, and which ends abruptly.   It has been like this for more than 9 years. If they can’t take any further, then why did they build it in the first place?

See the last picture!

They build threatening road-narrowings (pinch-points) despite protests against them.   Cyclists always feel under threat at pinch-points, when there are any M/Vs about.  The DfT advises cyclists to ride in the centre of the lane so that motorists can’t overtake; do so, and one is likely to be on the receiving end of the wrath of the driver.

And where we do have cycleways they can turn into off-road parking lanes.

  

                                                                           

     On road cycleways are usually narrow, and because the road-lane has been narrowed to accommodate a cycle lane, then the cyclists virtually has to rub shoulders with large commercial vehicles as they overtake.  Other problems with the introduction of on-road cycle lanes are that cars have nowhere to park (they can’t even park out at the front of their own properties) and those cycleways do not offer any physical safety.

  They also are used by motorcyclists to undertake.

 There are plenty of examples, which go to show that, so often, where cycle facilities been provided they are not necessarily well designed, and they can lead cyclists into a dangerous situation. 

and when we do have them, they are not always well maintained.

That railway bridge which appeared in the first photograph of that 'Dead-End', well, the other side of that bridge can be seen in this picture.   I am sure that if this scenario was in several other countries, it would not take nine years to complete the link (and there is still no progress) ; especially when it could form part of NCN 18, AND  connect to a proposed leisure complex, AND it would mean that a lot of cyclists would not need to run the gauntlet along a dangerous section of the A2070.

Given the will, and the cooperation from land owners, it could be realised. 

Money?  They can spend untold millions on unnecessary projects;they can find the money if they want to. 

 Some improvements to the cycle network are being made, but it can take much more than a decade for them to be realised. 

  They allowed a newish, and sizable, housing development (Park Farm) to be built hardly 2 km from our  town (Ashford), with cycleways, but without any cyclable connection to the nearby town.  However, at last it looks as if we will get that connection (ready soon), 15 years late. 

      Large sums of money can be spent on dubious prestige projects, e.g.: replacing standard lamp-posts with odd shaped new ones at 7 times the price, etc

     I could go on!  

Touring 3

The Baltic Coast.  From Rostock (D) to Swinoujsciz (PL) and down to Szczecin (PL).

We had already completed a trip cycling across the North German district of, Schleswigholstein;  going from from Baltic Coast at Eckenförde on the East, to Husum on the North Sea Coast, via Schleswig (and back); as another one of our C-2-C rides, but the wind blows hard across the shallow dull sea, over a muddy beach, on the west coast.  We had another preferred image in our minds, one which attracted us to the north German, Baltic Coast; one that pictured golden sands, forests and clear water.  

We travelled by train to Rostock.

     A ferry took us back across the harbour.  I mended the puncture on the quayside next to that Icebreaker (seen moored on the opposite side).  When I had finished, the crew invited us onboard to wash our hands, and they gave each of us a mug coffee.

We spent a couple of days in Rostock.   Obvious efforts had been made to regenerate the town since Reunification, but only for much of it to have been vandalised by Graffiti; what a shame.   By chance, we happened to be there on Fathers Day, unfortunately this tradition has become an excuse for a huge, all day, booze-up, with much vandalism, many drunks, and broken glass everywhere.  It did to improve my image of Germany.

  We had decided to make a tour around the harbour without our baggage, so that we could enjoy riding our bikes in an unladen state for a change.  What we hadn’t bargained for was intimidating drunkards, and for the paths and pavements to be littered with broken glass. 

    Un wittingly I broke one of my standard rules and on this rare occasion I did not carry any puncture repair equipment, and that was a big mistake, because, due to all the broken glass, the inevitable puncture ensued.  No Kit! 

     Fortuitously we found ourselves right by a ferry terminal on the east side of the Harbour, one which could take us back across the harbour to close to where our hotel was.  Once across I was then able to cycle back to our hotel very quickly to fetch my repair kit, so things were not so serious as they might have been.  So it was with some trepidation that we set of next morning for Rimnitz-Damgarten.  We saw gangs of workmen were out early sweeping the cycleways, and generally tidying up after the previous days debacle.

   

     We were obliged to leave the coast and head eastward down to Rimnitz-Darmgarten, which was a inland from the coastal route that we had planned, this was due to us not being able to find a B & B with a vacancy exactly where we had wanted.  But, it was situated at the end of an inland sea, it was quite pleasant with it’s own little harbour.  Browsing around the town, we discovered that there was a ferry service that operated around the Bodden (inland water), and that the first trip was due to depart at 9am. Next morning.  It might be fun to take the ferry a little way, so we asked some locals if they knew if the ferry would take bicycles, and they suggested that we should ask the skipper in the morning.  Well it would not have mattered if hadn’t, we could cycle.

     Whilst on our stroll around the rest of town we saw several buses with bike trailers.  Providing, what appeared to be a normal, scheduled, passenger bus-service, and bikes.

     The next morning we arrived at the ferry nice and early.  When we asked one of the crew if they would take bicycles, he nodded in response.  He asked us where we wanted to go to, when we told him, he told us to wait on the quay.  After a while another couple arrived with bikes.  Then four more.  Then some more; the number of the number of cyclists had grown alarmingly.  The crew then started to load bikes on board, but not ours. Then more and more were hoisted on, but we were ignored.  Hang on a minute, we were there first!   We made agitated signs to the crew, but they indicated that we should wait.  The boat was becoming alarmingly overloaded with bikes.   Would there still be room for ours?

With the rear of the boat full to capacity (or more than) they turned their attention to the front (forepeak) of the boat.

 

Stern full, still loading, a number of bikes on the forepeak, and we still weren’t on board!

A trailer has to be loaded too.

      Bikes were packed in everywhere.  They even squeezed two bikes within the cockpit with the skipper.  Our bikes turned out to be the very last ones to go on, and only just! It was because, we were to be the first off.  We didn’t count just how many bicycles the Ferry carried that morning, but it must have been a lot.

       We left the ferry at Dierhagen, its first stop.  Continuing by bicycle along the coast to Barth, with the sea to our left and a Bodden (inland sea), or two, to our right.  At Stralsund, we used an old bridge to get cross to the island of Rügen.  We experienced a brief taste of the island before returning to the mainland using the ferry at Zudar.

   Cyclists were very much in evidence every day, they were often out in droves; with at times almost traffic jams.  

Mostly on beautiful cycleways, with picnic areas every now and again.  Just around the corner from this picture we came across a nice picnic area, shaded by trees.  A couple of families arrived, and no sooner had parked their bikes, than they stripped-off completely, down to the nuddy, and went into the Bodden for a swim.   Now that’s something one is unlikely to see in the UK, but it seemed so natural at the time. 

We cycled through marshland, then through forests.  The surfaces varied, they ranged from this perfect smooth roadway (one with a barrier to keep cars away cars at each end), to rough  fieldstone roads.   

Fieldstone roads can be tough going, especially with a heavily laden bike.  This is when full suspension can be appreciated.

In some areas in the old East Germany they have left the fieldstones as deliberate and effective traffic-calming, but they have provided a brick paved lane for cyclists.  

    We continued along coast through forests with trees that grew down to the sandy beaches.  We sampled the smoked eels, a local delicacy.  On one stretch we rode along an elevated spit, from where we could see the sea and the golden sands through the trees to our left, and Usedom-Boden on our right.  Until we arrived at the last, very nice, seaside resort, and last German town before reaching the border with Poland, called Ahlbeck.  

A group of female touring holidaying cyclists in Ahlbeck at the head of the pier;  note that they are middle-aged, and are wearing practical everyday clothing.

Parked bicycles line the main street and coastal road in Ahlbeck.

A new cycleway was under construction, which will soon link Germany with Poland directly.   We were impressed with the coastal town of Swinoujscie (Swinemünde), and its smart luxurious hotels along the front, and we were surprised at the hordes of people having an evening stroll along the sea front.  We booked in at a very nice self-catering apartment.

From Swinoujscie we had intended to head for Szczecin (Stettin) from where we had planned to catch a train to Minden, but were concerned that there were only small villages en-route, and accommodation might be hard to find.  Then we discovered that there was a high–speed hydrofoil service, which ran via a canal then across a vast expanse of water called a 'Haff', right into the centre of Szczecin.    We  stayed one night in a nice hotel/B & B, we had one room, and our bikes had another.

Touring 2 Border crossings

Touring 2

Border Crossings.

Crossing National borders on the Continent has become easier and easier, especially since the advent of the European Union. 

     Switzerland is not in the EU, but from our experience the borders between its neighbouring countries are pretty porous.  It is possible to have crossed into another country without realising it.

     Cycling along the Rhine cycleway between Schaffhausen and Konstanz one passes through pockets of Germany and Switzerland, possibly several times in one day.

Entering Germany from Switzerland

This picture was taken from the Swiss side of the border, the cows are in Germany.  The bells that were hung around their necks, gave out a friendly klang.

    The Rhine is hidden by the trees on the left, the cows are in Germany (with bells) the photographer was in Switzerland.

      Cycling through Holland near Daventer (2012), on our way to Berlin, we were not sure at all where we had crossed the border, nor were we when crossing from Germany into Poland whilst  along the Baltic coast.

This border crossing from Germany into France (Near Baden Baden) goes over the distant combined Rail-and-road bridge, which spans the River Rhein.   The building on the left is the old customs post, which is now disused, and vandalised. 

                                                             

                         

Crossing from the northern border of the Czech Republic (1998) near Decin (Tetschen) we passed through a see of garish garden ornaments, which cluttered the pavements.  And, the houses in that area that were blatantly brothels   {mind you, we also noticed brothels on the Austrian/Swiss border ~ perhaps in the interests of efficiency the customers could have their passports stamped whilst they were getting down to doing their business} but there were no gnomes there..

      The story we were told was that the German Male was inclined to pop across the border for a little bit of home comfort, because the 'business' was cheaper in the Czech Republic than it was in Germany, and his niggling conscience encouraged him to take home a present for the loyal wife who had stayed at home to mind the camp.  So, if one sees a large garden gnome displayed in a garden, then one can only put two and two together and draw one’s own conclusion as to why..

When  we Crossed from France into Switzerland we noticed that there was an immediate very marked improvement in the quality of cycling facilities, and that continued right through Switzerland..

Look out for Touring 3, which will be about cycling along the Baltic coast.

Touring 1

Touring 1

Touring is a wonderful aspect of cycling.  Apart from walking, there is no better way to explore, and enjoy, any countryside, and even many towns.   Walking doesn’t cover so much ground, and it is harder work.  Also, even many disabled people who may not be able to walk that well, are able to cycle.  

It is not essential to have a very expensive bike, but advisable to have one with a wide range of gears. 

The golden rule is: don’t carry too much luggage.

Camping keeps the costs down, but it involves carrying more luggage, and it takes a lot longer to pack up and get away in the morning.  The man's trailer opened up to make a table.

 It is what lies just around the corner that makes cycle-touring so fascinating.

 Sometimes, what lies ahead might appear to be a bit daunting.  The prospect of crossing the mountains ahead, to get us from the Rhone Valley in France and on into Switzerland was viewed with some trepidation, although it turned out the gradients were not as severe as all that, not as steep many of our local climbs over the North Downs; just a lot longer, and to a somewhat higher altitude.

   People we met, were keen to tell us that a Tour-de-France had used much of our route earlier, but not with any luggage on board, carrying their own spares, cooking equipment, nor were any of the participants OAPs, and that is for sure.

   In the winter months, many pleasurable hours can be spent planning a route for the next tour.   

There are plenty of notice boards stationed alongside the numerous long-distance cycle-routes, in Germany and elsewhere; these display tourist information (though generally much better than this example), such as Bett & Bike, Straw Hotels, Velo Hotels, places to eat, Bike repair shops, etc.  There might even be a bike repair stop, such as this one by Bodensee (Lake Constance).

There is a different tool attached to this bike by cables, there was even a large pump. But I don’t think there were any puncture repair patches

     The ‘Tankstella’ (along the road) was in fact a café and restaurant/internet cafe.

  

     But along the Baltic Coast we came across one B & B which we stayed at, that  had a complete, secure, indoor bicycle store, plus a fully equipped  D I Y  repair workshop, with a proper maintenance stand, and yes; it had patches.

This orange bike stood out side.

The advent of the Euro and The EU open borders policy operated by most countries, has proved to be a blessing for Continental Touring.  Generally one only needs to carry one currency, i.e.: the Euro.  We found that when circumnavigating Bodensee, Swiss B & Bs were more than happy to accept payment for accommodation with Euros, in fact they said that they preferred Euros.  

Keep an eye open for the next stage of Cycle Touring.

Holland

Holland

Most people will already be aware that Holland is a cyclist’s paradise, or almost so.  So it should not be necessary to announce that fact, but does anyone who hasn’t already experienced Holland and its cycling environment really understand what that really means?

This is a cycleway.  It is smooth, and wide.  A dual carriageway(road) is on the right.  

A steady gradient takes the cyclist safely over a busy main road, and then on into the town of Utrecht.

And it continues in this fashion (with a busy main road, completely separated on the right).   The footway, on the left, is separated by a kerb.

It is not always quite so brilliant as this, but plenty of it is. Holland is a crowded (densely populated country), slightly more so than England is; so how can they manage to provide so well for cyclists, and we don’t seem to be able to?

                                           

and if we are going to have a dual carriageway, why not run a cycleway down the middle, shaded by trees?   Actually these examples are in Belgium.     

Have a look at ‘a view from the cyclepath’  or: “bicycle rushhour (Netherlands) 2011” on U Tube, and associated films.     You might notice that among those hundreds of cyclists, there is not an obese one among them.

The underground secure bicycle car-park in Alkmaar has places for 7000 bicycles. 

Ah well!

Bikes and Trains

The following information is based on my own experiences, and any facts are from my memory over a number of years, and some things are likely to have changed over time (possible they may have improved even further).  It is advisable to make your own inquiries to confirm details when planning a tour.  That should be a lot easier now by using the internet.

Actually the English suburban rail system in this country has its good points.

     Bikes can travel free.  Though not many, as the space available for bicycles is usually rather limited.   Even more so on intercity trains, and then it is expensive.  I have found that when travelling with a bike from Newcastle to Ashford, it was cheaper to hire a car (one way) and put the bike in that.

      We have done the same in Germany, by hire (estate) car from Wismar to Minden, from where it is possible to get to the Hook-of-Holland by train, or even Ostend.

       Many German Inter-city (I C I) trains (check with the timetables) carry plenty of Bikes.  On one trip up to Rostock the ICI had a cycle carrying carriage at the front and rear of the train‘s, each carrying 16 bicycles; BUT one must reserve a place, and pay for the bike.  

        The Germans are so efficient that platforms have a notice board with a plan of the train, so one can know in advance exactly where the exact spot where the bike carriage will arrive at.   Which is great, or it would be if you could rely on it. 

    Long distant trains have, up to, three steep steps to negotiate, and then negotiate through a narrow doorway, which is difficult with a laden bike.  The train is allowed 2 minutes at most stations. So the rule is to get all bags off the bike before the train arrives.  If you find that you are in the wrong spot, then one has to move fast to shift all the baggage to the correct carriage, and then the bike(s).   There is also the problem of other passengers and cyclists coming off the train.  They have to be allowed off first.   There are moments of panic.  Fortunately people do help, as does the guard (sometimes). 

    We tend to get off the train with our panniers on the bikes, as it is then easier, and quicker, to go down the steps, and out onto the platform.
         

 This picture is of a local train carriage,; intercity trains can be fitted-ut with racks and hook-up arrangement for 16 bikes, this one might take more. .  

    Once you are in the fairly spacious compartment, then each bike place has a number, which will match the reservation number on your ticket.   In some cases the Bikes must be hung up in the vertical.  A hook passes through the front wheel.  This can be difficult.  Handlebars can get in each other’s way.   There are seats opposite the bicycles. 

    Usually every other carriage of suburban trains, including the Double Decker, and even the Berlin underground trains, have a bike compartment.   They can be packed.  Bikes often have to be moved to allow another bike to be  got out.   There is no reservation fee, but each bike has to be paid for.

A double-decker train carriage with cycling compartment clearly marked.

    There are often lifts at stations which will take bikes, but they may only have space for two.  Always try and allow plenty of time to make changes to different platforms when you have a laden bike.  One can make one’s way down stairs with a laden bike, but not up.     

   Most convenient is this tram–train, which in this case passes (as a tram) right through the Market square in Karlsruhe.  It will take you, and your bicycle, well up into the hills of the Black- Forest.   

A Train/tram at Forbach in the steep Murgtal (Murg Valley).

Now the Swiss have a fully integrated bike related transport system.

From my experience the Swiss have excellent, fully integrated transport infrastructure which is fully geared up to cater for bicycles, and what is more their Ferries, cable- lifts, rack and pinion trains, and many buses all carry bicycles.

 

In Switzerland; a whole goods-wagon just for bicycles.

Getting there (and back).

It is useful to know that a train service travels from Schipol through Germany to Szczecin (Stettin) in Poland.  Schipol can be reached from Den Hague by train (which in turn is a short cycle ride from the Ferry terminal of Hoek-van-Holland. 

I have also found Belgium and Denmark as being generally cycle-friendly.  It may well be that there are some good examples of bicycle-friendly infrastructure in parts of the UK, but as yet I haven’t come across them. But all this it gives us something to aim for, if nothing else.

In contrast:-

Only today I was at London’s Charing Cross railway station, where I picked up two pamphlets:

1).  “Cycling by train [National Rail Ref CVBT13]”, and:-

2).  “Explore the South East - Train yourself to cycle”.

     1). Browsing through booklet 1, I found no less than 15 rail services were listed that were limited to carrying only 2 bikes  (and then during the non Rush-hour period).

Plus one service that took only one bike, 3 services that took 6 bikes, and 3 that would take 4 bicycles.

    A couple of services could, wonder of wonders, accommodate tandems (perhaps only one though?). 

Folding bikes were made more welcome, even though it was stated by some that these bikes may have to be put on the luggage rack, and the chain would have to be covered.

What a contrasts to most of the Continent.  Except that most of these British services stated that they carried bicycles free of charge.  

As for 2.  

    It has listed 12 rides from a variety of South East London Railway Stations, ranging from.:- 2.5Km (1.6 miles) to  12.32km (7.7 miles).  These are routes provided by Sustrans.

     I have grand-children of 10 years who can manage to cycle 20 km or more comfortably, and a 4 year old girl who can cycle 6 km without difficulty.     

This is a bit of a sorry tale I’m afraid.    

Germany's Agricultural roads.

A pair of cyclists disappear into the distance, travelling on a field road.  These roads can be a traffic-free delight for cyclists.  They are not always well surfaced as this on is, but many of them are.   The cyclists has a choice of routes to the next town (Wankum to Wachtendonk), of either meandering through the fields, or on a smooth cycleway that runs parallel to the main connecting road (but separate from it).    Ideal for all abilities and families. 

Many of them are utilised to form part of local, and long distance, routes; they form a large network of routes, but unfortunately we have nothing (that I know of) like this in the UK.

Our nearest equivalent sre our country lanes with their 60 mph limit.  Can we think of a way to make our country lanes more cycle-friendly? 

Progress?

Cycling’s priorities.

If you compare cycling with motoring there is distinctly different attitude.   Motoring is done primarily as a means of transport, with a massive network of roads, necessitating huge government expenditure. The devotion to motor racing, as a sport, forms a relatively small part.  But in the case of cycling, huge sums of money have been applied to the building of indoor stadiums for the elite, and for training professional cyclists; whilst attention to the needs of the mass of cyclists, and, even more, wood-be cyclists has been relatively small.  Remembering that that cycling is beneficial to all age groups, is a very healthy activity (without it being a sport), and it even provides mobility to people who can’t drive, or who are disabled.

Cycleways do not just also benefit disabled cyclists, but also anyone who uses a battery powered scooter, or is confined to a wheelchair.

Changes are happening.

Things are improving slowly around here, but oh so gradually.

In the South East the first reasonable cycle link was created about 15 years ago, and that was the 10km linking Canterbury to Whitstable (part of NCN R1).   A fair proportion of which was on a disused railway track.

It is now possible to cycle 7 km across Ashford on cycleways (NCN R18), when the M20 underpass is not under water (it floods after heavy rainfall).   After some pressure, this M20 underpass was built, but then it was barricaded off for another 7 years before it was finally opened.   However to continue on out of Ashford to the North East (eventually to Wye and then Canterbury), and the next suburb of Willesborough is still (at the time of writing) something of a hazardous obstacle course. 

A proposal for a route alongside the River Stour to link Ashford to Canterbury was submitted to the then president of Sustrans (John Grimshaw), in 1994 (it may have been earlier); a route that avoided major hills, and the heavily trafficked A28.  Much of the route was already there in the form of Bridle paths, and white roads, but there was a section, which was only a graded as a public footpath.  All that was needed to overcome this blockage, was a change-of-use order and the cooperation of the farmer/land owner and we could complete the route (or more-or-less).  There were also meetings with the owners of an area of land at the Canterbury end that housed a disused gravel quarry. 

The River Stour and NCN R18 as they pass under a railway bridge, close to Canterbury.   This section of the route has been open as far as Chartham for about 3 years.    

    This route’s missing link (Chartham to Godmersham plus a section of roadway) was officially opened during the latter part of 2013.  Almost 20 years later.  The point I am making here is that, even though we are lagging so behind, these things don’t necessarily happen over-night!

  AND, the route from Godmersham to Wye runs along a fairly busy and fast moving road until it reaches Wye.  That needs some attention. 

     As this route approaches Willesborough/Kennington, it is most unsatisfactory. 

     Hastings and Bexhill.

     A much needed safe cycle route between Bexhill and Hastings was surveyed, and proposals in 1994.  It was not a physically difficult cycle route to establish, and it was not a great distance; but it was not finally opened until 2013, nearly 20 years later! 

     The cycle-route along Hastings and St. Leonards sea front, which forms part of this route (NCN R2), was created about 15 years earlier.

So we may be encouraged by the fact that improvements are being made, but much more needs to be done, and what we do manage to do, seems to take an extraordinary length of time.    

Why does it take so long?   How can we speed things up?

Now take Switzerland as an example.

In the early 1990s, the Swiss Cycling Bureau had started to develop cycle routes, and by 1988 (when this next picture was taken) they were well established.

  Romanshorn on thesouthern shore of lake Constanze (Konstanz)

    A set of detailed maps were available from Kümmerely and Fry, which showed: gradients, and road surface, amongst other details.   And a book was produced which was especially aimed at the cycling tourist, which included Velo Hotels, bicycle repair shops, Ferry timetables,  train connections, and special bus services that also carry bikes.

    Cycle tourism is very popular, and it generates big business in Germany and Switzerland, etc.  

Tourists gather in the Swiss part of Konstanze.

 

                                                        Waiting for a ferry.

The above three pictures all taken in the town Konstanz, within a few minutes of each other.

The tourist information office in Minden, Germany, said that many thousands of touring cyclists pass through their town every year, and they formed the greatest part of their tourist business.  I know Dutch cyclists who refuse to cycle in the UK , because they believe that it is too dangerous. 

Lake Constance is a popular cycling venue, cycling facilities are good.  Circumnavigation of the lake is about 200 km; some cyclists do it in a day!   Circumnavigation takes the cyclist through Germany, Switzerland and Austria.  There are plenty of B & B  (Bett und Bike), and camp sites en route.