Distances and bicycle use

6 Results

Article	Transportation behaviour of children to their primary schools Karolijne van der Houwen, Jeroen Goossen, Ipe Veling , Fietsverkeer 2003 Summary of a study commissioned by Fietsberaad into how children travel to their primary schools and how and why parents may accompany them.
Article	We have not become more mobile 2002 We have not become more mobile in the period 1991-2000. However, people commute to work over longer distances with relatively high car use.
Article	A10 West: the bicycle as alternative for ring road drivers 2002 Major repairs to the Amsterdam ring road A10 West forced many drivers to ponder their options: often a different route, but 5% preferred their bicycles.
Article	Sensible urban planning greatly increases the market for bicycle use 2002 OVG analyses show that people who live within three kilometres of the town centre make more short journeys.
Presentation	Groningen about Groningen Cor van der Klaauw , Groningen 2006 Presentation on Groningen bicycles policy, with clear illustrations.
Article	Also stimulate bicycle use in medium long distances 2004 An analysis of the value of high quality interlocal bicycle routes: the market and (types of) initiatives.

Distances and bicycle use

The transport modality bicycle is meant for short distances - so it is crucial for the size of bicycle traffic that these short distances exist and are maintained. The closer people live to their destinations (work, school, shops etc.) the more often they will make a short trip. And the more often they make a short trip, the more readily they opt to use the bicycle. People have not grown to travel much more often over time; the big change is in the average length of their trips - more particularly in commuter traffic (We have not become more mobile). Even where children in primary schools are concerned, distance plays a crucial role in the choice of transport modality: Transportation behaviour of children to primary schools.

Nearness and density of towns are the two leading principles in city expansions. Bicycle use has benefited from this. The density of towns also explains part of the differences in bicycle use among towns (Differences in bicycle use can be easily explained). And within major towns the statement: People who live a maximum of 3 km from the town centre, make 27% of their journeys over short distances, holds true. People who live further from the town centre or in smaller towns, make 22% of their journeys over short distances (Smart urban planning greatly increases market for bicycle use (Verstandige stedenbouw maakt de markt voor fietsgebruik aanzienlijk groter)). At the same time it is clear that towns like Groningen, Zwolle and Leeuwarden also manage to maintain the share of bicycle rides even over longer distances (by now often 6 to 7 kilometres) to the town centre, by means of perfect routes from the latest suburbs (Fietsberaad publication 7. Continuous and integral: The cycling policies of Groningen and other European cycling cities and Leeuwarden more mindful of bicycle. The term ‘short distances’ is rather imprecise. Bicycle use is high (over 37% of all trips) over the distances 0 - 2,5 km and 2,5 - 5 km. At greater distances the percentage of bicycles decreases, albeit gradually. Up to distances of 15 km the percentage of bicycle rides is substantial: 13% at 10 - 15 km. See Also stimulate bicycle use in medium long distances. Since use is still at a considerable level, there is more potential here, as recognised by the Ministry of Transportation and Public Works; hence the project ‘Met de Fiets minder Files’ (Little known about anti-congestion role of bicycles).