Cycle more often?

Soort:Onderzoeksrapporten
Author:Marie-José Olde Kalter
Uitgever:Kennisinstituut voor Mobiliteitsbeleid
Datum:25-03-2008

On the basis of existing literature Kennisinstituut voor Mobiliteitsbeleid (KIM) concludes that policies to promote cycling will in all likelihood be most effective when aimed at:
- short trips (up to 7.5 kilometres);
- metropolitan areas;
- raising parking fees;
- improving travel time ratios between bicycle and car at specific routes.

In 2006 over a quarter of all transit in the Netherlands occurred by bicycle. As a consequence, the Netherlands has the highest percentage of cycling in Europe. Both national and lower authorities have taken measures to promote bicycle use. This is done because positive effects are expected for the environment, safety and accessibility. Positive effects may also be experienced in other fields of policy, for instance health. Within the Ministry of Public Works and Waterways there is a need for more insight into the effects of the measures taken to promote cycling over short distances, meaning trips over a distance of less than 7.5 kilometres. To increase understanding into the effects of bicycle measures this report has compiled the most recent data on bicycle policies and bicycle use. Not only is a survey provided of all possible effects of bicycle policies, it also provides an inventory of possible measures to promote bicycle use, the major explanatory factors for bicycle use and the opportunities, the potential bicycle trips. This study used existing literature and insights as much as possible.

Better accessibility, relatively safer, less emission and healthier
Promoting bicycle use may positively affect accessibility, traffic safety and the environment. A higher share of cycling may lead to reduced pressures on the urban and secondary road systems, although there is still little known about the effect of bicycle measures on car traffic at bottlenecks. An increase in market share of cycling leads to fewer road casualties. Substitution of short car trips by cycling leads to reduced CO2 emissions. But what may be even more important, cycling more often has a positive effect on health. Frequent cyclists are in better condition, are more resistant to diseases and have a 50% lower risk of a heart attack.

Push and pull measures The national government facilitates bicycle policies by other agencies by gathering and disseminating knowledge as well as bearing responsibility for a number of preconditions. The Nota Mobiliteitsbeleid acknowledges the importance of cycling, but places responsibility for bicycle policy mainly with lower authorities. Local bicycle policies consist of several measures that can be distinguished into push and pull measures. Push measures aim at making driving less attractive. Pull measures are mainly aimed at improving bicycle infrastructure. Push measures appear to have the greatest impact on bicycle use. There are however few empirical data on the effectiveness of specific bicycle measures. As a result it is barely or not known to which extent a specific measure will lead to a transfer from car to bicycle. The policy measures taken abroad do not differ much from those known in the Netherlands. However, in other countries communication campaigns are used more often in combination with infrastructural measures to promote bicycle use.

Explanatory factors for bicycle use
Over time various explanatory models have been developed to gain more insight into the factors that influence bicycle use. Apparently bicycle use in a town is dependent on the degree of relief, building density, the percentage of young people, height of parking fees and travel time ratios between car and bicycle. The effect of an improved travel time ratio for bicycles compared to cars is often calculated by means of a traffic model. In that case the travel resistance of car or bicycle is adjusted. The weakness of these calculations is that expert assumptions are used about substitution effects of measures instead of actual measured effects.

Potential bicycle trips
In the Netherlands relatively many trips with a distance shorter than 7.5 kilometres are made. The majority of these trips are made by bicycle or car. Each has a market share of 35 per cent. The short car trips are often considered to be potential bicycle trips that may be affected by bicycle policies. However, not everyone shall be willing to cycle. In part this stems from habit (people are used to driving) or a strong preference for the car. Practical considerations, too, may lead to a choice in favour of the car, for instance when a large amount of shopping is to be carried or children have to be transported. In addition weather conditions, travel times ratio between car and bicycle and the risk of bicycle theft are major considerations in the decision in favour of car or bicycle.

Appendix C provides a survey of bicycle and car use by town.

In 2006 over a quarter of all transit in the Netherlands occurred by bicycle. As a consequence, the Netherlands has the highest percentage of cycling in Europe. Both national and lower authorities have taken measures to promote bicycle use. This is done because positive effects are expected for the environment, safety and accessibility. Positive effects may also be experienced in other fields of policy, for instance health. Within the Ministry of Public Works and Waterways there is a need for more insight into the effects of the measures taken to promote cycling over short distances, meaning trips over a distance of less than 7.5 kilometres. To increase understanding into the effects of bicycle measures this report has compiled the most recent data on bicycle policies and bicycle use. Not only is a survey provided of all possible effects of bicycle policies, it also provides an inventory of possible measures to promote bicycle use, the major explanatory factors for bicycle use and the opportunities, the potential bicycle trips. This study used existing literature and insights as much as possible.

Better accessibility, relatively safer, less emission and healthier
Promoting bicycle use may positively affect accessibility, traffic safety and the environment. A higher share of cycling may lead to reduced pressures on the urban and secondary road systems, although there is still little known about the effect of bicycle measures on car traffic at bottlenecks. An increase in market share of cycling leads to fewer road casualties. Substitution of short car trips by cycling leads to reduced CO2 emissions. But what may be even more important, cycling more often has a positive effect on health. Frequent cyclists are in better condition, are more resistant to diseases and have a 50% lower risk of a heart attack.

Push and pull measures The national government facilitates bicycle policies by other agencies by gathering and disseminating knowledge as well as bearing responsibility for a number of preconditions. The Nota Mobiliteitsbeleid acknowledges the importance of cycling, but places responsibility for bicycle policy mainly with lower authorities. Local bicycle policies consist of several measures that can be distinguished into push and pull measures. Push measures aim at making driving less attractive. Pull measures are mainly aimed at improving bicycle infrastructure. Push measures appear to have the greatest impact on bicycle use. There are however few empirical data on the effectiveness of specific bicycle measures. As a result it is barely or not known to which extent a specific measure will lead to a transfer from car to bicycle. The policy measures taken abroad do not differ much from those known in the Netherlands. However, in other countries communication campaigns are used more often in combination with infrastructural measures to promote bicycle use.

Explanatory factors for bicycle use
Over time various explanatory models have been developed to gain more insight into the factors that influence bicycle use. Apparently bicycle use in a town is dependent on the degree of relief, building density, the percentage of young people, height of parking fees and travel time ratios between car and bicycle. The effect of an improved travel time ratio for bicycles compared to cars is often calculated by means of a traffic model. In that case the travel resistance of car or bicycle is adjusted. The weakness of these calculations is that expert assumptions are used about substitution effects of measures instead of actual measured effects.

Potential bicycle trips
In the Netherlands relatively many trips with a distance shorter than 7.5 kilometres are made. The majority of these trips are made by bicycle or car. Each has a market share of 35 per cent. The short car trips are often considered to be potential bicycle trips that may be affected by bicycle policies. However, not everyone shall be willing to cycle. In part this stems from habit (people are used to driving) or a strong preference for the car. Practical considerations, too, may lead to a choice in favour of the car, for instance when a large amount of shopping is to be carried or children have to be transported. In addition weather conditions, travel times ratio between car and bicycle and the risk of bicycle theft are major considerations in the decision in favour of car or bicycle.

Appendix C provides a survey of bicycle and car use by town.

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Cycle more often?

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