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Derivative benefits

Benefits for the municipalities
As for the cities, the advantages of the bicycle for the community refer fundamentally to the quality of life and the environment and to the long-term generated saving:

  • Direct reduction of the congestion of the traffic by means of the reduction of the number of cars in circulation (in case of election of the bicycle as way of displacement for the pendulous motorists); indirect reduction of the congestion of the traffic, on having increased the attraction of the public transport and bicycle (and, consequently, profitability of the investment in public transports); a major fluency of the indispensable traffic at a minor contamination level.
  • Saving of space (roadway and parking) and, the same way, reduction of the investments about to circulation and possibility of re-investing in the public places to increase the attraction of the urban center (for housings and commerce, culture and free time); reduction of the investments and of the costs of the companies (parkings, maintenance, new infrastructures, etc.).
  • General progress of the urban quality of life (contamination of the air, noise, public places, infantile safety); major attraction of the housing.
  • Minor deterioration of the historical patrimony, reduction of the costs of maintenance (less frequent cleanliness, for example).

Benefits for the companies
The companies are undoubtedly victims of the cloggings. His accessibility turns out to be affected, both for the providers and for the visitors. But the cloggings turn out to be obviously very expensive to them as for time lost by their own distributors and, especially, by their own personnel. Knowing as well as the cyclists are persons in better physical form and, especially, psychological, the companies which personnel uses the bicycle register a major productivity. All this constitutes an advantage for the cities that manage the displacements doing place to the cyclists.

Benefits for the commerce
The equation "vitality of the commerce = I access in car" it is distant from being demonstrated very much by the facts. The contribution of the clientele that gains access by means of the public transport, the bicycle and on foot it has been underestimated greatly. A study realized in Munster (Germany) reveals several slightly well-known facts. The study was centring on three supermarkets and on a shopping center with several shops. According to this one, the motorists are not better clients than the cyclists, the pedestrians or the users of the public transports. In some categories the cyclists are even better clients. They buy less quantity for visit, they are going to buy with more regularity to the store (eleven times a month on average, opposite to seven times in case of the motorists) and are more exposed to the temptation. In the commerce of the urban environment, the motorists are minority (25 %-40 % of the clientele, as he is one day old between week or a Saturday). Bearing in mind the distances, the destinations after going shopping and the bought quantities, the study concludes that an important part of the motorists might do often without the car to realize his buys.

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