White matter lesions apparently do not underlie cognitive deficits that are found in patients with bipolar disorder in remission and in patients with schizophrenia.

White matter lesions apparently do not underlie cognitive deficits that are found in patients with bipolar disorder in remission and in patients with schizophrenia.

Adapting cities and region to facilitate car use is not only a technical issue. It has made society heavily car-dependent, increasing the vulnerability of society to adverse changes in social, economic, environmental, or other spheres. This paper analyzes how the spatial context shapes conditions for car dependency, specifically focusing on the case of the Netherlands. Our research shows that, except in the periphery of the country, most daily amenities are within walking or biking distance, both in cities as well as in suburban and rural areas. However, regarding accessibility to jobs, there is no competitive alternative to the car-even in central city areas, which provide many more travel choices. The differences are not only related to population density or land use within the city, as is often thought, but also to the position of the urban area in the regional spatial context (i.e., its location relative to other urban areas). The bicycle as an alternative transport mode to the car scores highest in monocentric urban regions and in the central areas of cities close to a coastline or a national border. Public transport scores highest in central areas of medium-sized cities in polycentric regions and satellite towns near big cities.

Defining Car Dependency (CD) as a lack of travel choices to daily destinations, this paper explores how possible changes in the spatial context of a post-growth, mid-sized urban region can affect the conditions for CD. In the most rural parts of the region distances to schools and shops will exceed walking and biking distances. Distances to work will increase on average. With the bicycle and e-bicycle fewer jobs will be accessible, although the ebicycle shows greater reach than public transport. Despite the population and job decline, more jobs will be accessible by car, as a result of current investments in road infrastructure. This is enhanced by the ongoing development of economic centers along the highways, resulting in a growing mismatch between the rail system and the spatial economic structure of the region. We developed policy scenarios to explore spatial conditions for reducing car-dependence within the region. Intensifying land uses along the axes of public transport has a limited effect in a shrinking region. Introducing direct and fast public transport connections to the existing economic centers however does have effect. We tested two transport policy scenarios, one based on improving Inter City (IC) rail services on the existing rail network and one based on creating Bus Rapid Transit (BRT) services on the existing highways. The IC-scenario makes more jobs accessible outside the current daily urban system, while the BRT-scenario intensifies relations within the region. With regards to CD 'three worlds' seem to be emerging in this medium-sized, 'post growth' region. Rural areas (10-15% of the population in 2030) are increasingly becoming completely car dependent, suburban areas (65-75% of the population) are offering travel choices to daily amenities, but increasingly becoming more car dependent in relation to jobs, and central urban areas (15-20% of the population) are providing travel choices to amenities as well as jobs, but only under the condition of improving the regional public transport system.