Climate crisis: UK Government unveils ‘unprecedented’ vision of future travel with focus on walking, cycling and public transport, targeting ‘net zero’ greenhouse gas emissions by 2050
– – – – – – > Working draft of 1 March 2020
WORLD STREETS is betting its future on the coming immediate-term transition led by certain ambitious, responsible cities, nations, organizations and citizens in different parts of the world to come together to break the downward pattern of ever-increasing climate stress — and before the challenge to plan and execute highly aggressive near-term initiatives aimed at sharply cutting greenhouse gas emissions from the mobility sector. And doing all this while working with proven tools, policies and strategies that harness cost-effective, readily available, measures, technologies, operational and management competence. Our job is to support them as best we can.
The First Car Free Days Challenge: Toledo Spain, October 1994
Whereas Car Free Days have been organized in cities around the world all over the year for the last two decades, there is inevitably a spate of high activity in the month of September, much of it the result of the European Commission’s continuing commitment to both the concept of Car Free Days and their own European Mobility Week. And each year we here at World Streets dig into our archives and dust off one or two of the classics as a timely reminder of the fact that the Car Free Day concept has been around and doing its bit since the first international announcement and challenge was made in Toledo Spain on 19 October 1994.
Why do we bother to do this year after year? After all, there is copious documentation and background available at a click, as a quick tour of Google of those three little words yields somewhat more than 55,000 entries, including a fair if distinctly uneven introduction in the Wikipedia article https://en.wikipedia.org/wiki/Car-Free_Days. The problem is that most of this material seriously misses the point, and as a result often handicaps cities and groups wishing to organize a Day (a week or month close) to underestimate potential of this approach. The trick is that all of this is quite a simple as it may at first glance appear.
To this end, here we are once again minding the store with the original 1994 article announcing the concept, along with several others from our archives which would appear here in the coming days. A general reference which the reader may find of use is the general introduction which appears here – https://worldstreets.wordpress.com/tag/car-free-days/. You will find at the end of this reposting, three separate annexes which provide supplemental background on (Annex A) New Mobility – 1988-1994 Program Summary; (B) Other Tools to Get the Job Done; and (C) a listing of more recent references.
Micro-mobility is a category of modes of transport that are provided by very light vehicles such as electric scooters, electric skateboards, shared bicycles and electric pedal assisted, pedelec, bicycles. The primary condition for inclusion in the category is a gross vehicle weight of less than 500 kg. Additional conditions are the provision of a motor, primary utility use, and availability as a shared service. (Thanks WP.) Note: Additional graphics below purloined from the net. Creative Commons –
Micro-mobility’s 15,000-mile checkup
January 2019 | Article By Kersten Heineke, Benedikt Kloss, Darius Scurtu, and Florian Weig Source and full text, graphics and links: https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/micromobilitys-15000-mile-checkup
What is Lunchtime Streets?
Source: Active City Network – https://www.activecitynetwork.com/lunchtime-streets
We use this type of temporary project to measure the effects and perceptions of the local community when reducing traffic at a peak times, when most people are travelling on foot or bicycle will be key to making the streets safer. The results of the study may lead to future enhancements of the public realm.
It is also a great way to enjoy your lunchtimes. We welcome the involvement of local working, studying and residential community.
- Mobility is not gender neutral, and may have a male bias.
- Women have different needs and behaviours when it comes to transportation.
- Understanding their perspective could improve mobility for everyone.
As multiple studies have shown, women have different patterns, needs and behaviours. Female mobility is characterized by trip-chaining and time poverty. The main reasons for this are that women do 75% of the world’s unpaid care work, the gender pay gap, and women’s physical condition. Women have a smaller range when traveling the same amount of time. Women carry luggage and accompany people, more often on public transport and by foot. The car is less often the default solution.
Say Good-bye to Old Mobility
Plan Zero – also known as “old mobility” or “no plan in sight” – with its stress on more supply, more vehicles and more infrastructure as the knee-jerk answer to all our mobility problems — has been the favored path for conceptualizing, decision-making and investment in the sector over the last 70 years. It is well-known and easy to see where it is leading. Aggressing the planet, costing us a bundle, draining the world’s petroleum reserves, and delivering poor service for the majority . . . Plan Zero is a clear failure. It’s time for directive, coherent, effective action without waiting around for reprieve or good news from some evasive short term fix of distant technology promise. It is time to move to a New Mobility Agenda and fifteen pragmatic, affordable, near-term steps to sustainable transport, sustainable cities and sustainable lives. Continue reading
EARNING A PUBLIC SPACE DIVIDEND IN THE STREETS
Abstract: Experiments with shared space or “naked streets” have captured imaginations and considerable media coverage in recent years. Most of the excitement stems from surprise that streets without kerbs, road markings or signage can work well and achieve “safety through uncertainty”. This paper looks at another equally important insight from shared space.
It focuses on a series of innovations that, like shared space, re-arrange the roles of streets in new ways to yield a “dividend” of expanded urban public realm, with little or no loss of transport utility. Such a space dividend should be especially welcome in dense cities that are both congested and short of public space.
What are streets and roadways for? An obvious answer is traffic movement. But that is clearly not the whole story. A second role is to allow the reaching of final destinations— the role we call “access”. Thirdly, streets can be valuable public places in their own right. In addition, moving high-speed motor vehicles differ enormously from movement by low-speed, vulnerable modes such as bicycles. Unfortunately, speedy motor traffic movement and the other roles of streets are in serious conflict. For almost a century, the tension between these roles has been at the heart of debate over street design (Hass-Klau 1990; Jacobs et al. 2002). This article reviews emerging resolutions to this tension.
The Battle for Street Space