If you look at that Sempé time-phased cartoon of the other day in World Streets, “A Short History of Social Mobility“, the lesson that leaps out at us is that what we are seeing in terms of cycling in the richer parts of the world is a phenomenon that in both economic and social terms is very specific to those places. And if by contrast we are looking for more universal lessons, especially for people in the poorest developing countries where there is a crying need for better, more affordable mobility, we may need to look elsewhere. Let’s hear what our friend Ezra Goldman has to say on this score after an enjoyable week with the cycling buffs in Seville for the annual Velo-City global bicycling bash. (Followed at the end with a few words on our a-borning Africa Streets collaborative project. )
Should we be Copenhagenizing Cape Town?
I just got back from a week in Seville, Spain at the Velo-City global bicycling conference. Velo-City began as a european bicycling conference in 1980 and was held bi-annually since 1987. As of last year, it became an annual event and opened its doors to presenters from around the world.
This is great progress. However, to what extent are issues in Africa relevant to those in Europe? Can Cape Town learn from Amsterdam or Dallas learn from Copenhagen? How much is “knowledge sharing” between such radically different contexts valuable?
At this year’s event, I spent a lot of time hanging out with the few folks who had made the trip up from the lovely “country” of Africa since it is a part of the world which is still a bit of fuzzy territory for me. Most of these people were from English-speaking countries in southern Africa, and many of them were ex-pats themselves working on various bicycle related projects.
It became rapidly clear, perhaps unsurprisingly, that the issues people are addressing in Africa are in a completely different universe from those in Europe.
In the global north, cycling is seen as a means of urban transport which is promoted mainly by city planners as a means to reduce motorized transportation for health, “liveability”, and environmental sustainability. Most of those of us involved in this movement are well educated and generally reasonably well off as are most of those actually cycling. Most people have access to other means of transport such as busses or cars and are choosing the bicycle, perhaps in addition to other modes.
By stark contrast, African projects were dealing with people (often women) who were typically rural, poor, and do not have access to other means of transportation. The goal of many of these projects is to give people greater mobility, thereby decreasing the amount of time necessary to access basic needs like jobs, water, food, etc. Most people working in this sector come from international development, not urban planning.
This contrast was perhaps starkest in the fourth plenary session with Kayemba Patrick from ITDP in Uganda and Joaquin Nieto from the International Labour Foundation for Sustainable Development discussing economic benefits of cycling.
Nieto spoke about how European bikeshare programs create jobs for cities (largely through what I would consider to be high degrees of inefficiencies in redistribution and maintenance). Patrick spoke about how getting access to a bike reduces the amount of time women in rural Uganda have to spend getting water and access to economic opportunities. They were then engaged in a discussion afterwards where it was clear that neither one of them really had any idea how to find any sort of common ground.
Another strange pairing was between Marie Kåstrup from Copenhagen and Gail Jennings from Cape Town speaking about women and bicycling. Kåstrup spoke about the “cycling girl” narrative in Denmark where woman and cycling are portrayed as soul mates, which logically and intuitively serve as icons for the national past time of cycling. In Denmark, almost as many women bike as men. Jennings talked about how woman are sexualized in their portrayal next to bicycles, with images of women in tight mini-skirts sexually pumping air into tires. In Cape Town, most cyclists are riding for sport – not transport- and about 75% of cyclists are men. Very few women ride bicycles and to do so is to ask for censure at every turn.
The point here is not to get into discussions about the specifics of these issues (I refer you to the people mentioned for those details). My point is more to question what we hope to gain by bringing people together from different contexts and what can be learned from “European best practices” from Copenhagen, Amsterdam or anywhere else.
There is a growing cadre of professionals who would like you to believe that a bicycling culture is something that can be readily “transferred”. It’s easy. Simply find somewhere that lots of people ride bicycles, copy the infrastructure and policy that “worked” there in your home town and then stand back and wait for people to start riding.
But guess what? What works in Copenhagen may not work in Cape Town.
What I heard from many people coming from the global south in particular was that they didn’t really care much about what was going on in Europe. What they wanted was to share knowledge between cities in the global south. South African cities probably have more to learn from cities (and rural areas) in India than from Europe.
The same is likely true in the global north. Gas guzzling Dallas came to Velo-City to learn how car-centric Seville has seen increases in bicycling from 0.5% to 6.6% in the past three years. Dallas planners won’t be making any trips to Copenhagen, even though Danes bike 37% here in the capital city.
A Velo-City global venue may still be useful but we still need to do some thinking around how, exactly, it is useful. In the meantime, we need to be facilitating venues for the sharing of knowledge between similar cities and working to develop context specific solutions from a deep understanding of local needs, not trying to make Cape Town into the next Amsterdam.
# # #About the author:
Ezra Goldman got a BA in anthropology at Reed College, a master’s in city planning at MIT and is presently a PhD Student at the University of Copenhagen. He is particularly passionate about driving the future of sustainable urban mobility, with a particular focus on bicycles and shared use vehicle systems. This article was published in his blog “On our own two wheels” on April 3rd and is reproduced here with the author’s kind permission. The site is an experimental collaborative blog where the readers are also its contributors. It aims to serve as an enabler to connect urban bicyclists from all corners of the world to share their personal experiences in an informal manner. The grand aspiration of the blog is to get at least one contribution from each country in the world. (Maybe you should get in touch with your article.)
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A word from the editor on Africa Streets
We have in fact been giving thought to the very particular mobility needs of this great and needy continent. To that end, in mid 2010 we created a frame for an African Streets program, which you can visit today at http://africastreets.wordpress.com. And while it is still an empty box – we are still trying to spread the new to bring in working partners as you can see on the site itself – let quote here some of the opening text on the working site:
“In a fair world it should be impossible to ignore close to one billion of the poorest people on the earth living in its second-largest and second most-populous continent. With already one-third living in cities, most of whom in slums, with the flow of people from the country side continuing at record rates.
“The transportation arrangements in most people’s daily life in Africa come in several flavors: ranging from world-class traffic jams making it close to impossible to negotiate the streets of the larger cities for hour each day, to at the other extreme no provision for vital survival transport (water, wood for fires, food) for the remainder of the continent.
“Now the fact is that most of transport policy and investments on the continent are aimed at the creation and extension of motorized transport infrastructure. And it is precisely this strategy that had led to the present imbalance.
“The key to unlocking the African Streets challenge can be summed up in a single phrase: Fair transport for women and children. What works well about this, is that when women and children are fairly served everybody ends up being better off. This can and should be our central theme”.
Want to be a part of Africa Streets? Once you have checked out the draft site, we invite you to get in touch via email@example.com.