What are the max dimensions of a “BICYCLE” in your (a) city, (b) country, — as defined with ability to circulate on reserved cycle lanes? If no specifications, thanks for letting us know.
Is there a top speed limit for circulation in bike lanes? How does that work?
COMMENTS, suggestions here or better to Climate.Space@NewMobility.org.
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About the editor:
13, rue Pasteur. Courbevoie 92400 France
Bio: Founding editor of World Streets (1988), Eric Britton is an American political scientist, teacher, occasional consultant, and sustainability activist who has observed, learned, taught and worked on missions and advisory assignments on all continents. In the autumn of 2019, he committed his remaining life work to the challenges of aggressively countering climate change and specifically greenhouse gas emissions emanating from the mobility sector. He is not worried about running out of work. Further background and updates: @ericbritton | http://bit.ly/2Ti8LsX | #fekbritton | https://twitter.com/ericbritton | and | https://www.linkedin.com/in/ericbritton/ Contact: email@example.com) | +336 508 80787 (Also WhatApp) | Skype: newmobility.)
__ THE FIVE PERCENT 2020 CHALLENGE ___
PENANG NEEDS A BICYCLE MAYOR
Good intentions that somehow don’t eventuate?
Arve Hansen’s excellent PhD thesis on the transition from bicycles and walking to motorbikes and cars in Hanoi is available here bit.ly/2MJEPOU. Thanks to Javier Caletrío <firstname.lastname@example.org> and our friiends at the UTSG for the heads-up and to the Mobile Lives Forum for the following texte excerpts from their summary presentation at </email@example.com>http://bit.ly/2Np3BJB
1. What is your research topic? What thesis are you defending?
* Interview with the author, Arve Hansen of the Center for Development and the Environment, University of Oslo.
My overall research topic is consumption and development, and I am particularly interested in changing consumption patterns in contexts of rapid social and economic changes. In my PhD thesis I studied the transition from bicycles and walking to motorbikes and cars in Hanoi. In other words, I studied a transition from very low-carbon mobilities to high-carbon mobilities. I approached the topic at the intersection between macro-scale processes of economic development and everyday mobility practices. And in Vietnam’s capital city, understanding contemporary mobilities first and foremost requires an understanding of the motorbike, a so far surprisingly understudied vehicle in the mobilities turn.
And just in case you may not happen to know . . . back in early 2005, the City of Lyon, in close partnership with the firm JCDecaux (street furniture, outdoor advertising) , got together in a lively partnership and for the first time ever in a city anywhere on the planet decided to dump a couple of thousand “public bikes” onto the streets of a city, keep them working and see what happens. And they never looked back.
MAP SHOWING LOCATION, DENSITY OF CYCLING PATHS IN EUROPE.
Invaluable for tourism, leisure and sports cycling. And for many of us our daily (sustainable) mobility.
Yes we can!
Report by Jérémie Almosni, head of ADEME’s transport and mobility department, Mathieu chassignet, expert in sustainable mobility, Véronique Michaud, general secretary of the Club des Villes et Territoires and Olivier Schneider, president of the French Federation of Bicycle Users ( FUB).
Ouch! And so well said!
These few telling words from Stacy Thompson, director of the Livable Streets Alliance, a transportation advocacy group watching out for the public interest in Boston Massachusetts — in the context of a critical commentary on the dockless bike wars that are presently ravaging cities and challenging governments around the world.
And this of course is what World Streets is supposed to be all about: The Politics of Transport in Cities. Satcy has put our challenge into a nutshell.
Happier days for Vélib’ in Paris
JCDecaux, which operated the Paris Vélib ‘self-service bicycle service for ten years before losing the market to Smovengo last year, said on March 8 that its successor was not up to the challenge of the delays accumulated in its launch.
The Smovengo consortium chosen last spring by the Autolib ‘Vélib’ Métropole union at the expense of JCDecaux, had promised to install 1,400 new stations (or 20,000 Vélib) by March 31st. According to the latest figures, only 345 stations were in service, making this schedule unreachable. Faced with the controversy and anger of Vélib’ users, the City of Paris announced that it was sending municipal staff to supervise the deployment and work of the provider, a rare decision
Vélib’ was for ten years an exemplary large-scale public bicycle sharing system in Paris, France. Launched on 15 July 2007, the system encompassed around 14,500 bicycles and 1,230 bicycle stations, conveniently located across Paris and in some surrounding municipalities, with an average daily ridership topping 100,000 in 2017. (Ridership, other key data to be updated.) The name Vélib’ is a portmanteau of the French words vélo (English: “bicycle”) and liberté (“freedom”).
After ten years of sensational performance offering handy and almost free bikes to hundreds of thousands of satisfied Parisians and visitors every day, the project suddenly went terribly wrong as it was preparing to go into a new phase, and has in the last months crashed out of existence. As a result Paris and the world are poorer places
Why did this happen? What are the losses? Were they inevitable? And what are the lessons to be learned? Yes of course in Paris for the future of shared bikes there, but also in towns and cities around the world who might wish to learn these lessons for their own shared bicycle initiatives.
We here at World Streets, who have been following and riding Vélib’s (and Vélo’v’s) literally every day since opening day in Paris on 15 July 2007, have decided to have a look-in on this unexpected story — and in the coming months see what happens if we can share our observations and findings with our international readers and others who may care to drop in here to see if they can find useful information and views on this strange and most unexpected turn of events. Let’s get started.
DRAFT FOR PEER REVIEW AND COMMENT
What about women as cyclists at Velo-city 2017?
Benoit Beroud, Mobility Designed for All consultant at Mobiped, attended, the World Cycling Congress, which occurred in Nijmegen (Netherlands) last June. He shares his notes and comments with World Streets after reflection some inspiring thoughts about women and cycling in their day-to-day lives.
“First impression was given by pictures of the website, program (see above), and flyers of the conference: set of various women cycling. And it is not a misleading advertisement.”
Stories of New Mobility Projects in Africa: Successes, Failures and Work in Progress
World Streets. Paris. 21 April 2018
Dear African friends and colleagues,
I’m in the process of trying to gather my thoughts on a book bringing together a collection of lively real world stories of attempted new mobility — what I like to think of as “pattern break” – projects that have been carried out in cities and rural areas in a dozen or so African countries. I want to emphasize here the choice of the word “stories” as opposed to when we hear more often in the literature, titles such as “case studies” or “best practices”. I think it is important to try to reach in and understand (Anyway, I do not believe in the concept of “best practices”, and tend to prefer the less blatant wording of better practices.)
It works like this.
“City politicians around the world are in a race to make their cities “bike-friendly.” The more they succeed, the nastier things will get. . . Cycling lanes consume more space than they free up, add to pollution and drain the public purse”
Mr. Lawrence Solomon, executive director of Urban Renaissance Institute, Source: http://business.financialpost.com/opinion/lawrence-solomon-ban-the-bike-how-cities-made-a-huge-mistake-in-promoting-cycling
Let’s have a look at what Mr. Solomon has to offer when he challenges our thinking on these issues. Your comments as always are more than welcome.
– Esther Anaya-Boig, Doctoral researcher at Imperial College London
I have just returned from the latest Velo-city Global Cycling Summit organized this year in Arnhem-Nijmegen, The Netherlands. The best part of the conference experience for me was that it gave me an opportunity to catch up with so many old friends and making new ones who share my deep interest in cycling as a mobility form and as a social act.
I appreciate the hard work and good intentions of the many many people who have contributed and made this event possible. However upon considerable reflection on what I saw and heard during the three days of the conference and associated events, I would now like to share some views and reactions, with all due respect of course.
Rikshawala from Kathmandu, Nepal: तैयारी जीवन बचाउँछ (“Preparedness saves lives”)
What you are looking at here is nothing less than a lesson in: (1) Mobility (2) Affordability. (3) Zero carbon (4) Clean. (5) Quiet, (6) Space-efficient. (7) A job. (8) Income. (9) Family. And (10) A life.
Paul DeMaio started The Bike-sharing World Map in 2007 to be the one-stop source for information about the global growth of bike-share services. The Bike-sharing World Map now shares information over 500 bike-share services including the services’ website, fleet and station size, and launch date.
A quick prevue: 2016 ended with a world-wide fleet of approximately 2,000,000 public use bicycles in automated and/or information technology controlled systems in approximately 1,175 cities, municipalities or district jurisdictions in 63 countries. The following online map is searchable for details on all indicated cities and operations.
Surprising though it may seem to some, the humble bicycle has a turnkey role in 21st century cities, large or small, North or South, rich or poor. Getting city cycling right is a matter of high priority when it comes both to local and planetary environmental impacts, solid economics, affordability, fossil fuel and resource savings, public health, equity, democracy and quality of life. For all of those of our cities around the world who have over the last decades bought into the car plus speed plus distance plus lost time lifestyle without giving it much thought, getting this transition right is a significant technical, social and political challenge.