This issue brings together two important strands of thinking in sustainable mobility and the bigger picture around how the world is changing and now faces a rather stark choice. We can either go down the route of high quality, people-centred, healthy, active, child-friendly cities or we can finish the job started by Henry Ford and shape a future dominated by vehicles and technology, exterminate walking, cycling and public transport and deeply entrench our total submission to a space greedy, dollar-greedy, unhealthy technological domination of the way we live. The latter is the world of electric vehicles and autonomous vehicles (AVs) and is now attracting large scale support and buy-in from politicians, corporations and environmental groups.
* Full text available here – https://goo.gl/9aecLD
This posting is intended for informal peer review and comment here on World Streets in the context of a new international collaborative program of New Mobility Master Classes in the making for 2018. The text that follows is taken directly from Chapter 3 of John Whitelegg’s well-received 2015 book Mobility A New Urban Design and Transport Planning Philosophy for a Sustainable Future. We thank Professor Whitelegg for making these valuable materials available to our readers. Let’s have a look.
- Mobility, Death and Injury (Chapter 3.)
- Selected references
- About the authors
- Mobility: Table of Contents
- How to obtain the book
- Supporting materials from World Streets
- Supporting pages from FaceBook
- Reader comments
Article Source: http://www.slowmovement.com/slow_cities.php
Fired by the success and support for Slow Food the Italians set about initiating the Slow Cities movement. Slow cities are characterised by a way of life that supports people to live slow. Traditions and traditional ways of doing things are valued. These cities stand up against the fast-lane, homogenised world so often seen in other cities throughout the world. Slow cities have less traffic, less noise, fewer crowds.
Towns in Italy have banded together to form an organization and call themselves the Slow Cities movement. In their zeal to help the world they have formed what amounts to a global organization that sets out to control which cities in the world can call themselves Slow Cities and which cannot. This is not a movement. Social movements are movements from the bottom from the community. The seachange movement, the organic movement, the vegetarian movement, the homeschooling movement, are examples of movements. No-one controls them. No-one assesses you to see if you are allowed to call yourself a seachanger or if you can say you are a vegetarian.
– Ashley Carruthers – https://theconversation.com/amp/cars-bicycles-and-the-fatal-myth-of-equal-reciprocity-81034
Any public conversation about on-road cycling in Australia seems to have only one metaphor for the relationship between drivers and cyclists: equal reciprocity.
An utterance like “Drivers must respect cyclists’ space on the road” must inevitably be followed by something like “For their part, cyclists must ride responsibly and obey the road rules.”
For instance, the campaign promoting a new road safety law in New South Wales tells us:
Drivers, bicycle riders and pedestrians all need to Go Together safely. We should all respect each other’s space and ensure that everyone stays safe.
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.
Following up on Simon Norton comments here of 2016/08/07
“Public Space” is generally mostly free. This includes footpaths, parks, and town squares. If one advocates charging for public transport, it would seem most of the same arguments would apply to public space. And yet few would actually support such a position, principally on grounds of equity.
There are also ways to make public transport funded on a sustainable basis while making it free to the user. There are cities which utilize a parking levy to completely cover all public transport costs.
Such modal funding transfers also carry a great deal of appropriateness when one considers the actual societal costs brought by private motor vehicle use and the actual societal benefits of collective transport.