“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.
Dealing with good and evil (in traffic)
In 2010 a 38-year-old motorist filled with remorse entered a police station in the Netherlands to give himself up. Twenty years earlier he had run over a child and was ridden with guilt. The man explained that he slept badly since the accident, suffered from nightmares and could not find a decent permanent job. The approximately five-year-old child unexpectedly crossed the road and he could not brake in time. While another motorist took care of the victim, he drove away and since then he lived contrary to his conscience. Until it was too much for him that morning and he decided to surrender himself.
From The Guardian. 1 August 2017
We tell ourselves that we cherish efficiency. Yet we have created a transport system whose design principle is profligacy. Metal carriages (that increase in size every year), each carrying one or two people, travel in parallel to the same places. Lorries shifting identical goods in opposite directions pass each other on 2,000-mile journeys. Competing parcel companies ply the same routes, in largely empty vans. We could, perhaps, reduce our current vehicle movements by 90% with no loss of utility, and a major gain in our quality of life.
The construction of a well-defined, broadly accepted agenda for New Mobility until the present time has been sadly lacking. But what we and a numb er of our international colleagues have managed to develop over the last two decades is a certain number of agreed basic principles spanning many different areas and kinds of operational situations, but somehow until now we have failed to put them all together into a well-defined, convincing operational and policy package. We think of this as the move toward a new paradigm for transport in cities – and it all starts with . . . slowing down.
Today I would like to extract and comment on some of the graphics and thoughts developed by our colleague Carlosfelipe Pardo in a presentation which he entitled “The psychology of urban mobility”. I have extracted from his presentation three sets of images which I would now like to present you and comment briefly. (For the full original presentation please click here.)
Insights into the work that led to Mexico City’s parking reforms.
* * Source: https://www.itdp.org/mexico-city-became-leader-parking-reform/
“This major policy change is a result of ITDP Mexico’s advocacy over the last 10 years…. So in 2014, with the support of the Ministry of Urban Development and Housing (SEDUVI), the research study “Less parking, more city” (“Menos cajones, más ciudad”) was born providing enough evidence to show the need of a change of paradigm. This study evolved into a proposal to modify the Construction Code that ITDP delivered to Mexico City’s Government in 2015. …
“A change of policy of this importance is not the work of a single individual or institution. ITDP Mexico supported the Ministry of Urban Development and Housing, and the Ministry of Mobility in the process of technical discussion with the different important guilds that are essential in the on-the-ground implications of this, such as the Real Estate Association (ADI). At the same time, agreements were made with the National Association of Supermarkets, Convenience and Departments Stores and also with the National Chamber of the Industry of Development and Promotion of Housing with the best of intentions to reach win-win agreements. The Legislative Assembly also recognized the need to reform the policy, and the role of civil society was incredibly important. Bicitekas, WRI, editorial house Arquine and, of course, IMCO, were all key to creating this more powerful, cross-cutting and lasting public policy.”
– Paul Barter, Adjunct Associate Professor, LKY School of Public Policy, National University of Singapore
– 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.