when bicycle lanes are not enough
Post on 09-Jan-2017
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WHEN BICYCLE LANES ARE NOT ENOUGH
Growing mode share in Cape Town, South Africa: an analysis of policy and practice
Gail Jennings: University of Cape TownBrett Petzer: University of Cape TownEzra Goldman*: Upshift Cars
*formerly of the University of Copenhagen
“Some days I really don’t feel like being diplomatic … about how sh-t it is for … cyclists across the city –and how 5 or 6 years later in some parts little to nothing has changed. Performance and impact remains low. Some cute ‘add-ons’ and ‘goodenoughism’, ‘so thankful to haves’ is certainly far from the shift people need…”
Social media comment, date X, name known to the author
Lotus River commuter cycling route, Cape Town (built 2011). Source: Twitter user @PedalPowerPPA, 15/04/2016
’Whereas BRT is nowadays a textbook example … the development process of more than three decades is seldom acknowledged, and other cities tend to copy only the successful “end-state”’. (Hitge, 2012)
Bogotá is an extraordinary example of matching infrastructure “hardware” with public-policy “software”: Latin’s America’s most extensive network of cycleways, the world longest pedestrian corridor, and the planet’s biggest Car Free Day (covering an entire city of 35,000 hectares). Today [2005], 43 per cent of the city’s transport investment budget goes to ancillary policy measures.
(Cervero, 2005)
Bicycle lanes leading through BRT station, Bogotá, Colombia.Source: Author Source: Flickr user GINAPFD
‘Reports of rider attacked and mugged [again], cycle lane near Woodstock station’
‘What’s the point of a cycle lane if it can’t be safely used?’
‘I never use that portion of the cycle lane. I rather risk the [highway].’
Cyclists’ comments on social media, July 2015
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