This article has been published in “World Watch Magazine”, July/August 2010, Volume 23, No. 4 in original language (English) by Gary Gardner. The article is available at: http://www.worldwatch.org/node/6456
Opportunities for soft mobility issues, walking and cycling in urban and subu...Abebe Dress Beza
This document provides a literature review on opportunities for soft mobility (walking and cycling) in urban and suburban areas, using Ethiopia as a case study. It discusses the benefits of walking and cycling, including economic benefits, health benefits, and environmental benefits. It assesses factors influencing walking and cycling in Ethiopia, such as infrastructure, land use planning, effects of rising motorization, and promotion of active transportation. The document recommends pedestrian- and cyclist-friendly urban design and integrated transportation infrastructure to create a safe, low-risk environment for active travelers in Ethiopia.
Shifts in micromobility related trauma in the age of vehicle sharing the epid...TÀI LIỆU NGÀNH MAY
Để xem full tài liệu Xin vui long liên hệ page để được hỗ trợ
: https://www.facebook.com/thuvienluanvan01
HOẶC
https://www.facebook.com/garmentspace/
https://www.facebook.com/thuvienluanvan01
https://www.facebook.com/thuvienluanvan01
tai lieu tong hop, thu vien luan van, luan van tong hop, do an chuyen nganh
- The document analyzes cycling road accident casualties in Great Britain from 1985-2010 using regression models to investigate the relationship between casualties and factors like age, vehicle mileage, and HGV mileage.
- It finds an absolute and exposure-adjusted reduction in cycling casualties over this period, as well as an increase in the average age of casualties. Cars were found to better predict cycling casualties than HGVs.
- The results contribute to evidence that cycling safety in the UK has increased, despite declines in cycling participation, but policies are still needed to further reduce risks and increase cycling rates.
Lifting The Lid On Western Australia's Helmet LawsCatalystian
This paper was presented at the VeloCity Global Conference in Adelaide, South Australia, 29th May, 2014. It draws attention to the overwhelming evidence that mandatory helmet laws have decimated cycling as an everyday activity, with cycling levels still well below those before the laws were introduced, despite substantial investment in bicycle infrastructure. The community has suffered higher health and transport costs as a result of this poorly-thought-out law (there was no analysis of costs and benefits before the laws were introduced). Now, despite (or perhaps because of) all the evidence, the 'policy protectors' in the public service and government want to pretend that all is well and to deny that a change might be desirable.
Full paper is available at http://www.slideshare.net/Catalystian/lifting-the-lid-on-western-australias-helmet-laws-full-paper
The objective of this report is to identify the issues in transportation in Sri Lanka and identify the negative and positive benefits of promoting cycling as a solution to the identified issues.
It discusses the Sri Lankan context with the examples of the countries who have already implemented cycling as a mass transport solution.
The documents discuss the Complete Streets movement, which advocates for roadways that are designed and operated to enable safe access and mobility for all users, including pedestrians, bicyclists, public transit riders, and motorists of all ages and abilities. Supporters argue that many streets currently prioritize automobiles and are unsafe for other modes of transportation. They note a growing interest among Americans in walking and biking more. Complete Streets policies require considering all road users in transportation planning and projects. Common features of Complete Streets include sidewalks, bike lanes, wide shoulders, and crosswalks.
This document discusses cycling equity and barriers to cycling participation. It analyzes data from cycling surveys in England to show inequalities in cycling based on gender, age, ethnicity, disability status, education level, and car ownership. While some areas have higher overall cycling rates, inequalities tend to remain. Barriers can be both general, affecting some groups more than others, and specific. The document argues for removing barriers and redressing exclusion so that people of all backgrounds can benefit from cycling. Equity requires addressing direct and indirect discrimination through infrastructure, policies, attitudes and other factors.
Opportunities for soft mobility issues, walking and cycling in urban and subu...Abebe Dress Beza
This document provides a literature review on opportunities for soft mobility (walking and cycling) in urban and suburban areas, using Ethiopia as a case study. It discusses the benefits of walking and cycling, including economic benefits, health benefits, and environmental benefits. It assesses factors influencing walking and cycling in Ethiopia, such as infrastructure, land use planning, effects of rising motorization, and promotion of active transportation. The document recommends pedestrian- and cyclist-friendly urban design and integrated transportation infrastructure to create a safe, low-risk environment for active travelers in Ethiopia.
Shifts in micromobility related trauma in the age of vehicle sharing the epid...TÀI LIỆU NGÀNH MAY
Để xem full tài liệu Xin vui long liên hệ page để được hỗ trợ
: https://www.facebook.com/thuvienluanvan01
HOẶC
https://www.facebook.com/garmentspace/
https://www.facebook.com/thuvienluanvan01
https://www.facebook.com/thuvienluanvan01
tai lieu tong hop, thu vien luan van, luan van tong hop, do an chuyen nganh
- The document analyzes cycling road accident casualties in Great Britain from 1985-2010 using regression models to investigate the relationship between casualties and factors like age, vehicle mileage, and HGV mileage.
- It finds an absolute and exposure-adjusted reduction in cycling casualties over this period, as well as an increase in the average age of casualties. Cars were found to better predict cycling casualties than HGVs.
- The results contribute to evidence that cycling safety in the UK has increased, despite declines in cycling participation, but policies are still needed to further reduce risks and increase cycling rates.
Lifting The Lid On Western Australia's Helmet LawsCatalystian
This paper was presented at the VeloCity Global Conference in Adelaide, South Australia, 29th May, 2014. It draws attention to the overwhelming evidence that mandatory helmet laws have decimated cycling as an everyday activity, with cycling levels still well below those before the laws were introduced, despite substantial investment in bicycle infrastructure. The community has suffered higher health and transport costs as a result of this poorly-thought-out law (there was no analysis of costs and benefits before the laws were introduced). Now, despite (or perhaps because of) all the evidence, the 'policy protectors' in the public service and government want to pretend that all is well and to deny that a change might be desirable.
Full paper is available at http://www.slideshare.net/Catalystian/lifting-the-lid-on-western-australias-helmet-laws-full-paper
The objective of this report is to identify the issues in transportation in Sri Lanka and identify the negative and positive benefits of promoting cycling as a solution to the identified issues.
It discusses the Sri Lankan context with the examples of the countries who have already implemented cycling as a mass transport solution.
The documents discuss the Complete Streets movement, which advocates for roadways that are designed and operated to enable safe access and mobility for all users, including pedestrians, bicyclists, public transit riders, and motorists of all ages and abilities. Supporters argue that many streets currently prioritize automobiles and are unsafe for other modes of transportation. They note a growing interest among Americans in walking and biking more. Complete Streets policies require considering all road users in transportation planning and projects. Common features of Complete Streets include sidewalks, bike lanes, wide shoulders, and crosswalks.
This document discusses cycling equity and barriers to cycling participation. It analyzes data from cycling surveys in England to show inequalities in cycling based on gender, age, ethnicity, disability status, education level, and car ownership. While some areas have higher overall cycling rates, inequalities tend to remain. Barriers can be both general, affecting some groups more than others, and specific. The document argues for removing barriers and redressing exclusion so that people of all backgrounds can benefit from cycling. Equity requires addressing direct and indirect discrimination through infrastructure, policies, attitudes and other factors.
Pacers Bike Share Final Project in SPEAAnthony Watts
The document provides an analysis of users of the Indianapolis Pacers Bikeshare annual membership program conducted by a capstone group. It summarizes the background and history of bike sharing programs, positive environmental and economic impacts, and compares riders globally, nationally, and locally. It then discusses how the Pacers Bikeshare program is funded and operated, and the methodologies used in the group's survey of annual members and analysis of transactional data to understand riders and make recommendations.
An All Ages and Abilities Bicycle Transportation Systembikeed
The document discusses a local cycling club in southern Oregon and northern California that plans cycling events and promotes cycling. It notes that almost 60% of Medford residents ride bikes based on a city survey. However, the city's bike lanes are often too narrow and bike facilities do not meet the needs of all ages and abilities. The document advocates for building a low-stress bike network using approaches like bicycle boulevards, protected bike lanes, and shared-use paths to attract more riders beyond confident cyclists and encourage increased biking rates.
This document summarizes a research article from the International Journal of Civil Engineering and Technology that examines factors influencing bicycle use in Upper Egypt. The article investigates the low levels of cycling in Upper Egypt through a questionnaire of 925 male and female students. It finds that 58% of males and 22% of females would be potential bicycle users if safe infrastructure and parking existed. The main barriers to cycling are a lack of infrastructure, safety concerns, social norms, and safe parking. Encouraging cycling in Upper Egypt would require policies promoting cycling and changing cultures through media to increase acceptance.
This document is an introduction to a report on transportation policy reforms that promote public health and equity. It discusses how transportation policies influence health both directly through impacts on air pollution, physical activity, safety, and indirectly through impacts on income, access to opportunities, and the needs of older adults and people with disabilities. It calls for a new vision of transportation in the U.S. that invests in alternative modes of transportation and links transportation decision making with public health and land use considerations to create a more sustainable and equitable system.
The document summarizes a study on how cargo bikes can influence mode substitution behavior. The study found that after purchasing a cargo bike, over 60% of respondents previously traveled by car for most trips but 69% used their cargo bike as their primary mode of transportation after purchasing one. This represents a potential 41% reduction in auto trips. The number of auto trips declined on average by 1-2 trips per day. Statistical analysis found a significant negative correlation between auto, transit, and traditional bike use and a cargo bike purchase, indicating potential mode substitution. Having children also positively correlated with increased cargo bike use. The study concludes cargo bikes could impact active transportation and more research is needed on their ability to influence travel behavior changes.
Growing An Active Transportation SystemCynthia Hoyle
This document summarizes a presentation on growing active transportation systems. It notes that fewer children now walk or bike to school due to unintended consequences of community design changes. Solutions discussed include investing in bicycle and pedestrian infrastructure, traffic calming, and safe routes to school programs. Case studies show how road diets, complete streets redesigns, and retrofitting neighborhoods can encourage mode shift toward active transportation. Public engagement, long-range planning, and partnerships across organizations are keys to successful implementation.
Bike Facility Design and Creating an All Ages and Abilites Networkbikeed
The document discusses the need for Medford, Oregon to develop an "all ages and abilities" bicycle transportation network. It notes that the city's existing bike lanes are often too narrow and located on high-traffic streets, making them unsafe for most adults and families. The document outlines different types of safe, comfortable bike facilities and argues that more Medford residents will bicycle if a well-connected, equitable network is built that serves people of all ages and abilities. It concludes by encouraging readers to advocate for the city to commit to designing, funding and constructing an "all ages and abilities" bike system in its updated Transportation System Plan.
This presentation examines whether the "safety in numbers" effect exists for cycling in Melbourne. Previous research found that as cycling and walking increased in other areas, injuries/fatalities only increased at a lower rate, though some question if this effect truly exists. The researchers analyzed cycling data from 2008-2014 and injury data, finding a linear relationship between kilometers cycled and injuries in Melbourne with no evidence of a safety in numbers effect. Possible reasons why are that critical mass for the effect has not been reached, infrastructure is not keeping up with cycling growth, or cycling culture involves more risk. Further research on injury trends over time and data discrepancies is needed.
Transport Inequalities in Remote AustraliaNinti_One
Mike Dockery and Bruno Spandonide presented to the National Aboriginal and Torres Strait Islander Corporation Community Transport Network Conference, 6 November 2014.
Nile River: A Fitness Trail Promoting Physical Activity In Cairo CityIJERDJOURNAL
ABSTRACT: Nowadays, governments are challenged by dramatic increases in the frequency of chronic diseases, obesity and sedentary lifestyles caused majorly by physical inactivity.In order to lessen such complications, urban designers and architects strive to create open spaces and streets that encourage walking, bicycling, and other forms of active recreation.This paper aims at evaluating “Ahl Misr” Promenade created at the Nile River banks, Cairo city, Egypt, in terms of the vision guiding the design, design features, environmental aspects, promenade management, and funding channels. The study concentrates on exploring the extent to which the trail succeeded in offering venues for cycling, walking, running and stretching, as to participate in enhancing the public health in a city suffering from scarcity of open spaces. Observation of the existing activities and a physical survey are adopted. The results show that the tail is a positive stage towards the goal; nevertheless, the local authority predominating decisions and management policies are crippling the trail from fulfilling its potentials.
Eurovelo. The European Cycle Route Networkcyclecities
DIRECTORATE GENERAL FOR INTERNAL POLICIES
POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM
THE EUROPEAN CYCLE ROUTE NETWORK EUROVELO
Challenges and Opportunities for Sustainable Tourism
STUDY
Abstract
This update of the 2009 study evaluates the challenges and opportunities of developing a cycle tourism network across Europe. It focuses on EuroVelo, a network of 14 long distance routes managed by the European Cyclists’ Federation which is being developed in different countries by a wide range of partners. The study reviews the market for cycle tourism and presents a model of demand for EuroVelo. It also evaluates the recent developments on the Iron Curtain Trail.
IP/B/TRAN/FWC/2010-006/Lot5/C1/SC1 2012
PE 474.569 EN
Я намерен творить изобилие в этом Мире и ищу единомышленников.
2. o Мне 30 лет. o Магистр Инновационно-инвестиционной деятельности. o 7 лет в банковской сфере 8 шагов по карьерной лестнице. Запустил самый большой проект по автокредитованию в Украине с АС «Автостоличный» в УкрСиббанке. o Разработал, автоматизировал и внедрил систему оценки эффективности работы POS – терминалов посредством Excel в крупном системном банке. o Сертифицированный тренер по Excel и Cash Flow o Опыт Бизнес аналитика в финансовой компании с более 3 000 сотрудников, разработал систему Мотивации, Планирования. o Запустил с «0» ломбард, который работает и по сей день. o Инвестировал в велопрокат и заработал 250% и зарабатываю o Весь 2015 год посвятил личностному и духовному росту и продолжаю это делать сегодня. Завершил два Благотворительных проекта. КАКОЙ МОЙ СЛЕДУЮЩИЙ ШАГ ?
The document describes a treasure hunt game where teams of 8 people use iPads to complete challenges by visiting historic locations in Italian cities within 2 hours. The teams earn points by solving riddles, mini-games and puzzles about monuments and discovering clues at each location. The game starts at a designated center point and ends when teams reach the final point, with earlier teams earning more points.
Le bici nella logistica urbana - Federico Liacyclecities
A presentation of the bicycle role in the logistics schemes for Cityteck 2013.
Author: Federico Lia (Poliedra, Politecnico di Milano)
Language: Italian
Originally published at the following link: http://www.bikeitalia.it/wp-content/uploads/2013/10/Lia.pdf
The CycleCities project aims to promote cycling integration within urban mobility management schemes across European cities. Over three years, the project exchanged experiences on cycling policies, developed tools to influence mobility strategies, and communicated results to stakeholders. Key activities included identifying good practices, analyzing mobility management challenges, and creating an online knowledge platform. The project's goals were to mainstream cycling as a basic transport priority and integrate it into city policies. It linked partners from seven European regions to transfer expertise on increasing cycling through interregional learning opportunities.
Мета проекту
«Ділитися любов’ю і теплом з кожним, виховувати повагу, співчутливе та толерантне ставлення до людей, які опинилися в складних життєвих обставинах, переселенців, учасників АТО та людей похилого віку»
Pacers Bike Share Final Project in SPEAAnthony Watts
The document provides an analysis of users of the Indianapolis Pacers Bikeshare annual membership program conducted by a capstone group. It summarizes the background and history of bike sharing programs, positive environmental and economic impacts, and compares riders globally, nationally, and locally. It then discusses how the Pacers Bikeshare program is funded and operated, and the methodologies used in the group's survey of annual members and analysis of transactional data to understand riders and make recommendations.
An All Ages and Abilities Bicycle Transportation Systembikeed
The document discusses a local cycling club in southern Oregon and northern California that plans cycling events and promotes cycling. It notes that almost 60% of Medford residents ride bikes based on a city survey. However, the city's bike lanes are often too narrow and bike facilities do not meet the needs of all ages and abilities. The document advocates for building a low-stress bike network using approaches like bicycle boulevards, protected bike lanes, and shared-use paths to attract more riders beyond confident cyclists and encourage increased biking rates.
This document summarizes a research article from the International Journal of Civil Engineering and Technology that examines factors influencing bicycle use in Upper Egypt. The article investigates the low levels of cycling in Upper Egypt through a questionnaire of 925 male and female students. It finds that 58% of males and 22% of females would be potential bicycle users if safe infrastructure and parking existed. The main barriers to cycling are a lack of infrastructure, safety concerns, social norms, and safe parking. Encouraging cycling in Upper Egypt would require policies promoting cycling and changing cultures through media to increase acceptance.
This document is an introduction to a report on transportation policy reforms that promote public health and equity. It discusses how transportation policies influence health both directly through impacts on air pollution, physical activity, safety, and indirectly through impacts on income, access to opportunities, and the needs of older adults and people with disabilities. It calls for a new vision of transportation in the U.S. that invests in alternative modes of transportation and links transportation decision making with public health and land use considerations to create a more sustainable and equitable system.
The document summarizes a study on how cargo bikes can influence mode substitution behavior. The study found that after purchasing a cargo bike, over 60% of respondents previously traveled by car for most trips but 69% used their cargo bike as their primary mode of transportation after purchasing one. This represents a potential 41% reduction in auto trips. The number of auto trips declined on average by 1-2 trips per day. Statistical analysis found a significant negative correlation between auto, transit, and traditional bike use and a cargo bike purchase, indicating potential mode substitution. Having children also positively correlated with increased cargo bike use. The study concludes cargo bikes could impact active transportation and more research is needed on their ability to influence travel behavior changes.
Growing An Active Transportation SystemCynthia Hoyle
This document summarizes a presentation on growing active transportation systems. It notes that fewer children now walk or bike to school due to unintended consequences of community design changes. Solutions discussed include investing in bicycle and pedestrian infrastructure, traffic calming, and safe routes to school programs. Case studies show how road diets, complete streets redesigns, and retrofitting neighborhoods can encourage mode shift toward active transportation. Public engagement, long-range planning, and partnerships across organizations are keys to successful implementation.
Bike Facility Design and Creating an All Ages and Abilites Networkbikeed
The document discusses the need for Medford, Oregon to develop an "all ages and abilities" bicycle transportation network. It notes that the city's existing bike lanes are often too narrow and located on high-traffic streets, making them unsafe for most adults and families. The document outlines different types of safe, comfortable bike facilities and argues that more Medford residents will bicycle if a well-connected, equitable network is built that serves people of all ages and abilities. It concludes by encouraging readers to advocate for the city to commit to designing, funding and constructing an "all ages and abilities" bike system in its updated Transportation System Plan.
This presentation examines whether the "safety in numbers" effect exists for cycling in Melbourne. Previous research found that as cycling and walking increased in other areas, injuries/fatalities only increased at a lower rate, though some question if this effect truly exists. The researchers analyzed cycling data from 2008-2014 and injury data, finding a linear relationship between kilometers cycled and injuries in Melbourne with no evidence of a safety in numbers effect. Possible reasons why are that critical mass for the effect has not been reached, infrastructure is not keeping up with cycling growth, or cycling culture involves more risk. Further research on injury trends over time and data discrepancies is needed.
Transport Inequalities in Remote AustraliaNinti_One
Mike Dockery and Bruno Spandonide presented to the National Aboriginal and Torres Strait Islander Corporation Community Transport Network Conference, 6 November 2014.
Nile River: A Fitness Trail Promoting Physical Activity In Cairo CityIJERDJOURNAL
ABSTRACT: Nowadays, governments are challenged by dramatic increases in the frequency of chronic diseases, obesity and sedentary lifestyles caused majorly by physical inactivity.In order to lessen such complications, urban designers and architects strive to create open spaces and streets that encourage walking, bicycling, and other forms of active recreation.This paper aims at evaluating “Ahl Misr” Promenade created at the Nile River banks, Cairo city, Egypt, in terms of the vision guiding the design, design features, environmental aspects, promenade management, and funding channels. The study concentrates on exploring the extent to which the trail succeeded in offering venues for cycling, walking, running and stretching, as to participate in enhancing the public health in a city suffering from scarcity of open spaces. Observation of the existing activities and a physical survey are adopted. The results show that the tail is a positive stage towards the goal; nevertheless, the local authority predominating decisions and management policies are crippling the trail from fulfilling its potentials.
Eurovelo. The European Cycle Route Networkcyclecities
DIRECTORATE GENERAL FOR INTERNAL POLICIES
POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM
THE EUROPEAN CYCLE ROUTE NETWORK EUROVELO
Challenges and Opportunities for Sustainable Tourism
STUDY
Abstract
This update of the 2009 study evaluates the challenges and opportunities of developing a cycle tourism network across Europe. It focuses on EuroVelo, a network of 14 long distance routes managed by the European Cyclists’ Federation which is being developed in different countries by a wide range of partners. The study reviews the market for cycle tourism and presents a model of demand for EuroVelo. It also evaluates the recent developments on the Iron Curtain Trail.
IP/B/TRAN/FWC/2010-006/Lot5/C1/SC1 2012
PE 474.569 EN
Я намерен творить изобилие в этом Мире и ищу единомышленников.
2. o Мне 30 лет. o Магистр Инновационно-инвестиционной деятельности. o 7 лет в банковской сфере 8 шагов по карьерной лестнице. Запустил самый большой проект по автокредитованию в Украине с АС «Автостоличный» в УкрСиббанке. o Разработал, автоматизировал и внедрил систему оценки эффективности работы POS – терминалов посредством Excel в крупном системном банке. o Сертифицированный тренер по Excel и Cash Flow o Опыт Бизнес аналитика в финансовой компании с более 3 000 сотрудников, разработал систему Мотивации, Планирования. o Запустил с «0» ломбард, который работает и по сей день. o Инвестировал в велопрокат и заработал 250% и зарабатываю o Весь 2015 год посвятил личностному и духовному росту и продолжаю это делать сегодня. Завершил два Благотворительных проекта. КАКОЙ МОЙ СЛЕДУЮЩИЙ ШАГ ?
The document describes a treasure hunt game where teams of 8 people use iPads to complete challenges by visiting historic locations in Italian cities within 2 hours. The teams earn points by solving riddles, mini-games and puzzles about monuments and discovering clues at each location. The game starts at a designated center point and ends when teams reach the final point, with earlier teams earning more points.
Le bici nella logistica urbana - Federico Liacyclecities
A presentation of the bicycle role in the logistics schemes for Cityteck 2013.
Author: Federico Lia (Poliedra, Politecnico di Milano)
Language: Italian
Originally published at the following link: http://www.bikeitalia.it/wp-content/uploads/2013/10/Lia.pdf
The CycleCities project aims to promote cycling integration within urban mobility management schemes across European cities. Over three years, the project exchanged experiences on cycling policies, developed tools to influence mobility strategies, and communicated results to stakeholders. Key activities included identifying good practices, analyzing mobility management challenges, and creating an online knowledge platform. The project's goals were to mainstream cycling as a basic transport priority and integrate it into city policies. It linked partners from seven European regions to transfer expertise on increasing cycling through interregional learning opportunities.
Мета проекту
«Ділитися любов’ю і теплом з кожним, виховувати повагу, співчутливе та толерантне ставлення до людей, які опинилися в складних життєвих обставинах, переселенців, учасників АТО та людей похилого віку»
El documento habla sobre las oportunidades para las pequeñas y medianas empresas (pymes) de expandirse internacionalmente a través del comercio electrónico y las redes sociales. Señala que a pesar del creciente acceso a Internet, las exportaciones de las pymes en América Latina siguen concentradas en pocos mercados. También identifica tres barreras clave que enfrentan las pymes (acceso a clientes confiables, información y financiamiento) y tres elementos básicos (conectarse, aprender y financiarse) para superarlas y apro
This document discusses how cloud computing with Amazon Web Services (AWS) can help organizations innovate and achieve their missions more effectively. It provides examples of how governments, educational institutions, and other organizations are using AWS to improve agility, reduce costs, and focus on their core work. The document outlines several strategies for using AWS, from developing applications to fully migrating infrastructure to the cloud. It emphasizes that AWS's flexible, scalable architecture and continual innovation allow organizations to adapt faster than ever before.
The document discusses moving to IPv6 and provides information about regional internet registries and their role in managing IP addresses and other internet number resources. It outlines the history of IPv4 and IPv6, noting that IPv6 was developed in the 1990s in anticipation of IPv4 address depletion. The document urges migrating to IPv6 now because IPv4 addresses have been depleted, IPv6 offers more addresses and performance benefits. It provides a checklist for organizations to develop an IPv6 deployment plan, including obtaining IPv6 address space, enabling IPv6 connectivity, upgrading systems and software, and training staff.
Jairo Porras - Como incrementar la productividad de su empresaLuz Fiumara
Este documento presenta una discusión sobre cómo las empresas pueden incrementar su productividad y éxito en un entorno de cambio constante. Señala que, según Charles Darwin, las especies que sobreviven no son las más fuertes o inteligentes, sino las más adaptables al cambio. Luego describe varias tendencias tecnológicas y sociales que están transformando el mundo de los negocios, como la nube, la movilidad, los datos masivos y las redes sociales. Finalmente, argumenta que las empresas necesitan adoptar soluciones tecnológicas inte
The document discusses Copenhagen's successful policies for increasing bicycle transportation, including developing a comprehensive bicycle infrastructure network, prioritizing safety improvements, and promoting a bicycle-friendly culture. Copenhagen's policies have led to 36% of residents commuting by bicycle daily. The document concludes by outlining lessons for other cities from Copenhagen's approach to enacting public policies that support sustainable transportation goals through increased bicycle use.
The document provides information about the 2012 CSI Student Design Competition being held on June 9th in Sacramento, California. The competition challenges students to design a bicycle sharing station and will be held from 8am to 5pm at 622 20th Street. Parking is limited but available. The document provides background information on bicycle sharing programs and statistics on bicycling benefits.
Study: Cycling Infrastructure Reduces Accident Risk by 14%Jan_Hill
Between 2007 and 2014, Boston, Massachusetts rapidly expanded its bicycle infrastructure. Researchers from the Harvard T.H. Chan School of Public Health sought to assess the effects of this development on the safety of Boston cyclists. By assessing reported cycling accidents from 2009 to 2012, the researchers found that for every succeeding year within the data gathering period, the odds of cyclists getting injured in Boston streets decreased by 14 percent.
This document summarizes a conference on supporting cycling for liveable cities in Venice. It discusses several European cities' strategies for promoting cycling, including developing cycling infrastructure and policies. Speakers addressed economic, health and environmental benefits of increasing cycling rates, such as job creation, health cost savings, reduced pollution and accidents. City examples highlighted goals of expanding cycling networks and facilities, bike sharing programs, and using cargo bikes for urban deliveries. Data collection and cost-benefit analyses were presented as tools to evaluate policies and cycling developments.
Webinar: Can cycling and walking help release the longevity dividend?ILC- UK
If we are to maximise the longevity dividend, we all need to live healthier not just longer. Too many of us are being forced out of work too early due to poor health. And poor health results in lower consumer spending.
The Government’s recently published obesity policy paper recognised the importance of remaining active. And COVID-19 has inspired cities across the world to invest in cycle infrastructure. Places like Paris, Milan, and New York, historically hostile to cycling have created hundreds of miles of temporary infrastructure.
Yet in the UK, as we get older, we cycle less.
The picture with walking isn’t much better, In England, men aged between 30 and 69 actually walk slightly more as they age while women walk considerably less. As we hit our 70s there is a significant drop-off in miles walked by men and women.
But we know that whatever our age, active travel works. We also know that supporting people to get to and around our town centres is vital if we are to begin to see an economic rebound. New and improved E-bikes and Scooters could play their part.
We have a relatively short window to deliver policy changes which could better support more of us to cycle and walk.
Speakers included:
Susan Claris, Associate Director, Transport Consulting, Arup
Dr Ian Walker, FHEA, Department of Psychology, University of Bath
Cllr Suzanne Bartington, Oxfordshire County Councillor
Tom McPhail, Director of Public Affairs, Pure Electric
The document summarizes a bike report from Ward 30 Bike advocacy group SoDa Bikes. The report identifies 5 key recommendations to make Ward 30 safer for cyclists based on a survey of 103 cyclists. The top recommendations are to: 1) build more bike lanes and safe cycling routes, especially on key streets like Danforth, Queen, Broadview, Eastern, and Gerrard; 2) improve on-street cycling infrastructure; 3) increase bike parking; 4) improve snow removal; and 5) better integrate bicycles into road projects. Implementing these recommendations especially around engineering aspects could have immediate benefits of reducing accidents, increasing business for shop owners, healthier citizens, reduced emissions and a more satisfied cycling community.
Houston Neighborhood Greenways Proposal by Jay Blazek CrossleyHouston Tomorrow
Neighborhood Greenways for Houston aims to connect 85% of Houston neighborhoods by bike routes called greenways by 2020. Greenways are low-traffic streets designed for bicyclist safety and comfort with features like traffic calming, few stops, and priority over cars. Implementing greenways could help improve quality of life by promoting active transportation like biking and walking. The presentation discussed examples from other cities and research on benefits like increased biking and walking rates and public health outcomes from active transportation options.
This project aimed to promote the use of bicycles over motor vehicles on the LPU campus. The team conducted interviews and surveys to analyze awareness levels and gather feedback. They found that while many students support biking for short distances or health benefits, more awareness is still needed. Data showed the Netherlands has the highest rate of biking at 99.1%, while India could improve road safety for cyclists. The presence of HEXI bike stands on campus was seen as a positive step, but maintenance of dedicated cycling tracks country-wide is still lacking. The results suggest continuing efforts to educate the LPU community on the environmental and health advantages of biking.
The document outlines a pedestrian strategy for San Francisco that aims to make the city the most walkable in North America. It establishes goals of reducing pedestrian injuries and increasing walking for short trips. Key strategies include upgrading 44 miles of streets to improve pedestrian safety, giving extra crossing time at 800 intersections, redesigning streets around schools and senior areas, creating new plazas and parklets, reopening closed crosswalks, and installing a network of green streets for walking. The strategy provides a comprehensive set of actions to make city streets safer and more comfortable for pedestrians.
Dr. Ralph Buehler: “Making the National Capitol Region the Next Cycling Capit...Tina_Whaley
Presentation from Dr. Ralph Buehler's Lecture September 12, 2013: “Making the National Capitol Region the Next Cycling Capital of the USA: Opportunities and Lessons from Home and Abroad”
This document summarizes the many benefits of Complete Streets, which are streets designed to enable safe and convenient travel for all users, including pedestrians, bicyclists, transit riders and motorists of all ages and abilities. Complete Streets can benefit older adults and people with disabilities by improving accessibility, benefit children by encouraging physical activity and independence, improve safety for all users by reducing speeds and adding infrastructure like sidewalks and crosswalks, promote better health by facilitating active transportation, boost local economies through increased business and property values, and create more livable communities.
The Bicycle: Vehichle for a Small Planet | Marcia D. Lowe (1989) | Worldwatch...cyclecities
This publication has been published originally at the following URL: http://www.worldwatch.org/files/pdf/WP90BICYCLE.pdf
All credits are the the author and the Worldwatch Institute.
As it is quoted in an outcome of Cycle Cities project the article has been mirrored here only to make sure it will be online for the next five years. Because the Interreg IV C program rules require it.
Bristol: Living city - Towards a Healthy City 2015, by Ian BarrettSustrans
Presentation by Sustrans' South West Regional Director.
Sustrans sees Green Capital 2015 as a unique, once in a lifetime opportunity to create healthier communities through changing transport habits and delivering new sustainable transport systems.
This document discusses the health benefits of active transportation like walking and cycling. It notes that active transportation has been linked to improved public health outcomes by increasing physical activity levels and reducing risks for chronic diseases. However, safety concerns prevent some from engaging in active transportation. The document advocates for well-designed infrastructure and road safety interventions like education, enforcement, and road design changes to encourage active transportation by improving safety.
This document discusses a study conducted on a planned bike share program in San Jose, California. 115 surveys were administered in areas where bike share kiosks would be located to understand who would use the program, how much they would pay, and why. The study found most people would use bike share to run errands and pay more than other cities' programs. It also found the highest use would be around Diridon Station. The results suggest the program could charge higher prices or seek sponsors to fund maintenance and education.
The document discusses road safety and promoting cycling and walking. Some key points:
1. Over 1 million people die in traffic accidents worldwide each year, and road safety problems inhibit mobility for cyclists and pedestrians.
2. Prioritizing cars over other modes of transportation has negative health and environmental impacts. Integrating cycling and walking infrastructure can have major safety and public health benefits.
3. Studies show that as cycling rates increase in an area, cycling fatality rates actually decrease, indicating that safer infrastructure encourages more cycling.
This document discusses transforming India through promoting cycling. It outlines principles of cycling related to energy, equity, economics, ecology, emancipation, health and happiness. It discusses the philosophy of cycling in Vedic, Buddhist and Jain traditions. The vision is to transform urban India into happier habitats by enabling cycling and walking. A framework is proposed with the National Institute for Transforming India playing a key role along with the bicycle industry, urban ministry, and tourism ministry. Specific mission steps are outlined over multiple years to promote best practices, data collection, goal setting, funding, and transit shift strategies for cities.
EMBARQ works to promote sustainable transportation solutions that can save lives. Their strategy involves avoiding and shifting trips from private vehicles to more sustainable modes like public transit, biking and walking to reduce traffic and crashes. They also work to improve safety for existing motorized trips. EMBARQ has worked with many cities globally including Mexico City, Delhi, Istanbul and Sao Paulo to implement bus rapid transit systems and make policy changes incorporating public health indicators like traffic deaths. Their work with governments and international organizations helps mainstream road safety as a health strategy worldwide.
Bike Facility Design and Creating an All Ages and Abilites Networkbikeed
Medford, a metropolitan city in Southern Oregon, is updating its transportation system plan (TSP). Under Oregon's Transportation Planning Rule (OAR 660-12), the City is required to provide a "safe and convenient" transportation network for all modes of travel: motor vehicles, pedestrians and people riding bicycles. The presentation focuses on why an "all ages and abilities" approach to the development of a bicycle network is essential to achieving the requirements of Oregon law and thus provide a "safe and convenient" network for bicycles.
This document discusses several topics related to transportation planning and urban design. It addresses the need to create a well-connected cycling and walking network that links destinations. It also discusses the negative impacts of sprawl and how to create more sustainable transportation systems through compact, mixed-use development and multimodal transportation options like biking and transit. Road diets and traffic calming are presented as ways to improve safety and encourage non-motorized transportation.
Similar to Power to the pedals. Worldwatch Institute (20)
Blue13 60 and more advantages of cyclingcyclecities
The document discusses the "Be-Cycle" game which was created as part of the Cycle Cities project. It lists over 60 advantages of cycling that can be found on a slideshare presentation located at the provided URL. The slideshare presentation contains a detailed list of the health, economic, and environmental benefits of cycling.
Regular cycling can significantly improve cognitive abilities such as intelligence, memory, concentration and learning, according to various studies. A study with 30,000 participants found that cycling on an ergometer raised average IQ scores by 28% points, while other research on seniors found their IQ increased by 15 points on average after physical exercise. The rhythmic movement of cycling enhances communication between brain hemispheres in ways that boost higher cognitive functions even after exercising.
Yellow15 Discover the Barcelona benchmarkcyclecities
The document promotes Barcelona's successful public bicycle sharing system as a benchmark for other cities to follow, noting that Barcelona has impressively re-established the bicycle as a form of transportation. It provides a link for readers to learn more about Barcelona's high ranking on the 2013 Copenhagenize Index, which measures the bicycle-friendliness of world cities.
The document discusses the "Be-Cycle" game, which is a product of the Cycle Cities project that aims to make informal pedestrian paths known as "desire lines" into formal routes for bicycles. It references a Wikipedia definition of "desire lines" as informal paths taken by pedestrians instead of sidewalks. It also suggests looking at a video that further explains the concept in relation to bicycles.
Yellow13 Maybe we can learn from Bordeauxcyclecities
The document discusses lessons that can be learned from the city of Bordeaux's experience with bicycles. It references a game called "Be-Cycle" that was created as part of the Cycle Cities project. The document asks what the main lessons are that can be drawn from how Bordeaux has approached bicycles.
Yellow12 A rapid rise in bicycle traffic happened in...cyclecities
The document discusses a rise in bicycle traffic in some cities and references a game called "Be-Cycle" that was produced as part of the Cycle Cities project. It directs the reader to a link for more information on factors that contributed to the trend of increased bicycle use.
Yellow11 the cycling atmosphere is relaxedcyclecities
The document discusses a cycling game called "Be-Cycle" that was created as part of the Cycle Cities project. The game aims to create a relaxed and enjoyable cycling atmosphere. More information about the game and project can be found by visiting the URL provided.
The document promotes the "Be-Cycle" game from the Cycle Cities project and advocates for bicycles as tools for positive change in cities by reducing car usage. It questions whether economic powers will allow a transition to more bicycle-friendly cities and transportation systems. The document encourages searching for "bikes-vs-cars" or visiting the http://www.bikes-vs-cars.com/thefilm website to learn more.
The document discusses the "Be-Cycle" game, which was created as part of the Cycle Cities project to encourage more livable cities. It notes that people often choose to drive short distances not just for convenience but also to avoid traffic, and that increasing transportation options beyond motor vehicles can help the environment, health, and quality of urban life. The ideas are from an article by Marcia D. Lowe published by the Worldwatch Institute.
Yellow5 Bicycles are faster than planescyclecities
The document describes the benefits of cycling as a means of transportation for short distances up to 5 km within a city. Cycling is more flexible than other options as it allows stopping freely at shops and cafes without needing to find parking or deal with traffic or delays from public transportation. Cycling provides freedom of movement in an urban environment for short trips.
Yellow3 Discover the cycling advantages in the Sevilla Chartercyclecities
The document discusses the "Be-Cycle" game which was created as part of the Cycle Cities project. It references the Seville Charter which outlines cycling advantages. The Charter was presented at the 2011 Velo-City Conference in a document directed at all EU Transport Ministers.
Yellow2 more cycling is more quality urban lifecyclecities
The document discusses the "Be-Cycle" game, which was created as part of the Cycle Cities project to promote cycling. It summarizes that increased cycling leads to an improved quality of urban life through reductions in air and noise pollution, safer public spaces, and a more attractive city for families. This idea is supported by a report from the European Commission on the benefits of cycling for towns and cities.
Violet15 Rise! And claim for cycling policiescyclecities
The document discusses cycling policies and rights. It argues that cyclists have the same rights to roads as drivers of other vehicles. It also argues that unjust laws should not be accepted and that change sometimes requires disobeying unjust laws, as was done during civil rights movements. The document references a Critical Mass gathering in 1992 as part of a social struggle for better cycling policies.
Violet14 19 beautiful ways to protect bike lanescyclecities
The document discusses how bike lanes can be designed creatively through artistic and flexible designs that are tested early on. Modern protected bike lanes have physical barriers between bikes and cars that come in different shapes and styles. The ultimate design of bike lanes depends on factors like budget, guidance, experience, climate, maintenance needs, aesthetics, and community priorities. It provides a URL with examples of beautifully designed protected bike lanes.
The document discusses how political will is a key factor in promoting effective cycling policies and infrastructure. Visionary politicians and continuous investments in urban planning and innovation are needed to develop cycling. The CEO of Copenhagenize Design Co. shares his opinion in a video about how political decisions can impact cycling development in cities.
Violet12 cycling is a matter of planningcyclecities
The document discusses France's National Cycling Plan from 2012 which had the goals of encouraging more bicycle tourism in Europe, completing bike routes between cities, and establishing tax incentives for employees who commute by bike. The plan also aimed to combine cycling with public transportation as an alternative to car use.
The document discusses cycling myths and safety. It addresses seven common myths about cycling through an article that examines each myth and provides facts to dispel concerns about cycling safety. The goal is to promote safe cycling by educating about actual safety risks and realities.
Violet10 cycling is possible also in big townscyclecities
The document discusses a public bicycle sharing scheme called "Be-Cycle" created by the Cycle Cities project to promote cycling in large cities like Paris, London, and Hamburg. It notes that supporting bicycle traffic through such schemes is an attractive transportation strategy as cycling infrastructure is cheaper than other public transit options and promotes pollution-free and low-noise traffic. Additionally, having more cyclists in cities can make roads safer as drivers become more aware of pedestrians and cyclists.
Violet9 planning for cycling is possiblecyclecities
The document discusses a new regional legislation in Puglia, Italy that promotes cycling. It provides a link to a slideshow presentation on the new law and interventions to support cycling infrastructure. The legislation aims to make planning for cycling infrastructure and mobility possible in the region.
The document discusses a study from 1992-2004 in Salzburg that showed an increase in bicycle use of 40% led to a decrease in injuries per bicycle kilometer of about 40%. The study suggests that more bicycle use can reduce accidents, as promoted by the Cycle Cities project and their "Be-Cycle" game product.
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MISS TEEN HYDERABAD 2024 - WINNER RYKA TANDONDK PAGEANT
In the dynamic city of Hyderabad, a youthful and outstandingly skilled person has as of late made waves on the national stage. Ryka Tandon, a 14-year-old understudy, has been honored with the prestigious title of Miss High Schooler India 2024 Victor, Pride of India, from the Dk Show. Her travels to this regarded position are a confirmation of her unflinching devotion, ability, and tireless endeavors. Despite her youthful age, Ryka has, as of now, accomplished momentous points of reference that recognize her as a guide of motivation and pride for her city and her nation. This article digs into the uncommon life and accomplishments of Ryka Tandon, investigating her foundation, achievements, and the qualities that make her a standout individual.
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MISS RAIPUR 2024 - WINNER POONAM BHARTI.DK PAGEANT
Poonam Bharti, a guide of ability and diligence, has been chosen as the champ from Raipur for Mrs. India 2024, Pride of India, from the DK Show. Her journey to this prestigious title is a confirmation of her commitment, difficult work, and multifaceted gifts. At fair 23 a long time ago, Poonam has as of now made noteworthy strides in both her proficient and individual lives, encapsulating the soul of present-day Indian ladies who adjust different parts with beauty and competence. This article dives into Poonam Bharti’s foundation, achievements, and qualities that separated her as a meriting champion of this award.
1. Power to the Pedals
After decades of trial and error, the ingredients for robust urban cycling cultures are becoming
clear.
Early this decade, Parisian city planners grappling with traffic congestion, air pollution, and other
challenges ventured outside the box. They were well aware that traditional transportation
remedies such as widened roads and expanded parking typically relieve congestion in the short
term but seed even greater longterm crowding while worsening pollution and carbon emissions.
So they decided to use bicycles—some 20,000 of them, scattered across the city at metro stops
and other convenient locations—to extend the reach of the Paris public transport system and to
provide inexpensive, healthy transportation for short trips. Not your father’s transit plan, to be
sure, but Paris’s public bike initiative symbolizes the new respect bicycles are getting in a growing
number of municipal governments worldwide.
Public bike programs are just one of many bike-centered tools used by city leaders to address a
wide range of urban challenges: to relieve congestion and reduce carbon emissions, of course, but
also to raise the fitness level of citizens, improve the quality of neighborhood life, and relieve
pressure on municipal budgets. Advances in cycling infrastructure, marketing programs, financial
incentives, and zoning are being leveraged to increase cycling rates in more and more cities, most
notably in Europe but also in the United States, Colombia, Australia, and China. Not since the
automobile hijacked transportation planning decades ago in cities worldwide has the bicycle had
so many arguments, and allies, for claiming its natural niche in urban transportation ecosystems.
Rates and Payoffs
Cycling rates vary dramatically around the world, from 1 to 25 percent of trips at the national level
(see figure) to nearly 40 percent of trips in some cities. In decades past, the line between high and
low cycling rates seemed to be drawn by industrialization: As the automobile became the
dominant mode of transport in industrialized countries over the course of the twentieth century,
the bicycle was increasingly abandoned. Indeed, the anti-bicycling pattern continues today in
rapidly industrializing countries such as China—once dubbed the “Bicycle Kingdom”—where
official transportation policies often displace bikes and pedestrians in favor of cars. (In truth,
however, many Chinese cities still have very high cycling rates by world standards).
But a closer look reveals that the fault line between cycling and noncycling countries or cities is
created not by industrialization, but by transportation policies. Research by cycling analysts John
Pucher of Rutgers University and Ralph Buehler of Virginia Tech University reveals that some of
the world’s highest rates of urban cycling are found in highly industrialized northern Europe. In the
Netherlands, Denmark, and Germany in particular, a number of cities boast cycling rates of greater
than 20 percent, and even 30 percent, of urban trips (compared with about 1 percent of trips in
most U.S. and Australian cities). Amsterdam is a standout, with 38 percent of all trips made by
2. bicycle in 2008. Half of Amsterdam’s residents ride a bike daily, 85 percent ride at least once a
week, and remarkably, people over 65 use bicycles for one-quarter of all trips.
Far from being a marginal transportation option, the bicycle plays a major and critical role in urban
transport in many cities of northern Europe. The Amsterdam case also demonstrates the power of
pro-cycling policies. Although the city has a long tradition of cycling, its cycling rate fell from 55
percent after World War II to 25 percent in the 1960s as suburbanization led to increasing rates of
car ownership. But as the city adopted a series of pro-cycling policies in the 1970s and
thereafter—from traffic calming and safe bikeways to secure parking and integration of bicycles
with public transport—the cycling rate rose again to the 38 percent level it enjoys today.
Encouragingly, most of the pro-biking policies employed by Amsterdam are not uniquely suited to
that city, but can be, and are being, adopted for use in many other places.
Bicycles are valued in a growing number of cities worldwide because of the array of diverse
benefits they offer. These benefits accrue to both individuals and communities, according to Kevin
Krizek, an assistant professor of urban and regional planning at the University of Minnesota. The
cyclist gains mobility through improved cycling conditions and shorter travel distances, better
health because of increased physical activity, and enhanced safety due to fewer crashes. For the
community, cycling means an improved urban ambience thanks to decreased congestion and
pollution, better quality of life because of proximity to bike paths and increased open space, and
sounder fiscal health via increased economic activity and reduced taxes. Taken together, the
multiple benefits of a well-designed bicycle program raise the quality of urban life substantially.
Pollution. In operation, American cars emit nearly a pound of CO2 per mile driven (282 grams per
kilometer) while a bicycle, of course, emits nothing, making the bicycle an obvious technology for
reducing greenhouse gases and other pollutants. What’s more, the structure of trips in many cities
suggests that bicycles are well suited to contribute to pollution reduction: Survey data from the
U.S. Department of Transportation show that half of all trips in the United States are 3 miles (5
kilometers) or less in length, a distance widely regarded as bikable for most adults. Yet 72 percent
of those trips are made in cars; less than 2 percent are made by bicycle. Even for trips of a mile or
less, private vehicles account for 60 percent of trips in the United States.
Commuting is potentially a high-payoff opportunity for pollution reduction from cycling. A bicycle
commuter who rides four miles to work, five days a week, avoids 2,000 miles of driving and (in the
United States) about 2,000 pounds of CO2 emissions, each year. This amounts to nearly a 5-
percent reduction in the average American’s carbon footprint. The bicycle’s contribution could be
increased substantially if combined with other pollution-reduction strategies, such as denser
development patterns and better public transportation, because these changes can be leveraged
to further increase bike use. Compact development reduces travel distances, for example, and
public transportation options are often more accessible if a bike is used to reach them.
Health. The increasingly sedentary nature of lifestyles in many industrial economies creates
serious health problems. For example, in 2005 the World Health Organization estimated that some
1.6 billion adults were overweight and at least 400 million adults were obese, together amounting
to about 31 percent of the world’s people that year. In an extreme case, some two-thirds of
American adults are now overweight or obese. Overweight and obesity contribute to high levels of
coronary heart disease, hypertension, diabetes, osteoarthritis, and other health ailments. These
3. “diseases of affluence” are no longer confined to rich countries, as obesity is increasingly common
in urban areas of developing countries.
For sedentary city dwellers, bicycles are a simple, high-payoff contribution to better health. Public
health authorities in several countries recommend half an hour of moderate physical activity, five
days per week, to keep fit, a regimen that perfectly describes a common bicycle commute in many
cities. And given that the greatest health gains from exercise are realized when a person moves
from sedentarism to moderate physical activity, “even short but regular bicycle journeys can be an
effective way to achieve significant health benefits” for the least conditioned people, according to
an Australian study. Moreover, the health benefits of physical activity are cumulative, “meaning
that three 10-minute biking trips provide sufficient levels of physical activity to protect against
sedentary lifestyle diseases,” said the study.
Safety. Bicycling is often perceived as unsafe, and it is true that riders are vulnerable when mixed
with cars. A car traveling 48 kilometers per hour (kph; 30 mph) is nine times more likely to kill a
pedestrian than a car traveling 32 kph (20 mph), and the vulnerability of cyclists is thought to be
roughly similar. But research suggests that the perception of bicycling as dangerous is
exaggerated. Data from Australia show that a person is seven times more likely to be hospitalized
playing football than riding a bike, for example. And the British Medical Association has reported
that the health risks of inactivity are 20 times greater than the risks from cycling.
Moreover, pro-cycling policies can increase the perception of cycling as a safe activity, and
increase cycling rates. For example, “traffic calming”—reducing automobile speeds using physical
enhancements such as speed humps or legal tools such as reduced speed limits—appears to
encourage people to bicycle. Research from various European towns and cities, for example,
shows increases of 20–100 percent in cycling after traffic calming measures were introduced.
Perhaps the most encouraging safety finding from the cycling research is this: The more cyclists,
the safer the cycling.
Greater numbers of cyclists increase the confidence of riders as well as the attentiveness of
drivers, and the evidence for greater safety is compelling. In Portland, Oregon, cycling increased
four-fold between 1991 and 2006, yet crashes fell by 69 percent. Bicycling in London increased by
83 percent between 2002 and 2008, while the number of serious crashes declined 28 percent.
Indeed, the data are clear that countries with the highest levels of cycling have the lowest levels of
cycling fatalities. Deaths from cycling in the Netherlands, for example, are only one-fifth as high as
in the United States (see figure).
Cost. Biking programs and infrastructure can be far cheaper than automobile infrastructure. A
mile’s worth of urban highway can cost US$20–80 million and often more, compared to a few
thousand dollars or up to a million dollars for biking infrastructure. Similarly, bike parking is some
30 to 300 times cheaper than car parking. The fiscal relief provided by cycling extends well beyond
transportation budgets. A 2008 study for the state of Minnesota shows that health care costs are
12 percent higher for overweight people and 37 percent higher for obese people, relative to those
for people of normal weight. By 2020, the cost of treating an obese person will be 61 percent
greater than that of treating an average-weight person, if current trends continue. The study also
notes that nearly 31 percent of the overall increase in health-care costs between 2005 and 2020
4. will be due to the projected increases in obesity and overweight. The two conditions are projected
to add $3.7 billion to Minnesota’s annual health-care costs by 2020.
Infrastructure Tools
A wide range of cycling infrastructure elements can help make biking safer and increase cycling
rates. The most common improvements are those designed to open up space for cyclists. This can
take a dizzying array of forms, from simple signage on streets to entirely separate, off-road cycling
paths. When employed and combined intelligently these can produce comprehensive attractive
biking options. In Münster, for example, 16 bike paths radiate from the city center out toward the
suburbs and are connected by a 6-kilometer beltway around the city center. Another 26 bike paths
lead to and from Cathedral Square.
Although the data are not conclusive, a 2010 international review of studies of the impact of
cycling infrastructure and programs suggests that bikeways are likely to spur increases in cycling.
The extensive review, by John Pucher, Jennifer Dill of Portland State University, and Susan Handy
of U.C. Davis, finds one study of 40 U.S. cities concluding that adding a new mile of bikeway per
square mile increased the share of workers commuting by bicycle by one percentage point. Other
infrastructure improvements include auto-free zones and special bicycling streets, where bicycles
have absolute priority over other vehicles; secure bike parking; signals that give cyclists a green
light before cars can go; and intersection modifications, such as special paths that guide right-
turning bikes onto the destination cross street before reaching the intersection, much like the
onramp at a freeway interchange. These keep bikes moving and ease their merger into traffic.
Another increasingly popular tool is initiatives like the Velib public bike program in Paris, which
offers inexpensive use of a bicycle in town. According to a 2010 study from the University of
California at Berkeley, some 101 public bike programs now operate in 125 cities worldwide, up
from 60 just two years earlier (see table). Similar to car-sharing programs, these initiatives make
bikes available to subscribers at strategic locations citywide. Patrons typically access a bike with an
electronic card, use the bike as needed, and return it to the same or another parking rack when
finished. Charges to riders are often free for the first half hour and increase thereafter. Financing
varies: Barcelona raised fees on car parking to finance its system, while Paris gave billboard
concessions to an advertising firm in return for program financing.
In European bike-sharing programs, bike-sharing trips tended to replace transit and walking trips,
the two kinds of trips most often taken when a person is already downtown (where the public
bikes tend to be). In London, one-third of bike trips replaced transit trips; the figure was two-thirds
in Paris, which opened up space in the public transit system. Some 20 percent of bike-sharing trips
in Paris, and 37 percent in Lyon, replaced walking, in most cases reducing trip times. Car trips were
also displaced by public bikes, substituting a non-polluting trip for a polluting one. In Paris,
Barcelona, Lyon, and London, some 8 percent of bike-sharing trips replaced automobile trips.
(Adding taxi trips brings the share of auto trips foregone to 13 percent in Paris.) In all, some
700,000 car trips in Lyon, and 2,160,000 in Paris, are foregone each year because of bike-sharing.
5. German Inspiration
Enlightened city planners increasingly seek the optimal balance among public transit, pedestrians,
bicycles, and automobiles. The dynamic is similar to a healthy ecosystem in which each species has
a niche and where all species interact to create an efficient, stable, and productive biological
whole. In many urban ecosystems, the car is a species gone wild that has marginalized buses,
bikes, and other types of transportation and caused a proliferation of structures such as highways
and parking lots that drain resources away from other species. The automobile also generates
wastes, from carbon dioxide to soot, that undermine the overall health of the ecosystem. The
result is an impoverished transportation ecology that fails in its primary function: to get people
where they need to go in a clean, efficient, convenient, and affordable manner.
So finding the optimal balance in transportation ecology invariably means scaling back the niche of
the private automobile. In Germany, a great variety of policies is used to achieve this. In terms of
planning and infrastructure, for example, streets are designed to discourage car use, with
deliberate dead-ends, turn restrictions, and one-way traffic. Car-free zones are the norm in many
city centers. Automobile parking is restricted and expensive. And in some cities, traffic signals give
priority to buses, trams, and cyclists. Meanwhile, residential areas often feature roads with choke
points, speed humps, extra curves, and zigzags; raised intersections and crosswalks; traffic circles;
and streets closed at midblock to create artificial dead ends.
Speed limits are also set low, to calm traffic. Some 70 to 80 percent of roads in German cities and
towns have speed limits of 30 kilometers per hour (19 mph) or less, according to a study by Ralph
Buehler and John Pucher. And many residential streets set speed limits at “walking speed,” 7 kph.
In Freiburg, which has a strong reputation as a sustainable city, 90 percent of residents live in
neighborhoods where the speed limit is 30 kph or less, and 177 home zones have a speed limit of
7 kph. Indeed, Freiburg is a model of intelligent transportation planning. There, pro-biking policies
are part of a comprehensive approach that integrates bikes with other forms of sustainable
transportation. The city’s network of separate bike paths and lanes grew from 29 kilometers in
length in 1972 to 160 kilometers in 2007. Traffic calming governs some 400 kilometers of roads.
Bike parking nearly tripled in volume between 1987 and 2009, to 6,040 spaces, and the city
requires all new buildings with two or more apartments to have accessible bike parking. As a result
of these and other achievements, today cyclists can ride “on separate facilities or safe, lightly
travelled streets between virtually any two points in the city,” according to Pucher and Buehler.
The results: Freiburg’s pro-biking policies and its integration of bikes and other sustainable forms
of transport have created a more robust transportation infrastructure that is clean, healthful,
convenient, and cost effective:
The number of cars per person in Freiburg in 1960 was double the national average but by 2006
had fallen to 23 percent below the national average.
Vehicle-kilometers of car use per person fell by 7 percent on all roads and by 13 percent on
residential streets between 1990 and 2006.
Transport CO2 emissions per person fell by 13.4 percent between 1992 and 2005, to 89 percent of
the German average and only 29 percent of the American average.
Bike trips rose from 69,500 in 1976 to 211,000 in 2007.
The bike share of trips increased from 11 percent to 28 percent between 1982 and 2007.
6. The car share of trips is half that for Germany as a whole, while Freiburg’s bike share is three times
as high and its public transport share is twice as high.
Advancing Cycling
Building a cycling culture like the ones in Amsterdam, Copenhagen, Freiburg, and other European
cities is an option for most cities in the world, with the caveat that each city faces its own unique
challenges regarding biking. Given the programs and policies already described, it is not surprising
that John Pucher and Ralph Buehler recommend these eight policies to create a robust urban
cycling culture:
an extensive network of bike paths and lanes
traffic calming
intersection modifications
bike parking
integration with public transport
training and education
promotional events
complementary taxation, parking, and land-use policies.
Most important, they say, these initiatives must be taken together, comprehensively. This is
difficult in “stovepiped” city bureaucracies, where different agencies focus exclusively on different
problems, according to Todd Litman of the Victoria Transport Policy Institute. Transport planners
are interested in congestion reduction, while environmental agencies focus on pollution. Social
agencies focus on health benefits or on mobility for the poor or other marginalized groups. For any
single agency, biking or walking may offer only modest benefits and may not appear to be cost-
effective. But taken together, these options can be serious contributions to improved urban
quality of life.
Full expression of the benefits of cycling and walking also requires budgetary support. The U.S.
nonprofit Rails to Trails Conservancy argues that cities with the highest rates of cycling succeeded
by investing in cycling. In Portland, for example, where 4 percent of trips are made by bike, some
$3.50 per resident is spent by the city on biking. By contrast, Amsterdam spends $39 per person to
achieve its biking rate of 38 percent. These budgetary figures do not capture the monetary payoff
from the benefits of cycling already described, nor the avoided spending on more expensive
automobile infrastructure.
The net economic benefit to a city may well be positive: transportation analyst Todd Litman
concluded in a 2004 paper that the economic benefit of shifting trips from automobiles to walking
or cycling amounts to $0.46 to $5.50 per trip. J.N. Morris, a researcher in public health, once wrote
that the promotion of moderate intensity physical activity is “the best buy in public health,”
because of the widespread payoff exercise offers. Similarly but to a greater degree, advancing
cycling may be the best buy in raising a city’s quality of life. Not only does cycling capture the
manifold benefits of moderate exercise, it is good for a city’s environment, livability, and fiscal
health.
7. As cities worldwide struggle with pollution, as carbon-reduction strategies become urban-focused,
as obesity rates rise in rich and poor countries, and as municipal budgets are squeezed by growing
demands for services, the bicycle is increasingly embraced as a multi-pronged solution by city halls
worldwide. The logic for their widespread adoption suggests that they could remake the look and
feel of cities this century.
This article has been published in “World Watch Magazine”, July/August 2010, Volume 23, No. 4 in
original language (English) by Gary Gardner. The article is available at:
http://www.worldwatch.org/node/6456