Streets for Walking & Cycling is a guide that emphasizes designing for safety, accessibility, and comfort in African cities, developed by ITDP Africa in partnership with UN-Habitat. Many cities across the continent of Africa have a large percentage of walking and cycling as a mode share for trips. Addis Ababa, Nairobi, Dar es Salaam, and Lagos all have bike and walk modes shares of more than 40%. These cities are fundamentally walking and cycling cities, but often lack the infrastructure and design to make that safe and comfortable. This guidebook seeks to give guidance on how to fix that. All of these cities, and many more across the region, are planning high-quality bus rapid transit (BRT) systems and this is an opportunity to increase last mile connectivity through cycling and walking. Sustainable Development Goal 11.2 calls for expanding access to public transport, and safer streets are critical to enabling people to reach these rapid transit corridors safely and comfortably.
A resource for cities to design, plan, implement and measure the success of a bikeshare system
Over the past decade, bikeshare has contributed significantly to sustainable mobility in cities: providing first-last kilometer solutions, replacing short trips made by car, and offering a unique way for residents and visitors to explore their surroundings, among other benefits. As bikeshare continues to evolve- integrating pedal assist e-bikes, dockless bikes, and multi-operator models- cities have to understand the opportunities and risks such innovations present, as well as how to define success and measure system performance over time.
The Bikeshare Planning Guide provides in-depth guidance to city officials, practitioners and other stakeholders about planning and implementing a successful bikeshare system. The Guide encourages cities to position bikeshare as a critical piece of their transportation network, and plan- and expand- systems that prioritize transit integration, equity, and a high-quality user experience.
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New technologies and innovative business models have transformed the bikeshare landscape.
Dockless bikeshare increased the visibility and ubiquitousness of urban cycling in dozens of cities worldwide. Private dockless bicycle companies claim to provide bikeshare profitably (that is, without subsidy), creating the potential for bikeshare to become a rapidly scalable transportation option in cities.
However, complex questions have begun to arise: Can a city successfully improve urban transportation with dockless bikeshare? Can they avoid thenegative outcomes of dockless bikeshare seen in many places? Can they do both by enabling profitable, competitive businesses? The answer appears to be yes, as long as cities proactively adopt policies to integrate dockless bikeshare into the city’s broader transportation system. Recognizing that cities are interested in capitalizing on those gains (and limiting negative outcomes), this policy brief provides an outcome-oriented framework for regulating dockless bikeshare —one that might also be relevant to other emerging transportation modes. This brief is not intended to be overly prescriptive, nor does it cover every possible action a city could take; instead it provides important guidance for successful dockless bikeshare.
Walkability is a crucial first step in creating sustainable transportation in an urban environment. It’s the most common form of transport in the world. We all do it a little differently but it is our most common way to travel. Walking is immediate, carbon free, and free. A shift to walkable communities is a shift to healthier populations, a cleaner environment, and more efficient urban spending.
When it’s so right to walk, shouldn’t every city promote the Right to Walk?
The performance of urban transport services places different burdens on women and men, with the costs of poor public transport often being borne by women. Safe, comfortable, convenient and affordable transport can play an important role in not only helping meet women’s practical needs such as access to schools and markets, but also in contributing to their strategic empowerment by facilitating access to social and economic opportunities.
While there is momentum by different levels of government in addressing women’s safety in public transport, urban transport investments are largely gender blind with a limited understanding of the interrelationships between gender and transport inequities. Sustainable urban development will remain elusive without integrating women and girls’ safety, comfort, convenience and affordability in urban transport. Addressing this, and as a first of its kind, a paper on Women and Transport in Indian Cities was created by ITDP India Programme and Safetipin.
This paper outlines the broad issues faced by women and girls when using or accessing urban transport, and recommends key measures to enable equitable access. The brief recommends gender responsive indicators, service level benchmarks and guidelines for comprehensive/green mobility plans as well as walking, cycling, public and intermediate public transport.
Desde que el automóvil hizo su aparición hace unos 100 años, y su posterior masificación en las ciudades latinoamericanas en los últimos 50 años, el diseño de nuestras ciudades y calles ha sido adaptado de forma incremental para favorecer el acceso y movilidad de los vehículos motorizados, especialmente el automóvil particular.
Por ello estamos presenciando actualmente el desarrollo de un nuevo paradigma de movilidad, en el que el combate a la congestión vehicular se realiza a través del fomento a la movilidad de las personas y no exclusivamente la movilidad de los vehículos. Es decir, podemos reducir la congestión vehicular si es que aumentamos la movilidad de las personas en otros medios de transporte, principalmente el transporte no motorizado, el transporte público, y el auto compartido.
La Guía de diseño de calles e intersecciones para Buenos Aires, tiene como objetivo introducir y promover el concepto de calles sustentables, y busca constituirse en un documento de referencia para el diseño y restructuración de las calles con el objeto de
servir a todos los usuarios y medios de transporte.
- Letter from the CEO: Putting Pedestrians First Healthy, Equitable, Environmental Cities
- Transforming Our World with New Sustainable Development Goals
- In Yichang, China, A New BRT Connects the City
- A Sustainable Smart Future: New Transport Investments Tool Shows Indian Cities the Way Forward
- Changing Direction: Walking and Cycling in African Cities
- How to Enjoy the City with your Feet
- 2014 RTR Report: Rapid Transit to Resident Ratio
- A More Walkable Nation
- Driverless Cars and Transport: A Debate
- In Brazil, Connecting Social Housing with the City
- “Parklets” Pave the Way Forward for Brazilian Cities
- Bus Rapid Transit in Karachi Shows Promise, But Will It Survive the Process?
The Potential for Dramatically Increasing Bicycle and E-bike Use in Cities Around the World, with Estimated Energy, CO2, and Cost Impacts
Cycling plays a major role in personal mobility around the world, but it could play a much bigger role. Given the convenience, health benefits, and affordability of bicycles, they could provide a far greater proportion of urban passenger transportation, helping reduce energy use and CO2 emissions worldwide.
This report presents a new look at the future of cycling for urban transportation (rather than recreation), and the potential contribution it could make to mobility as well as sustainability. The results show that a world with a dramatic increase in cycling could save society US$24 trillion cumulatively between 2015 and 2050, and cut CO2 emissions from urban passenger transport by nearly 11 percent in 2050 compared to a High Shift scenario without a strong cycling emphasis.
The report builds on the 2014 study A Global High Shift Scenario: Impacts and Potential for More Public Transport, Walking, and Cycling with Lower Car Use. That report provided a global assessment of the potential for increasing travel on sustainable, efficient modes while concurrently developing cities that are far less car-dependent. However, the role of cycling in the previous study could be considered relatively minor, with the global average urban mode share increasing by three percentage points in 2030 (from 3 to 6 percent of total travel). This report explores just how much is possible if we study cycling in more detail using the same approach. The result is the most comprehensive picture ever of global urban cycling activity.
Cycling plays a major role in personal mobility around the world, but it could play a much bigger role. A report, A Global High Shift Cycling Scenario, presents the potential for dramatically increasing bicycle and e-bike use in cities around the world. Read the report for detailed exploration of the CO2 and cost benefits of a shift toward cycling.
The Potential for More Trips By Bicycle:
High Shift Cycling Scenario Impacts:
Six Ways to Make the Change:
The Sustainable Transport Award Committee gave its tenth annual award to Belo Horizonte, Rio de Janeiro, and São Paulo, the first ever award to result in a three-way tie, giving credit to the scale and substance of Brazil’s achievements in increasing mobility and enhancing quality of life in its major cities.
In 2014, Belo Horizonte implemented the first projects of their comprehensive Mobility Plan: a new, gold-standard bus rapid transit system, MOVE BRT, began operation on two corridors covering 23 km. The city also revitalized its downtown, creating pedestrian-only streets, and implementing 27 km of their planned bikeway network.
Rio de Janeiro has massively invested in public transportation over the past few years. In 2014, the city opened the second of four BRT systems planned ahead of the 2016 Olympics, Transcarioca. The 39 km corridor draws 270,000 daily users, keeping the city on track to achieve the goals of its mobility plan by 2016.
São Paulo expanded its cycling network and implemented 320 km of exclusive bus lanes, increasing average bus speeds by 21 percent. The city is on track to have 400 km of cycle lanes implemented in 2015, part of an overall 500 km network. These are just the first steps in an ambitious master plan, which has made São Paulo the first megacity to eliminate parking minimums and replace them with parking maximums citywide.