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.
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?
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There can be an 80% cut in CO2 emissions if cities embrace 3 revolutions (3R) in vehicle technology: automation, electrification, and, most importantly, ride sharing. This report examines analysis from ITDP and UC Davis showing how 3R synergy provides 40% reduction in urban vehicle transportation costs globally by 2050. Ride-sharing and renewable energy sources are critical to its success.
Many of the world’s most important cities are expanding rapidly without adequate transportation planning. People Near Rapid Transit (PNT) measures the number of residents in a city who live within a short walking distance (1 km) of high-quality rapid transit. This is a good way to estimate accessibility and rapid transit coverage in large cities. It is also a high-level proxy for the integration of land use and transport, and the fundamental first step toward creating inclusive transit-oriented development (TOD)—compact, higher-density, mixed-use, walkable development centered around transit stations.
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Infographics & Maps (click to enlarge)
All over the world, many cities have faced difficulties in expanding their rapid transit networks at the scales and rates needed to meet the challenges posed by urban population growth, economic development and climate change. In order to understand how to respond to these challenges, the Institute for Transportation and Development Policy (ITDP) undertook an international study in order to extend and deepen knowledge of rapid transit infrastructure investment practices in Brazil, with analysis on opportunities and challenges for expanding these systems and recommendations on how to steer public policies and investments in this sector.
- 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?
Many factors influence RTR. A dense city may require less transit length to provide the same level of access as a more sprawling city with the same population. Because of this, RTR is perhaps most useful for comparing transit growth over time. As populations grow, transit investment must at least keep pace with that growth and must increase faster than population growth in order to improve the ability of people to move around cities.
This map presents a baseline for countries to gauge their transit growth in the coming years. Across a diverse range of financing and development levels, countries can all make smart investments in their infrastructure, and in turn, an investment in their people.
This infographic accompanies Part 2 of a report on how national governments can support urban transit growth. Part 2, Growing Rapid Transit Infrastructure: Funding, Financing, and Capacity, analyzes how the funding practices, financing practices, and institutional capacity impact a country’s ability to deliver rapid transit effectively. Read the full report for details.
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.
The Kyiv City State Administration (KCSA) identified on-street parking mismanagement in Kyiv as a major issue for the city’s quality of life, public budget and overall transport functions. In response to KCSA’s request for assistance in parking reform, the United States Agency for International Development (USAID) commissioned this assignment and appointed a team of consultants who analyzed the current parking environment and prepared this assessment paper with short-, medium- and long-term recommendations on how improve the payment infrastructure, operations and relevant legislation.
The short-term recommendations serve as action steps that the Kyiv municipality can take to improve the system within the next year to increase the prospect of finding an international investor. The seven (7) steps outlined in the paper form an action plan for improving the system now, including lobbing that can be done to pass the laws needed to enable enforcement.
USAID commissioned this report, and contracted SARECO (a Paris-based parking consultancy), in partnership with ITDP and GIDE (an international legal firm), to conduct this assessment.