Enrique Dans, Forbes
Bike-sharing has revolutionized urban transport over the last decade, and some studies are predicting that electric bicycles, which are easy to use in hilly cities, will become the go-to mobility solution, with forecasts of more than 130 million units set to be sold globally between 2020 and 2023.
The number of bike-sharing options in cities around the world has doubled since 2014, and the number of bicycles in operation has increased twenty-fold. Cities like Seville and Paris have deployed ambitious bicycle-based mobility programs, while in others, like New York, it has become the best and fastest option for getting around.
Obviously, bicycles aren’t for everyone, but it can, with the right planning and means, be a very good way to decongest cities, both in terms of traffic density and air quality. Tech platforms such as Google Maps or Citymapper already show the location of bicycles and availability at parking stations in cities around the world, which is an important step, as is the fact that companies such as Uber are moving their priority from cars to bicycles and scooters for short journeys: both Uber and Lime are pondering flat-rate systems to make the use of their fleets more attractive.
From this point on, all that remains is for city halls to understand that the bicycle is the future of urban transport and provide the appropriate investment to build cycle lanes. The key to this is embracing the practice of taking space from cars to use it for bicycle lanes and other micro-mobility vehicles and that bicycles in cities: forcing people to share the roads with aggressive cars is dangerous and enough to put anybody off but the bravest; bicycle lanes are a good thing when managed properly.
Electric bikes and scooters have a big role to play in increasing urban mobility. Sure, they’re not a universal solution, and there are demographics who don’t find micro-mobility an attractive option, but that doesn’t mean they can’t help us rethink our cities and to design them around the needs of pedestrians rather than motor vehicles. Restricting the movement of cars in cities and keeping high high-emission vehicles off our roads through stricter road worthiness tests or simply forcing companies to stop making them, make sense when some 8.8 million people in the world die every year from diseases related to air pollution.
The sooner we get rid of obsolete and harmful technologies, the better for everyone. If you think you’re a petrolhead, lock yourself in your garage with your car engine running for a few hours, that should cure you. A smart city is one that doesn’t poison its inhabitants.
A different kind of city is possible.
By Rachel Swan, San Francisco Chronicle
When Liza Lutzker threw her daughters a back-to-school party at the Berkeley Rose Garden, she and her husband packed all the provisions on their electric cargo bikes: two boxes of firewood, food for 30 people, a water dispenser, plates, napkins, glasses and two kids.
Then they rode 2 miles from their home on Milvia Street to the terraced amphitheater on Euclid Avenue, high in the leafy-green hills. Six years ago, Lutzker would have hauled everything in a car. Now she travels almost exclusively by foot and bike.
Her family illustrates a culture shift in the Bay Area, where e-bikes, once conceived as a luxury item, are becoming a widely accepted form of transport. Enthusiasts view them as an option for commuters or for weekend warriors who want speed and distance with less work. In the case of cargo e-bikes, they’re a solution for the types of trips that suburban parents once made in minivans: grocery shopping, school drop-off, shuttling kids to soccer games — even getting to BART, which has begun filling its parking lots with housing.
The trend is picking up globally, though it’s become particularly noticeable in Marin County, Berkeley and San Francisco. That pleases e-bike riders and merchants, even as it highlights the deficiencies of local roads, where collisions are frequent and some bicycle lanes are marked only with a picture of a bicycle.
Continue reading “E-bikes are wildly popular in the Bay Area. Can they really replace cars?”
Michael Anderson, Streetsblog USA
Here’s one way to understand the story of biking in Sevilla, Spain: It went from having about as much biking as Oklahoma City to having about as much biking as Portland, Oregon.
It did this over the course of four years.
Speaking last week at the PlacesForBikes conference, one of the masterminds of that transition — which is only now becoming widely known in the United States — filled in some of the gaps in that story.
Manuel Calvo had spent years in Sevilla bicycling activism and was working as a sustainability consultant when he landed the contract to plan a protected bike lane network for his city. The result was the Plan de la Bicicleta de Sevilla, mapping the fully connected protected bike lane network that would make Sevilla’s success possible.
But as Calvo explained in his keynote Wednesday and an interview afterward, the story might not have played out that way.
Here are some things for U.S. bike believers to learn from Calvo’s account.
Read the rest at https://usa.streetsblog.org/2018/05/07/six-secrets-from-the-planner-of-sevillas-lightning-bike-network/#new_tab