Transportation – Page 32 – Things Are Good

20-mph Speed Limit Coming To Edinburgh

Drivers often argue for higher speed limits thinking that it will allow them to get around faster. Unfortunately that logic usually isn’t true and when speed limits are increased then more people die. High speed limits are even more dangerous in urban settings since collisions in cities involve drivers hitting cyclists and pedestrians.

It’s often argued that speed limits should be as low as possible in urban centres since it has little impact on traffic and a huge influence on collisions with pedestrians. The city of Edinburgh has made the smart decision to lower their speed limit in order to protect road users from drives.

The speed limit change is an explicit move to encourage walking and biking, especially in the city center. “Edinburgh’s move also syncs with the Scottish government’s 2010 Cycling Action Plan, which aimed for 10 percent of all journeys to be taken by bike by 2020. When the plan was updated in 2013, urban areas were encouraged to introduce more 20 mph streets.”

In New York, Bikes Have Totally Victory Over the Car

NYC Streets Metamorphosis from STREETFILMS on Vimeo.

New York City might be famous for its cabs, but in the future it might be famous for its bikes. The city has seen a big push for sustainable and fast transit in the last decade and everyone agrees: bike lanes are the solution. The city’s commitment to supporting bikes through infrastructure as made the streets faster, cleaner, safer, and more productive.

With luck, the cultural influence of New York will impact cities like Toronto (where ignoramuses claim all we need is more space for drivers) and other places where more bike lanes are needed.

We succeeded in building as many bike lanes after the bikelash as before it. The number of riders doubled from 2007 to 2013, representing a fourfold increase measured over a decade. We launched Citi Bike in the final months of our time in office. The system is in the process of doubling in size and has surpassed 25 million rides in less than three years, part of a quadrupling in bike ridership citywide since 2000. New York now has more than 1,000 miles of bike lanes, and Bicycling magazine named us the nation’s best biking city for the first time ever.

None of the bike-lane opponentsâ€™ predictions has come to pass. City streets have never been safer, more economically thriving, or offered more transportation options than they do today. My successor as Transportation commissioner is greatly expanding the network of bike paths and doubling the size of the cityâ€™s bike-share system.

The Century of the Car Was a Mistake, Let’s Move on

North America was built around the car instead of people and that was mistake that needs to be acknowledged. In some places it is. The insane support the automobile gets in urban centres is starting to change, we’re seeing more bike lanes and places for people to walk. In order to make changse last and make postive movement forward the first thing we must do is acknowledge the mistakes of the past.

Good public transport coupled with fast, safe, pleasant walking and bicycling can easily meet the need for movement within our cities. It is true that buses and streetcars do intrude on the main streets to an appreciable degree, but many streets will be entirely free of this annoyance. In the ideal case, public transport systems are constructed underground. (Ideally, transport systems should never be elevated, because of the ugliness, intrusion and noise that that causes.) This will not be practical in many existing cities because of the cost, and some burden of street traffic will have to be endured.

A more serious objection to the car-free city is the movement of freight. When building a city, it is a simple matter to arrange delivery of shipping containers to the places they are needed without impinging on streets. In existing cities, freight delivery systems will have to be arranged on a case-by-case basis. Amsterdam could, with little difficulty, deliver freight using its canal network. Cities that adopt streetcars for passenger service can use the same infrastructure to deliver freight at night.

Removing vehicles from our streets would make urban life cheaper, safer, quieter and more pleasant. Repurposed parking spaces and, in some cases, travel lanes would provide ample land for walking and cycling, plus any essential street-running public services, such as light rail, trash collection and emergency services. The surplus land can be devoted to public purposes â€” imagine Manhattan with sidewalks 15 feet wider and room for sidewalk cafes.

France Installing 100km of Solar Roads

France has announced that they are going to try a mass installation of solar-panelled roads to provide electricity. It’s an attempt to see if they technology can be scalable and durable enough to survive under so much wear and tear. These solar roads aren’t made by the company that turned to crowdfunding a few years ago. Hopefully this test run of solar roadways will prove that it’s feasible.

The French government has just announced that it will pave 1,000 kilometers (621 miles) of road with durable, photovoltaic panels, which will provide solar energy to 5 million people across the republic, according toÂ Global Construction Review.
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This will be the very first time solar panels will be installed on public roads to this extent, and it will aim to supply renewable energy to eight percent of Franceâ€™s total population.

In Stockholm You May Get Paid To Ride A Bike

Stockholm was plagued with horrible traffic congestion that limited the ability of anything to really happen in the city. Cities designed for cars tend to have these traffic problems. As a result, Stockholm instituted a congestion charge which has been a huge success. Even with the charge to drive in the city, traffic is still bad.

The next step Stockholm is thinking about to get more people out of the cars is to get them on bicycles. Even if that means paying people to ride a bike.

The proposal addresses an important next step in weaning the Stockholm region off cars. While the city proper has become increasingly bike-, public transit-, and pedestrian-friendly, the wider suburbs are still lagging behind. This is understandable, given that densities are lower and that longer distances to the city center make cycling there a less casual undertaking. Providing active encouragement to residents outside the current congestion zone to pedal into the city could help tip the balance.

Other proposals suggested by the institute could also help, including allowing bikes on trains and creating broader two-lane cycle highways that heighten a riderâ€™s sense of safety.

Thanks to Mike!