Local Cycling strategy and promotion - Assignment Example

?Local Cycling strategy and promotion: Perth Bicycle Network: The Perth Bicycle Network has three phases Policy framework 2) The Perth Bicycle Network 3) Implementation of the network Policy Framework It is the first and comprehensive plan comprising of provisions for cycling facilities mainly focused at the local level of Perth’s metropolitan area. This network has been developed based on the strategies and policies included in the Metropolitan Transportation Strategy (1995) along with its subsequent strategy, Bike Ahead: Bicycle Strategy for the 21st century. The former strategy is focused on developing a transportation system that is balanced and safe for bicycles as well. This plan includes the strategies for next 30 years. The later strategy is focused on promoting and establishing the fact that bicycles are safe, popular and accepted transportation and recreational mode. Components of Perth Bicycle Network: The two main local transport networks that come under the jurisdiction of PBN are: 1) Local bicycle routes 2) Principal transport routes Local bicycle routes: This concept is focused on making every street reasonable and safe for bicycle which includes linking quite residential streets by making them safer, attractive and continuous for longer journeys too. The routes developed under the local strategy should have proper pavement markings which do not require the cyclists to hold a map along for navigational guidance (Queensland Government, 2003). These routes require low cost for implementation and have higher usage. Principle transport routes: This route is dual and of high standard as it includes full separation with lighting in order to ensure safe journey for users. It offers comprehensive and high safety to cyclists as it provides complete separation from motor traffic due to high standard of designing. These routes are generally found in freeway reserves and suburban railway (Bauman, et. al. 2008). Issues with this strategy: Although under this strategy, the existing paths and roads network has been improved but there are still some deficiencies. These problems are due to lack of maintenance generally. The hindrance in this strategy and its implementation is due to the development of facilities that are unsuitable to the cycling network development. Following are the problems that require immediate action: 1) Traffic calming leads to the squeeze points 2) Lack of maintenance 3) Kerb ramps of unfriendly nature 4) Traffic signals with unresponsive sensors 5) Dangerous and rough drainage grates 6) hindrance in the use of dual paths 7) spills on the road 8) green routes unsafe due to changes 9) design problems of underpasses and bridges All these issues need consultations with local government and development of different projects would be required for countering these issues (Garrard and Rissel, 2006). Implementation of the network: This is the stage which is focused on developing the route continuity by successive upgrading in the next two stages. Stage one will offer the continuous bicycle routes for allowing access throughout the network by ensuring safety. The second stage will provide increased safety and service level along with enhancing the network. The third and final stage will focus on developing ultimate network by considering and eliminating issues like grade-separation, generic issues, parking facilities, cycle lockers and expansion. Bike Ahead: Bicycle Strategy for the 21st Century (Western Australia) Cycling is increasingly becoming an essential transportation mode in Western Australia. Cycling no more is considered a recreational activity but an alternative for people who cannot drive or own a motor vehicle. The basic document, Metropolitan Transport Strategy (1995), focuses on the importance of alternatives to motor car. Bike Ahead on the other hand suggests several actions required to prove the importance of cycle by ensuring that people would have access to high liver of services, goods and activities without sacrificing the environment. Perth Bikeplan of 1985 had been a success and implemented in Western Australia. Bike Ahead on the other hand is the second generation strategy built on the past experiences. The main emphasis of this strategy is to develop a network: 1) Which is accessible, convenient and safe 2) Which is comprehensive enough to provide access to most destinations with safety 3) Which develops connectivity 4) Which has regional coverage Bike Ahead strategy is basically the implementation of Perth Metropolitan Transport Strategy’s components. Here are the key strategies that make up the Bike Ahead essential for Western Australia: 1) The strategy demands the inclusion of cycling and cycling facilities in the legislative to make it a recognized transportation mode. 2) Establishment of effective link of cycling with road safety programs. 3) Designing an educational program that would target pedestrians, cyclists and vehicle users simultaneously. 4) Development and identification or safe routes to all the local destinations including schools. 5) Establishment of local area traffic management for developing friendly bicycle environment. 6) Provision of appropriate on-road traffic signing. 7) Urban designs should be such that they would encourage the cycling without any need of developing separate facilities. 8) Develop integration between public transport and bicycle. 9) Maintenance and establishment of continuous routes for local cyclists. 10) Development and implementation of regional cycle network. 11) Inclusion of cycle requirements in schemes and policies of government planning. 12) Needs, rights and responsibilities of the cyclists need to taught to people. Issues with the strategy: Although this strategy is pretty comprehensive when it comes to its agenda but additions would be required as many other strategies haven’t talk about the following points: 1) In an attempt to develop the safe routes for cycling, the off-road and on-road safety shall not be compromised for pedestrians. 2) None of the strategies or plan included the development of facilities for employees in context of changing and showers for employees who would be using bicycles to reach their offices. The need is to develop the new buildings and infrastructure that would support the cycle users and provide them maximum convenience at their personal level. 3) Provision of secure bicycle parking hasn’t been discussed in detail. The safe parking at shopping centers and public offices is required for the cyclists in order to encourage the cycle as permanent mode of transportation. For keeping a check on the cycling regime and its implementation, the Federal, Territory and State government are developing a national database for cycling coordinated by the Commonwealth. This database will include the accidents, types of bicycle trips, infringements and attitudes by road users and cyclists. Austroads (2010) The Australian National Cycling Strategy 2011-16: Gearing up for active and sustainable communities: Austroads is a magnanimous national strategy for promoting and implementing cycling as the main mode of transportation in Australia. It comprises the membership including two territory and six state traffic authorities and road transport, Australian Local Government Association, the Commonwealth Department of Infrastructure and Transport and New Zealand Transport Agency. This strategy is promotion oriented and develops and provides the promotional tools for territories, states and local governments. The basic coordinated approach of this strategy is to support cycling and increase the investment in this transportation mode. The National Cycling Strategy (NCS) played a significant role in forming and coordinating the framework for the development of cycles along with government reaffirmation in making cycles not only mode of transportation but also as a recreational pastime. The use of cycling increased after the implementation of this strategy in the past 5 years. However, Australia still lags behind in the cycling population size as compared to its successful counterparts. To accomplish the cycling goal, Austroad (NCS) formulated 6 clear objectives and priorities which are as follows: 1) Promotion of cycling NCS focuses on promoting cycle not only as a mode of transport but also as a recreational activity. The motive of this strategy is to make cycling safe and viable for people. 2) Facilities and infrastructure The objective of NCS is to establish a safe, attractive and comprehensive network of routes for cycles along with high end facilities for end-of-trip. 3) Integrated planning Include cycling as a pivotal part of any relevant land use or transport planning activities to develop integration. 4) Evaluation and monitoring Evaluation and improvement of cycling programs and strategies that have been developed in different states. This strategy demand the development of decision making processes when it comes to deciding the investment portfolio for cycling. 5) Safety Make cycling safe for people 6) Best practice and guidance Development of technical guidance for stakeholders that is nationally consistent. The aim is to promote best practices not only in Australia but across the Australian jurisdiction. The basic aim of this strategy is to increase the number of cyclists in this country along with the change in attitude towards the use of cycle as mode of transportation and recreational activities. This strategy aimed at promoting cycling by presenting several social benefits which cycling can bring. Following are the social benefits promoted by this strategy: 1) Increase in cycling can definitely solve the problems of traffic congestion and urban spaces. 2) Carbon can be reduced significantly by preferring cycles over the motor vehicles. 3) Obesity and other physical disorders can be fixed by increasing the physical activity through cycling. 4) One can avoid the peak hour traffic by using a cycle which helps in saving time. 5) Cycling is cost effective Problems with this strategy: 1) The major barrier in this strategy has been the lack of relevant data or poor quality of date. The availability of robust or consistent date lacks in the country which needs to be addressed soonest. 2) Significant gender disparity has been noticed in the use of cycle. Female participation is lower as compared to men. People still are considering the cycle as a part time means of transportation as compared to international counterparts of Australia. 3) The strategy has not been very successful in implementing the safe cycling ambiance which has in led women in particular to choose other transportation mode over cycles. 4) This strategy has a wider agenda which makes it a little unfit for the local or regional level. Several other strategies at local and regional level have worked out to develop the basic infrastructure for cycling (Pucher, et. al. 2010). The routes and paths have been redesigned and improved to promote cycling in Australia. Active travel strategy: England (Department of Transport, 2010) Due to hectic life styles and professional competition, people find it impossible to take out time and indulge in physical activities which are hazardous for health. Above this, the use of transportation modes like bus, cars etc are adding up to the physical activity decline. Cycling has been under discussion not only for physical fitness but also to cut down on local congestion and emission reduction. England among the other European countries has the lowest cycling and walking rate. Only 2% of trips use the cycling which compared to 26% in Netherlands is very low. People are already under the stress of falling economy. Obesity, poor health, accessibility, congestion and environment are proving to be the tough challenges for everyone. In this scenario, the low-cost or cost-effective cycling could be the potential solution to all such problems. The Active Travel Strategy works along with National Cycle Plan. The implication of this strategy is to bring these results: 1) Reduced congestion and increased accessibility 2) Reduction in carbon emission and improved air quality 3) Promote well-being and health of people by increasing physical activity level In addition to cycling, walking is also being promoted in England to get control on obesity. The plan of walking is based on two foundations: 1) Developing an environment which is convenient, safe and enjoyable for people. 2) Encouraging people for participating in programs like 2012 Active Challenge Routes, Walking for Health, Walk Once a Week and route finders through web. Active Travel Strategies: 1) The strategy is involving local and central government, voluntary organizations, health and educations sectors, public and employers transport operators to promote cycling and walking by making a hostile environment for people. 2) The strategy of Cycling in England is focused on working with young people. For this, Bikeability training and cycling to school has been established. They operate 18 Cycling Towns and Cities by providing them technical advice and support to authorities involved in cycling programs. 3) Bikeability is involved in providing confidence and skills of bicycle in children and parents ensuring safety along. It is made of up 3 teaching levels: a. Level 1: It teaches the basic cycling skills to people of age 7-9 b. Level 2: It gives on-road training to people of age 10-11 c. Level 3: It teaches adults and older children tackling difficult roads and roundabouts. 4) The Cycling England is investing in the development of proper infrastructure for cycling. They are also focusing on developing the habit of using cycle to work as well. 5) Development of National Cycle Network will help the cyclists to navigate easily and reach any destination. The strategy covers almost everything but promotion seems useless if the infrastructure is not present. The strategy like every other strategy needs to focus more on the infrastructure development rather than working on promotional activities (City of Stirling, 2010). One of the best things about this strategy is that it is investing major cycle hubs which also cover secure parking. They are also investing in developing stations for cycle hiring, repair and retail at 10 stations. Conclusion For reducing congestion and emission, introducing cycling strategies at state, local and national level is very important. The mutual coordination between different governments and at different levels will streamline the processes and actions, hence leading to a much harmonized change in attitude towards cycling. In this regard, a well developed communication system will be required that would help in implementing the cycling strategies comprehensively. Meetings should be called monthly or weekly to plan, suggest and discuss the requirements for promoting cycling and formulating a new strategy as per the requirements. Cycling is not only an activity that can improve general public health but also it can help in reduction of population (McClintok, 2002). As a matter of fact, the more people start relying on clean ways of transit which are healthy, the safer will be our environment in general. The cycling infrastructure should be controlled and developed by the mutual coordination or not only cycling organizations but also the infrastructure bodies so that the routes would be developed in accordance with the cyclists. Local, state, regional and national bodies should work at legislative level in complete cooperation for improving and monitoring the performance of each cycling strategy along with infrastructure correct development. Media and internet has revolutionized the way to promote. Cycling can be promoted by including institutions like hospitals, health clubs, NGOs and other related bodies. In addition to this, TV ads, billboards, social awareness, incentives, internet campaign and social interaction with people on the internet etc can help promote this cause. Arranging events like cycling competitions etc can help promote cycling. However, the promotional strategies will have no impact if not done aggressively. The overall investment in the cycling promotion will surge the cost of entire project. The project funds allocation will play a major role in this aspect as it will not only be about promoting cycles but changing the general attitudes towards the use of cycle. References: Department of Transport, Building Britain’s Future: Active Travel Strategy (Department of Health, 2010) National Cycling Strategy 2011-2016, Gearing up for active and sustainable communities (Australian bicycle council, 2010) Bicycle strategy for the 21st century, Bike Ahead (Government of Western Australia, 1995) The Perth Bicycle Network plan (Government of Western Australia, 1995) Bauman, A. Fishman, E. Garrard, J. Ker, I. Rissel, and Speidel, R. Cycling: Getting Australia moving-barriers, facilitators and interventions to get more Australians physically active through cycling (Australasian Transport Research Forum, 2008) Pp. 593-601 Garrard, J. and Rissel, C. Cycling for active transport and recreation in Australia: Status review and future directions (World Transport and Policy Practice. Bradford, England: 2006) 49-63 Department of Transport, Queensland cycle strategy (Queensland Government, 2003) McClintok, H. Planning for cycling: Principles, practice, and solutions for urban planners (Woodhead publishing limited, Abington Cambridge, England: 2002) City of Stirling. City of Stirling draft Integrated cycling strategy. (2010) Pucher, J. Dill, J. and Handy, S. Infrastructure, programs and policies ort increase bicycling: An international review (Preventive Medicine, 2010) 106-125 Read More