Cycling: Mass transit solution?

A combination of growing concern about global warming and a desire to reduce urban congestion has prompted a focus on public transport solutions in urban areas. 

In some cities, such as the Dominican Republic capital, Santo Domingo, metro systems have been prestige projects. Others, such as Bogota, have focused on the more cost-effective option of bus rapid transit (BRT). While improved public transport is undoubtedly beneficial in terms of reducing urban congestion, and greenhouse gas emissions, buses and trains nonetheless have a substantial carbon footprint. BRT systems, while cost effective relative to underground or light rail, still require substantial investment in vehicles and infrastructure.

Carbon neutral

The most carbon neutral mass transit solution of all is cycling, which also has the benefit of requiring minimal public investment –- particularly compared to other alternatives. There is minimal need to purchase expensive vehicles, and it is also relatively efficient in allowing a large number of users to share road infrastructure.  Authorities worldwide are becoming increasingly aware of this, and implementing urban planning solutions designed to make cycling increasingly attractive:

• Cycle lanes.  Narrow lanes for the exclusive use of cyclists tend to be relatively simple to design and implement, requiring far less disruption than construction work needed for other mass transit infrastructure.  Cycle lanes also can be complementary to such infrastructure -– for example, in many UK urban areas, bikes and buses share dedicated lanes, which is more effective in terms of cost and space than separate infrastructure.  An alternative, or complementary approach is to use a shared space system in urban areas, particularly city centres, where all road users are given equal priority.  In urban areas, such as Brighton in the United Kingdom, this has been shown to reduce accidents by encouraging car drivers to exercise greater care.
• Traffic control.  Systems can be implemented to allow traffic signals to give cyclists priority -– as is the case in Copenhagen during rush hour -- or locate cycle lanes in places where they avoid traffic lights.  In addition, reducing urban speed limits to around 30 kilometres per hour, as has happened in parts of Germany and the Netherlands, can encourage greater use of cycling for short journeys.
• Parking and storage.  A key factor influencing use of cycling is whether cyclists are able to store bikes easily and safely.  It is relatively simple and cost effective to build cycle parks that are clearly signposted, relatively visible, and allow bikes to be secured.  A growing number of employers also provide changing areas that facilitate employees cycling to work.

Lifestyle choice

Use of cycling as a form of mass transit is likely to continue to increase in many areas.  While cycling is often associated with lifestyle choices taken by residents of European cities, and completely or partially free cycle loan/hiring schemes such as Velib in Paris will expand, it will be a worldwide phenomenon.  Indeed, the Colombian capital, Bogota, has been at the forefront of moves to make urban infrastructure more conducive to cycling.  Cycle lanes, particularly in poor Bogota suburbs, have led to a 500% increase in bicycle use, particularly in poor areas, with some 300,000-400,000 journeys daily.