The science of promoting a cyclized city.

Through the arch

What lies beyond?

I voiced an observation on this site recently that the main focus of cycling advocacy seems to be based on campaigning for separated cycle paths. I also tried to point out that while that kind of infrastructure is essential in certain environments, there is also a range of other goals that need to be achieved before, or at least in conjunction, with this goal – to create a demand for those facilities. And there are a whole range of strategies that need to be employed in order to achieve those goals. They are strategies that focus on making it better for everyone to get around. Everyone except motorists, that is. Note how this target, as well as being the antithesis of the status quo of transport policy and city building, is also broader and more inclusive than ‘getting more people riding bicycles more often’.

I have also argued before, that the ‘more people riding bicycles more often’ goal, is too broad. That not just any kind of riding will do. There is a need to be more specific, more targeted. It’s the #wheeledpedestrian variety in particular, that our cities need. Bicycle advocacy seems to pride itself on being a broad church – of cyclists of all varieties. Because, of course, all cycling is good cycling. But I believe this position is problematic. It seems to rely on the assumptions that the people who currently engage in sports and recreational cycling:-

  • will be the next converts into slow, short distance, transport cycling,
  • understand and/or support the idea that moving people takes priority over moving cars,
  • are best placed and/or have the necessary skills to sell the vision of cities for people.

Years of experience in the classroom have informed me that it is direct, explicit, positive modelling that changes behaviour and produces the best results. I have also discovered that I am most effective in the classroom when I follow the research and choose to ignore the perceived wisdom of the crowd. It doesn’t win popularity contests but it is essential if we are to make any significant and timely progress. The Emperor may not exactly be naked but the spandex he’s wearing is not very flattering . Because positivity without an effective message will only ever be positivity without an effective message. There is a science to creating a cyclized city. Just like there is a science to designing bike lanes.

So please, keep cycling like you do, but start promoting cycling like a pro.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat. As easy as walking, but faster.

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Thanks Max Key – for being an ass.

Hmmm

Seems obvious, really.

I’d like to suggest that Thursday 27th October 2016 become a permanent marker of the health of cycling in Auckland. The day the NZ PM’s son inadvertently made the world a better place by being an ass. I want it to be like a digital time capsule. I want it to be a point in history that we can use to measure any future success against. The day that we will look back on and marvel at how enlightened we have since become.

I also want it to be the day the NZ Police realise that motorists using a phone while driving are the real problem and should be the focus of their attention and that a #wheeledpedestrian riding without a styrofoam hat is the least of their worries.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat. As easy as walking, but faster.

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The easy 3 step plan to get more people riding bicycles more often.

Nice bike stand, but where's the bike?

Nice bike stand. Now we just need bikes to go with it.

So you really want to know how to get more people riding bikes more often? Then read on…

  1. Set an achievable target. Eg. We want the council to commit to a cycling mode share of 5% of all trips that are less than 5 km in 5 years. This goal needs to be targeted in locations/suburbs where this rate is most achievable. This would provide a successful ‘fail fast’ model and will allow for other groups/locations to piggyback off any successes.

2. Run promotional campaigns. Eg. We want the council to commit to an ongoing cycling promotion campaign that;

  • highlights cycling as an easy and attractive way to travel, and show the enormous health and economic benefits of cycling to individuals and society, and highlights how safe cycling is.
  • highlights the enormous health and economic costs of motoring to individuals and society, and highlights how dangerous driving is.

 3. Build infrastructure. Eg. We want the council to build the necessary push and pull infrastructure that makes cycling more attractive and driving less attractive. All infrastructure that will help achieve the goal are on the table. You can put Policy into this category here too, if you like. Policy to remove parking, reduce speed limits etc. All the things that will help achieve step 1.

Of course, the building of cycle paths is just a part of step 3. A part of step 3. Sorry to be repeating myself. For me, step 3 suggests a broad range of infrastructure and policy options that will need to be implemented in order to help tame The Death Star. And as you may have guessed, it’s at step 3 where things currently start and stall. Steps 1 and 2 are the foundations of step 3. Building “political will” is what some people like to call it. And interestingly, achieving steps 1 and 2 will require a broad range of skills. Less engineering, more communicating and selling. There’s no conundrum in getting bicycle infrastructure built, as I have heard some say – simply start at the start.

Unfortunately, there is no short cut to cycling utopia.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat. As easy as walking, but faster.

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Slow Down

Speed kills (and may make you fearful of letting your children out of the house).

Speed kills (and may make you fearful of letting your children out of the house).

A long time ago, I drafted this blog post but never officially published it. It was a story I picked up from the local community newspaper. Two mothers were concerned that cars on the residential street they lived on, were traveling in excess of 80kph. The speed limit is 50kph and the street is in a school zone.

“They fly through here. I don’t let my girls play out the front – I won’t even let them go to the letter box”. The street is used as a ‘rat run’. The women were planning to approach Auckland Transport to see if there was anything that could be done. I think the street has had speed bumps installed since then. I wonder if that made a difference.

At the time of writing it initially, I was not confident enough in my convictions to publish it. That’s since changed. I think it is no longer heresy to suggest that it will be demand and traffic calming rather than design and bike lanes that will make the biggest contribution to getting more people riding bicycles. Below, is the remainder of the original post. I have left it as I originally wrote it (apart from the inclusion of a link to a recent Wheeled Pedestrian post). Why? Because I have being going through the site’s archives recently to see if I have strayed from my original intentions. And I must say that I have been pleasantly surprised to see that my original observations and beliefs still hold true. However, being confident in my convictions is one thing. Convincing others of the merit of these convictions is a completely different matter. When you are in a hurry, progress is a relative thing.


It went like this…

A similar scenario plays out throughout Auckland and the rest of New Zealand. The Death Star, revealed in all its glory. And in the context of promoting cycling as a serious transport form, it should be clear by now, that cycling will remain the preserve of the ‘brave and fearless’ while this dominant car culture remains unchallenged. These mothers won’t let their children out on the front lawn, let alone ride a bike.

So while quality separated cycle lanes is what’s required to get people riding bikes, it is not going to make any significant difference until the issues of speed, that these two mothers are concerned about, are addressed fully. In fact, I would be so bold as to suggest that addressing the issues of speed need to take place before the introduction of cycle infrastructure. Or at least they need to happen in tandem. Because regardless of the quality of a cycle lane, it is the element of subjective safety that will determine whether individual members of the public will feel safe to use the infrastructure.

That’s why the ‘build it and they will come’ approach needs to be taken at face value. Any quality infrastructure needs to be matched with a high provision of subjective safety. A significant reduction in speed will go someway to addressing that. In The Netherlands, the ‘Stop the Child Murder’ Campaign was the precursor to the bicycle infrastructure and culture that the country is now renowned for. Until something similar happens in New Zealand, our dreams of a cycling revolution will remain only dreams. If cycle lanes are built, they will remain largely empty.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat. As easy as walking, but faster.

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The Death Star

The Death Star casts a long shadow.

The Death Star casts a long shadow.

“The Death Star is the codename of an unspeakably powerful and horrific weapon. A weapon capable of destroying entire planets. The Death Star is an instrument of terror, meant to cow treasonous worlds with the threat of annihilation.”

The reign of the ‘Death Star’ continues. Unrestrained, unscathed, and as deadly as ever.

A range of strategies are going to be needed if we are to ever disempower the ‘Death Star’. Strategies that will discourage driving and encouraging people to take public transport or ride bicycles. Strategies that will increase the demand for traffic calming. Issues such as speed, urban sprawl, parking and infrastructure will all need to be brought to the public domain.

Responsibility for the obscenely high number of traffic deaths and injuries also needs to be placed firmly where it belongs. There real economic and social costs that driving has on our communities needs to be on the agenda. I suggest we copy the anti-smoking lobby and start by placing health warning labels on all cars and trucks.

E003111

Lethal weapon

To grow cycling numbers to a significant extent, the ‘Death Star’ needs to be defeated. Every journey starts with one step. Who is prepared to take on this noble cause? Who will take on the responsibility of reclaiming our cities from the tyranny of the motor vehicle?

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat. As easy as walking, but faster.

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The pathway to Cycling Utopia starts here.

A car was here

Car woz here.

The request was polite but firm. It didn’t feel like it left any room for negotiation. “Can you move your car please? This is where I park my car. I live across the road.”

A friend was dropping me home. We were parked temporarily on the street, outside my house, saying our farewells.

There’s a word I’m looking for…entitlement. The entitlement that a motorist in a car-centric city gets to experience. “That’s my parking space.” Really?


Until recently, there were a handful of high school students riding their bikes to the nearby high school. I used to see them on the bridge on my way to work each day. I hadn’t seen them for a while. I was curious. Yep. You guessed it. They had turned 16. They were driving now. To school. Driving at every available opportunity, I suspect.

There’s a word I’m looking for…aspiration. The aspiration of a teenager growing up in a car-centric city seeking to join the motoring elite. “It’s better going by car.” Really?


Meanwhile, in a parallel universe.

I get the feeling that the separated cycle path is being touted as the ‘silver bullet’ to get more people cycling. “Build them and they will come”, we are told. But is it really that simple? Sure, the off-road path I use has enhanced my daily cycling experience. Yet, I find it hard to ignore the reality that I see and hear everyday. I’m not suggesting that we should not aspire to build a network of cycle paths but I do have some questions and concerns about this approach. It’s not like I haven’t argued this before. It’s the raison d’etre of this site. But I saw something recently that inspired me to try again.

Causes and consequences.

I’ve been enjoying the stories and insights coming from the Modacity family bicycle adventure to The Netherlands. For those of you who are unfamiliar, The Netherlands is the gold standard of city cycling. The Dutch have very high rates of everyday cycling. So of course, we turn to Dutch cities to see how they have achieved it. And what do we see? Young and old, male and female, riding slowly, dressed for their destination, on (you guessed it), separated cycle paths. “Eureka! That’s the solution”, we hear. “Build them and they will come.” But back up the cargo bike a moment will ya.

Because check this out…

  • A cycling utopia is created by demand rather than design.
  • The Netherlands is a story of traffic calming rather than of bike lanes.

Say what? I mean, the intuitive response would be to say that the separated cycle paths caused the increase in numbers of people cycling. But according to Modacity, the separated cycle paths came about as a result of more people cycling. They were built as a way to manage the numbers. They were built as a consequence of lots of people already cycling. A mandate to protect people on bikes existed already. A process of traffic calming was already well established. Cycling was already a normal daily activity. That fight had already been fought and won. A fight that has barely started in most other cities.

That’s not to say that building a separated cycle path will not act as an inducement to get people out of cars and onto bikes but…that’s only a part of the story. Of course it would be really great if that approach was the shortcut to a cycling nirvana. It would be great. But in the meanwhile I want to suggest that we reframe the conversation. Let’s move beyond just talking about infrastructure and instead, start talking about building demand for cycling. Because that would open up the possibility to engage in a wide range of push and pull strategies. Making driving less desirable needs to be on the agenda. Building demand for cycling needs to be approached in all sorts of marketing, policy and infrastructure ways. Push and pull. I know my life would be made easier if the issue of rat-running was taken seriously.

I can see the problem. Campaigning for separated cycle paths is relatively straight forward. Relatively. Compared to asking a motorist to address his/her sense of entitlement, that is. But that’s what it’s going to take. If we are serious about rescuing our cities. Getting people out of cars and onto bikes needs to be seen as being about behaviour change. Trying to create a cyclised city by building cycle paths alone is the equivalent of trying to make an omelette without breaking any eggs. At the moment we have a top down approach. There is minimal community engagement. And the engagement that does exist, is premised on a high level of tolerance and acceptance of the current dominant role of motordom in our cities.

It concerns me that what seems to be ‘driving’ cycling advocacy at present is expertise in designing bike paths. I propose that knowing how to design bicycle infrastructure should not equate with knowing how to get more people riding bicycles. Nor is getting people riding bikes a ‘chicken/egg’ conundrum, as I sometimes see it being presented as. There are a huge range of steps that could be taken to get things moving along faster. Just ask. Similarly, advocacy should not equate to knowing all the answers. And nor should it be acting as a barrier to progress. It should be a conduit for building demand.

Finally, I propose that we adopt a new catch-cry. “Make it safe and pleasant and they will come.” That will offer up the possibility of whole new range of ways of engaging with the task at hand. To build that demand. To get the public, the policy makers and the politicians to sit up and take notice.

PS: I really am planning to retire shift my attention to telling stories. There is a vacuum waiting to be filled. Just holler if you want to share your expertise.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat.

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Auckland, the city of bicycles?

Rat running

It’s nice to hear that, according to the latest survey, the number of people riding bicycles in Auckland is up. Though it seems as though they are the recreational type, waiting to be converted to the wheeledpedestrian type.

I can’t vouch for the numbers. I’m just too busy avoiding motorists using my “designated cycleway” as a rat run. We are told that new motorways will keep motorists off local streets. I prefer the theory that says motorways just encourage more use – “induced demand”, is the official term.

I’ve been doing a little casual investigation. It would appear that motorists use Hendry Ave to get between Onehunga and Hillsborough Rd. In the video, the motorist does a right hand turn onto Hillsborough Rd and then makes a quick left onto the motorway on ramp. And just to clarify, Hillsborough Rd ticks all the boxes for many of Auckland’s arterial roads. It’s residential, high speed and 4 laned (in part).

Now, it would be churlish of me not to acknowledge the benefit the separated cycleway, built as part of the motorway construction, has provided me. But it’s not continuous and I have to take extreme caution when using the non-connected parts, such as Hendry Ave.

But really, Auckland as a cycling city? Can’t see it myself. Not while motorists are allowed to run so free and easy. Sure, provide the necessary infrastructure for cycling. Those pull factors are critical. But something also needs to be done to push those motorists out of their cars. Make it harder, more expensive to drive and park. Sell the vision of a city that prioritises the moving of people instead of cars.

Stopping motorists rat running through local residential streets would benefit more than just people on bikes. Those people just don’t know it yet. Which seems to explain quite a lot, I think. Clearly, there is work to be done.

And sorry, I don’t know what those two lads on the fence line were doing.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat.

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The power of narrative to affect change is yet to be fully explored.

I know. I said I’d retired. Well I’ve relented. Kind of.

Lately, I’ve been doing a lot of reflecting on the role and value of narrative in an education setting and couldn’t help but think of the possible implications for the people and organisations involved in working to create change in society. Just a thought. But we’ve got the facts. The research. The data. But do we have enough stories? Are we making the right connections? Developing empathy? I don’t think so. And I’m thinking visual stories.

Narrative

So, if you agree with this sentiment and would like to make a contribution, why don’t you hit me up. I am feeling in the mood to make another video; to tell another story. I need some props ie. people on bikes and maybe even some leading characters to share their story. A story that conveys the possibility of short, easy, wheeledpedestrian type cycling. A story that connects emotionally. A story that shows what cycling could be.

The plot and all the other details are up for negotiation. I think the new cycle tracks on Quay St should be a key location for filming – for some ‘B roll’ footage.  For a better idea of what I’m talking about, check out some of my previous work… here, here and here. My contact details are here.


 

Hmm. The response to my offer – to make a video to present cycling as something that is easy and potentially inclusive – was decidedly underwhelming. I don’t want to overthink the reasons for this lack of response. But I do hope that it is not a reflection of where cycling advocacy is currently at. That it does not reflect the existence of a blind spot towards the emotional and psychological components in bringing about behaviour change.

And I was so enjoying my retirement.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat.

Get involved via: Twitter, FacebookFlickrVine or Instagram.

Wheeled Pedestrian says farewell

 

Drifting away.

Wheeled Pedestrian, the self proclaimed expert on bicycles, transport, cities and everything in between has slammed the government for its lack of action to turn New Zealand cities into urban and transport nirvanas. Wheeled Pedestrian, affectionately known as ‘wheeled’, says the government needs to give itself an ‘E’ grade for its effort and achievement to date.

Wheeled Pedestrian worked within cycling advocacy for a number of years before deciding that riding in a peloton was no longer his thing. With the zeal of a reformed smoker, he took to the internet to spread his message; that cycling could be about more than sports and recreation. He has announced his retirement saying that he felt he’d made limited progress although he did concede that he may have been effective on 1 April this year.

“For a while I was pedaling really hard and I thought I was going very fast. But then I realised that it was just because the chain had fallen off. I was disheartened but not really surprised by this realisation”. Wheeled Pedestrian said that there were some bright spots on the horizon but that the small amounts of funding being put into cycling were only going towards “shared paths to nowhere – to build these paths without building shops, cinemas, community centres etc alongside them, at the same time, was just ludicrous.”

Wheeled Pedestrian said that the car industry, like the sugar and fast food industries, was a very powerful lobby and any significant change would only happen when it was a less powerful lobby. “First you need to acknowledge the power of this powerful lobby and then you need a very powerful ray gun with which to shoot at it repeatedly, until it becomes less powerful. Unfortunately, ray guns with this kind of power are just not available yet”, he says. According to Wheeled Pedestrian, investing in human scale cities is a no brainer and that current levels of positivity and back slapping was “weird”.

When asked whether he thought he had made a significant contribution, Wheeled Pedestrian said he would let his 2-3 fans be the judge of that.

Wheeled won’t completely disappear from the internet just yet, however. He wants to spend a little bit of time on his other “lost cause“.

‘Cycling’ is sport and recreation. ‘Riding a bicycle’ is everyday activity. No sweat.

Get involved via: Twitter, FacebookFlickrVine or Instagram.