Directions for cycling policies in Africa, Asia and Latin America; Results of the Bicycle Partnership Program

Transcription

1 Directions for cycling policies in Africa, Asia and Latin America; Results of the Bicycle Partnership Program Mali Roelof Wittink Director I-CE, Interface for Cycling Expertise Manager of the Bicycle Partnership Program

2 I-CE Utrecht Utrecht Mission to support that the potential of cycling is utilised worldwide in the most optimal way Acting as an interface between mobility & development expertise & policy Working with networks: Dutch experts in cycling.nl Cycling advocacy groups LatAmer; Africa, India A Cycling Academic Network on four continents

3 I-CE track record Bogota Studies: e.g. Significance of cycling and walking, (World Bank); Review indicators for impact assessment of transport interventions, (World Bank and UNEP); Economic benefits of cycling Technical assistance: e.g. Plan & design pilot route for network in Bogotá; Area wide cycling plan in Marikina Manila; New National Guidelines for cycling in Ireland Training and guided tours

4 Bicycle Partnership Program Mid Term Evaluation in the Netherlands The concept: establish partnerships for exchange and capacity building across the world between colleagues: advocates, professionals, researchers, consultants and decision makers

5 Bicycle Partnership Program Accra, Ghana Capacity building in the framework of institutional development of cycling policies, combining reviews, coaching, assistance with training for long term

6 Bicycle Partnership Program Santiago de Chile , in follow up of Locomotives ( ) that was the first program for international exchange between four continents

7 Bicycle Partnership Program Cyclovia in Quito, Ecuador A unique program for 3 reasons: 1. to empower advocacy groups 2. to mobilise Dutch partners involved in cycling for development cooperation 3. to combine assistance & cap.building

8 From Santiago de Chile to Rio de Janeiro, Cape Town, Delhi a.o. Cities involved in the Bicycle Partnership Program

9 Different Context and Culture for Cycling

10 The program Accra, Ghana The objectives: contribution by cycling to sustainable development The purpose: implementation of cycling policies The means: capacity building to assist projects and set up policies The inputs: subsidies, match funding, in kind contributions

11 Regarding the objectives The Dutch minister for Development Cooperation demanded focus on poverty alleviation Indeed, many poor people suffer severe problems with accessibility We have to serve them ánd get rid of the poor status of cycling Cycling can only become full fledged when it is a mode of transport for all, and people make a free choice for it

12 In India 6-8 people serve 1 rich family, many by bike For many urban poor the opportunity to cycle makes the difference between being excluded from the city s economy and access to the urban markets for income and jobs

13 Research in Delhi: Trips from slums Distributions of JJ Clusters in Delhi There is direct relation between the density of these poor households and the number of cycle trips origin. Source: Dr. Geetam Tiwari /TRIPP/IIT Delhi Legend JJC_Point POPULATION nctd line railway line yamuna watercourse ±

14 Regarding the objectives Policy influence is needed and decision makers aim for: 1. Accessibility, 2. Emission reduction 3. Attractive city and ignore too much 4. Social inclusion Complete design in Delhi by TRIPP improved traffic flow, road safety and emission reduction By proving contributions on all aspects, we make a strong case for cycling

15 Cycling inclusiveness We focus on the contribution by cycling to different interests To social inclusion and coherence To health and well being etc. Cycling facilities are also a precondition for establishing well functioning public transport system Cycling is indispensable part of the transition from uncontrolled car use

16 Travel and transport Dynamic context Urban growth Climate change People orientation Transport and the economy No/low emission transport Accessibility for all, freedom to decide, peopleoriented city design, rights of pedestrians and cyclists

17 Looking for the optimal mix

18 Planning for cycling increases road safety Danish data show that the cities with more cycling, have less injured cyclists per km travelled

19 Regarding the purpose Focus in development cooperation: strenghtening civil society Cycling policies depend heavily on civil society; advocates are most successfull when they mobilise society: the public and private sector, organisations of different kind

20 Influence little Actor analysis Co-operate Involve Partners Opponents Fans Outsiders positive Attitude on the issue negative Utilise Inform

21 Active citizenschip and participatory democracy 1 The approach by Ciudad Viva, Santiago: Cycling is a means; involving diverse participants in age, education, family, income with a community view; bridging social capital; inclusive strategy, adapting cycling to diverse users

22 Active citizenschip and participatory democracy 2 The initial cyclistcentered organisations expanded to include a richer, more diverse spectrum of approaches to procycling and walking initiatives Lake Sagaris

23 Active citizenschip and participatory democracy 3 Proces to combine scientific reasoning, values, ethics and an emotive experience to inspire Creating spaces for deliberation, working with ecologies of actors, mobilising new forms of knowledge, became central components of the Santiago approach

24 Regarding the purpose Rally with minister Fortes in Brasilia Mayoral conference COP 16 Copenhagen Policy influence in municipalities, national governments and international donors, e.g. support to national guidelines, matching with international programs, SUMA by CAI- Asia and partnership on sustainable low carbon transport SLoCaT

25 The means: capacity building Quito Learning by training Learning by exchange Learning by doing

26 Capacity building by civil society organisations 1. Capacity to encourage potential cyclists with awareness raising, education etc 2. Capacity to improve production and distribution of affordable bicycles 3. Capacity to promote pro-poor infrastructure projects 4. Capacity to build / support bicycle user groups and networks 5. Capacity to support affordable bicycle initiatives 6. Capacity to set up / coordinate information exchange by stakeholders 7. Capacity to promote policies for cyclists 8. Capacity to lobby for favourable policies for bicycles 9. Capacity to promote cycling among politicians and planners x. Sustainability of organisation

27 As an example: Capacity to set up /coordinate information exchange by stakeholders Starting: Able to identify relevant stakeholders and get them interested in cycling issues Performing: Invited as representative of public interest in cycling issues+ provide cycling planning expertise to municipalities Powerful: Is opinion leader: able to influence opinions of politicians and policy makers, CSO is knowledgeable advisor of authorities, high level of dignitaries and functionaries are influenced

28 CSO s learning by training African continent: cso s from 5 countries had exchange on microcredit schemes to make cycling affordable, about target groups, price of bike, sustainability of their projects

29 CSO s learning by training União de Ciclistas do Brasil UCB, national cyclists union, founded in 2007 by 18 organisations, lectures by Dutch Cyclists Union

30 CSO s : Learning by exchange Velo City Global 2010 Copenhagen Experiences in Quito and the Netherlands

31 CSO s Learning by doing Ciudad Viva, Santiago de Chile: citizen-government round table to develop legal initiatives, promotional campaigns, a cycling economy and the Santiago Master Plan; in addition, cycling inclusive urban design manual

32 CSO s learning by doing IDS Delhi mobilised in particular workers and their unions, school children and woman working as cleaner, to claim rights for safe and affordable mobility

33 CSO s learning by doing Re-bike is assembly of second hand bikes, for re-use against low costs. BEN South Africa has set up Academy for training of mechanics and Centres for purchase and repair.

34 Cap. Building municipalities Scores by the staff, verification by cycling groups and Dutch experts From starrting to performing to powerful, 9 points scale Baseline assessments to progress assessments Delhi workshop

35 Capacity building by municipalities Cycling inclusive planning structure Stakeholder involvement Actual implementation policy Application user requirements Scope for implementation Integral policy man-vehicle-road Pro poor orientation

36 As an example: Capacity to set up cycling inclusive planning structure Starting: Cycling facilities are the result of a stand alone policy. Where a cycling facility does not conflict with other road use, such a facility is an option Performing: Cycling policy has become part of urban transport plans. Some cycling plans are a result of the integration of cycling requirements in overall planning; investments for cycling are part of (re)construction plans improving the overall road standard. Powerful: Transport planning is optimal utilising strengths of various transport modes and resulting into a well balanced role of cycling. The majority of investments in cycling plans is a result of the integration of cycling requirements in overall planning.

37 Capacity building in Cape Town, as example Qualitative data Starting Performing Powerful Cycling inclusive planning structure Stakeholder involvement Actual implementation policy Application user requirements Scope for implementation Integral policy man-vehicle-road Pro poor orientation legend Baseline assessment Progress assessment italic Agreed target value for year mentioned

38 The inputs Subsidies by Dutch Bicycle ambulance in Uganda Minister for Development Cooperation: Locomotives, : 1.8 mln BPP, : 4.4. mln Contributions by Dutch parties and match funding with international organisations,

39 Results We delivered capacity building in 20 municipalities (45 mln inhab.) A contribution to set up a long term strategy, is a realistic aim for a 4 year program We contributed to the quality of new provisions in 10 municipalities (20 mln people); they increased cycling routes from 188km to 467 km

40 Results Change in cities depend on strong advocacy groups Gov staff say, they feel empowered, have more trust to involve others, got a vision about the benefits and the ways to integrate cycling There is a wealth of new research ongoing with international exchange

41 Results: Tools for professionals New guidelines in India, Chile and Colombia New policy tools, e.g. for area-wide approach A handbook for Cycling-inclusive Policy Development

42 Cycling Academic Network Initiative by University Twente, ITC and I-CE in 2007, to apply, further develop and transfer knowledge on how Non Motorized Transport systems contribute to sustainable urban transport development. Cycling inclusive planning and policy requires a holistic and multidisciplinary view on urban systems

43 Cycling Academic Network

44 Cycling Academic Network The interest in walking and cycling in developing countries is growing. Mobility implications of sustainable growth cannot (only) be accomodated through motorized mobility Sustainable transport requires multidisciplinary knowledge on traffic engineering, spatail planning, urban design, behavioral and policy studies etc., the basis for Dutch bicycle policy

45 Cycling Academic Network The manifestations and characteristics of cycling differ per region, per country and per city. This makes the (comparative) study of cycling and transfer of knowledge particularly challenging. Transfer of knowledge can only be effective in a different context when adapted by professionals in India, Brasil, South Africa

46 6 PhD studies Alphonse Nkurunziza: Market segmentation of (non-) cyclists Flavia de Souza: Bus-bike integration Janice Providelo: Perception of bicycle level of service Eddie Beukes: Context sensitive road design Deepti Durgi: Urban form and cycling Himani Jain: Bicycle demand modelling

47 Cycling Academic Network, core staff team Prof.Dr.Ir. Martin van Maarseveen, Dr.ir.Mark Brussel, Ir. Mark Zuidgeest, Univ Twente/ITC Prof.Dr Geetam Tiwari, IIT Delhi Prof.Dr. Marianne Vanderschuren, University Cape Town Prof.Dr Suely Sanchez, Univ Sao Paulo Prof.Dr.Milena Bodmer, Fed. Univ. Rio de Janeiro

48 Cycling Academic Network, outputs Most research can directly be applied in CSO advocacy & Municipal Planning Enabling structures for demand driven, participatory research should be developed to improve the collaboration between the CAN academic, the CSO program and the Cities program of the BPP program.

49 Outcomes Outcomes are results under the influence of the program; the partners took actions and claim that the cooperation through the Bicycle Partnership Program contributed to the impact

50 Outcome: Public bikes in Rio de Janeiro Through the CSO partner in the BPP Transporte Ativo, the municipality introduced 30km zones in Copacabana, then opened bid for public bike system, 8 stations, 80 bikes In addition media campaign about the benefits

51 Outcome: complete road design on corridor in Delhi BRT corridor with excellent details at junctions for calming down traffic speeds, ensuring cycling safety National government recognises, access to livelihoods asks exclusively corridors for transit, walking and cycling

52 Outcome: planning for networks all over Cape Town From strategy for cycling and walking and pilots with capacity building on inclusive planning and design Tot first quality provision from north into the CBD and plan for network, build up through 4 city zones New cycling track along BRT corridor, (Gail Jennings

53 Outcome: in Accra Ghana Members of assemblies play important role in policy development and do so for cycling with the professionals Current provisions become connected, cycling master plan Is in preparation, user requirements are on board

54 Outcome: Regional networks of civil society organisations Bringing together CSO s from different countries, has been the inducement for the establishment of regional networks; Sustran LAC, the African Bicycle Network and Locomotives India. Most relevant partners for international bodies on development, transport and the climate

55 Reflections Ze Lobo, res rep Rio de Janeiro Since 2008 the city asks my opinion on any plan. It becomes serious now, our challenge is to make it happen with quality and at the right time. We need more capacity building to guarantee the right quality

56 Reflections Anvita Arora, res rep India: It is an obligation now that all new transport policies include cycling and pedestrian facilities. If I-CE was not involved, things would have went as usual. We gained confidence, capacity building helped clarifying many doubts about cycling inclusive planning and its benefits.

57 Reflections Giselle Xavier, res rep Brazil: In Brazil the cycling culture is changing: not only for fun or for the poor. There is respect for the advocates. The minister, the staff, everyone starts to use a bicycle. Big cities move faster, more staff, consultancies and universities

58 Reflections Rahab Mundara, res rep East Africa: In Eastern Africa, planning for non motorised transport in conjunction with public transport is embraced by politicians and professionals since We can not only rely on cars but have to work for mobility for all, Rahab Mundara, res rep Nairobi

59 Reflections Lake Sagaris, Magda Morel res rep Chile: We realised a citizen-government roundtable to develop initiatives, with most progress on the Santiago Master plan and design manual; Cycling is priority of the governments, the president himself announced to push cycling-inclusive planning

60 Reflections Carlos Moreno, res rep Bogota: The current mayor does not support cycling, civil society is the sustainable factor for policy development. The BPP workshop and participation of the Dutch ambassador were important inputs for the city, we are reaching a broader spectrum of people now.

61 Reflections Andrew Wheeldon, Namhla Jaxa res rep South Africa: The suggeston by I-CE to set up a forum for stakeholders gave a massive boost to policy development. More city departments came in, the city shares their plans, there is an open debate with civil society, consultancies and the university

62 Reflections Patricia Mena, city of Quito: One of the best ways to change rigid mentality of traditional transport planners is to make field trips to understand everything that matters to promote cycling is possible,

63 Reflections Vera Lucia Goncalves da Silva, Florianopolis Brasil: Utrecht A Dutch solution that amazed me in particular was to reduce a lane for motorised traffic on an avenue with congestion. The result is that the avenue has a better traffic flow now,

64 Lessons I-CE dispersed her resources to many partners and countries. More focus might have resulted in more progress in some cities. But even small contributions made a difference and the program served exchange and cooperation between our partners. The partners have to deliver measures, the program has been a catalyst in their process

65 Lessons A professional approach for cycling mobility should keep respect for the contribution by civil society, not only as catalysts, but also since civil society knows the demand for provisions and have expertise. Civil society needs to be involved in policy development, planning and design

66 Lessons Cycling and walking inclusive thinking brings inspiring and broader views on mobility, city life, health and well-being. Cycling and walking inclusive planning and design brings road safety and free flow of traffic to higher standards Bogotá

67 Lessons Rio de Janeiro Cycling policies grow because of their contribution to smart, pleasant, safe, sustainable, low carbon mobility The right to walk and bike is endorsed by capacity building for cycling and walking inclusive planning & design.

68 National guidelines, cycling inclusive planning & design The Netherlands is a reference for guidelines on cycling planning and design based on decades of experience and collection of expertise Countries have to develop their own guidelines in their context, but many years will be gained in this process by using the Dutch expertise