Name: 腳踏車（How to Build a City Around Bikes, Fast）
Uploaded: 2021-10-29T11:11:06.000Z
Duration: 9 min 33 s
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The way we travel around our cities is changing.

We're having to keep our distance from one another,

so that means fewer buses, trains and cabs.

Cycling has a myriad of benefits for your health, not to mention to that of a city.

More people on bikes usually means fewer people in cars.

From Berlin to Bogata cycling infrastructure is popping up or being reinforced.

So is this strange period we're going through the smartest time to transform our cities

I've lived in London for well over ten years and I've never ridden a bike here.

Cycling campaigners are staging a protest over what

they describe as the failure of London's  councils to improve safety.

Like a lot of people in major cities, I've been put off by the lack of cycling infrastructure

But with fewer cars on the road I've taken the plunge and bought a bike,

So Londoners are buying bikes like nobody's business,

Feargus covers all things mobility in cities.

How important is cycling going to be, for a city like London, going forward?

It's simply not going to be safe to fill public transport at anything like the volumes

Now is a really unusual moment in history.

Are we ever going to get a chance to re-organise a city like this ever again?

We need to push for a genuine modal shift, not just because people like cycling,

but because it's altogether cleaner, healthier, safer.

People's lives are being substantially shortened in this city, in many cities because of the

presence of really serious airborne pollution.

If people cycle, that that level of pollution is going to fall enormously.

The amount of people you could fit safely into a road space, even with social distancing,

is far, far greater with bikes than it is with cars,

You can see a cycle lane that appears to be half empty

next to a car lane that is completely full of cars,

you'll find that they have the same number of people.

But one of them is completely gridlocked and causing pollution

and the other one is causing no pollution and it's completely fluid.

You need to think about where people are going and where they want to go

and make sure that they're safe from doorstep to doorstep.

Most of us associate a road with the motor vehicle,

but actually there was a time when streets were for people.

Cars have come to totally  dominate our road space.

Even in Amsterdam around 70 percent of the road space is allotted for cars when they

constitute, I think, less than a quarter of journeys every day.

So even a place that's famous for giving a huge amount of space and putting cyclists

and pedestrians first cars still own the road.

It's one thing to encourage cycling and be pro-cycling, but you actually have to make

space for bikes and making that space often means taking that space away from cars.

I've managed to find a nice quiet road, still absolutely full of cars though.

We've got a bit of a strange attachment to cars - sure, they're incredibly useful -

The socio-economic cost of cycling is much lower than that of a car

According to a Danish study it costs society 79 cents for every kilometer driven by a car.

Society gains 72 cents per kilometer cycled.

That's because cycling reduces healthcare costs and sick leave and driving comes with

all sorts of extras like parking and fuel.

Top cycling cities like  Amsterdam and Copenhagen,

they've managed to prioritise people over the car.

Those places took a decent amount of time to get there.

We're going to look at somewhere that took under two years.

From under seven thousand trips a day in 2006,

there were over 72,000 being made on bikes in Seville by 2011.

So that's a 1000 percentage increase in just four years.

was one of the people behind Seville's cycling transformation.

It really is the closest thing you can get to overnight success

One of the main factors was the infrastructure.

Around 70 or 80 percent of that space came from cars,

We took that road space and we elevated it

and it's placed on the sidewalk platform.

We did that because the perceived safety for the new users would be greater if we did that.

Separating cars and bikes by a physical barrier like a raised kerb

saying it makes cycling accessible to people of all ages and all abilities.

Building permanent infrastructure also makes it more likely to last,

especially if anti-cycling politicians come to power.

For them it would be really difficult to get rid of that curb

So that was political strategy to get that space for once and forever.

The result in Seville was a network of cycle lanes that changed the landscape of the city.

The two main lessons that we learned in Seville;

to have a whole network and to have it fast.

To create mass infrastructure at lightning speed normally costs a lot of money.

Seville's first stage of 80 kilometres of cycle paths cost under twenty million dollars.

In comparison, Seville's metro line cost about 900 million dollars.

It serves 44,000 trips every day, far less than that of bikes.

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腳踏車（How to Build a City Around Bikes, Fast）

decent

pandemic

opportunity

permanent