Total Members Voted: 2
An arrogant cyclist's contact with an arrogant motorist, secure in his steel carapace, could be his last.
Out here in the suburbs, bicycle paths happen on the "rails to trails" model. The CA&E became the Prairie Path several decades back, and now the Chicago and Western has become part of it when that old railroad became abandoned.I could wish they'd used something other than crushed limestone for the paths though. Horses beat that stuff to death out on the outer legs of the path, you can hardly walk on them much less ride a bike.
A few European cities are doing it the right way, low car's velocity to 20km/h inside the city. I's better for everyone, much safer for walking people, children and cyclists and has no costs. A sane convivial amongst all the different types of street users is the right way for civilized cities.
Total car speed limiting to such a low as 20 won't be good for the air conditions.
Research in Germany has shown that the greater the speed of vehicles in built-up areas, the higher is the incidence of acceleration, deceleration, and braking, all of which increase air pollution. German research indicates that traffic calming reduces idle times by 15 percent, gear changing by 12 percent, brake use by 14 percent, and gasoline use by 12 percent (Newman and Kenworthy 1992, 39-40).
Private cars are evil anyway. A net of public transport should exist, be developed and be attractive in terms of costs for the public.In Britain I hear, public transportation will cost you more than a taxi in Moscow. It's insanity, don't you think?
You're saying they don't have those in all of Europe? (Now that I think about it, I don't recall seeing many 30km/h zones in Italy, I suppose.)
In the South, we are Fangios...
Things are changing and the mortality level at roads and streets has dropped consistently for the last years, that's a good thing, no need to have a deadly civil war at our roads.
On that "Dutch street" matter, I guess a Hollywoodian action-movie car chase will kill there everybody anyway:) Remember those Terminatorial stunts on pavements and similar mouseholes at a speed of ~100mi/h, huh?
see it cutting from canals in Amsterdam to canals in Utrecht. As a foreigner, that won't bother you.
You don't need no more infrastructures, what you need is to get rid of such people.
Quote from: Belfrager on 2014-06-02, 21:25:31You don't need no more infrastructures, what you need is to get rid of such people.They have 'em everywhere. But I thought EU citizens weren't given any trouble?
Seems the Rahmfather doesn't agree with you about bicycle paths not being part of the infrastructure.
In the next six and a half years, extensions to the Beijing subway will cover more ground than the entire London Underground network has in a century and a half.Interactive graphic: the explosive growth of Beijing's metro system. Source: WikipediaWork on the Chinese capital's first line started in the 1960s and the vast majority of it opened in the last decade. Yet, at 465km long, it has already outgrown the Tube network by more than 50km. By 2020, an extra 400bn yuan (£40bn) of investment will see it more than double to 1,000km, according to Chinese media. The addition of 17 new lines will make it one of the world's longest networks.Each day 9.75 million passengers ride the lines across Beijing: nearly three times as many as take the London Tube and twice as many as use the New York system. The subway's phenomenal expansion reflects that of the city it serves. Over the last decade or so, Beijing has grown by roughly half a million inhabitants each year - the equivalent of adding the entire populations of Sheffield or Tucson annually. The city is already home to 21 million; by 2020, a report warned last year, it is likely to have added another four million, on a conservative estimate.
There is opening 8 more metro lines, and an interesting overture for a railroad to Nepal (the mountainous country between China and India), we might take the train to Mount Everest soon, starting that airport, making an agreement on a railroad between Hungary and Greece, or Serbia for now.
The way cities are set up can determine whether we feel compelled to use a car or bus to get to work, instead of our legs or a bike. Opting for the latter, the public health argument goes, is hugely beneficial on a variety of fronts. There's good evidence that cities designed to be walkable and bike-friendly carry both health and environmental benefits. Researchers in Barcelona, for example, recently measured the risks and benefits of the city's bike-sharing scheme, Bicing. They found that it got more people cycling, and reduced carbon dioxide emissions in the city.As a recent Lancet report summed up: "Active travel (walking and cycling) can reduce the risk of ischaemic heart disease, obesity, diabetes, some types of cancer, and all-cause mortality, while also averting costs to health systems and reducing greenhouse gas emissions."Fifty percent of the world's population now lives in cities and that's only going to increase -- something the World Bank's Timothy Bouley, a health and climate specialist, sees as a huge global health opportunity. "If you build cities the right way -- with bike lanes, clean energy, the right kinds of bus and rapid transport systems, buildings with stairs instead of elevators -- you can really encourage healthy habits in people."
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