Essay on Cycling and the Sustainable Development

Author :K.Balaji, BA.LLB CHENNAI DR.AMBEDKAR GOVERNMENT LAW

COLLEGE

Abstract :

The environmental benefits of bicycling depend on the degree to which their use substitutes for
car driving. Assuming that every bicycling trip replaces a driving trip is likely to produce
overestimates of the potential for such modes to reduce vehicle travel and city-scale greenhouse
gas emissions. Measuring this ‘‘substitution effect’’ is not straightforward. There are many
dimensions of the substitution affect, including trip type, substituting mode, extent, time horizon,
and activity patterns. Previously used approaches to measure substitution include indirect
inference and direct questioning. This study piloted an intercept survey using the direct
questioning approach at five locations in two metropolitan areas. The rate at which utilitarian
walking or cycling trips substituted for auto trips ranged between 25% and 86%. Logistic
regression models demonstrate that disparate factors explain walking substitution and bicycling
substitution behavior; age is significantly correlated with substitution walking behavior while
number of car trips per week and helmet use are each significant predictors of bicycle
substitution. This research represents a valuable first step toward developing a method to
estimate the substitution effect that is useful for practitioners. Better estimates of the substitution
effect will in turn lead to better estimates of the environmental impacts of bicycling and walking.

Keywords : Cycling, Bicycle, Sustainable development.

Synopsis ;
 Introduction
 Sustainable Transportation
 Point leads India
 Stockholm and Bicycle – Analysis
 Policy towards green mobility in India
 True story
 Conclusion

Introduction :

Proponents of bicycling – active modes of transportation – commonly cite benefits to both

personal health and the environment. While any level of bicycling produces health benefits, the
environmental benefits, such as reduced pollution and greenhouse gas emissions, depend in large
part on the degree to which active travel (AT) substitutes for vehicular trips. The value of AT as
a strategy for addressing environmental problems comes from its potential as an alternative to
driving, the primary source of environmental problems stemming from the transportation sector.
Thus, simply measuring the number of bicycling and walking trips or the share of trips by these
modes is insufficient to estimate their potential environmental benefits. Accurately assessing
potential AT benefits requires efforts to assess the degree and nature of substitution. Such an
assessment will help cities evaluate the extent to which the promotion of AT mitigates
greenhouse gas emissions (GHGs) and provides other environmental benefits.

Sustainable Transportation :

To get a better understanding of the significance of cycling as a sustainable means of transport a

short definition has to be given. A widely used definition is the European Commission’s
statement that, “Sustainable Development. stands for meeting the needs of present generations
without jeopardizing the ability of futures generations to meet their own needs.” (European
commission, 2014) On the understanding that mobility is the basis for people to fulfil their needs
(existential, social, etc.) by enabling them to carry out activities related to these needs in different
locations, it follows that transportation is essential for meeting the needs of people. Taking into
account that the idea of Sustainability also demands to balance a social dimension of mobility
with economical and ecological aspects, cycling. is a very sustainable means of transport as it
gives people the possibility of travelling in an affordable, healthy, safe, resource-efficient and
environmentally friendly way. Thus cycling plays an important role in the sustainable

development of cities and metropolitan areas.

Pune Leads India :

Pune, once known as ‘Bicycle City,’ has seen a major drop in cycling in the past decade as more
and more cars dominate the streets. However, the city is determined to bring cycling back and is
engaging with several civil society organizations, including Parisar and Centre for Environment
Education (CEE). “The Pune Cycle Plan was prepared through an extensive participatory
process,” said Sanskriti Menon of CEE. “It envisages the creation of a Bicycle Department,
cycling infrastructure including around 825 km of a city-wide cycle network, cycle parking,
integration with transit, enforcement planning, promotion of cycling, monitoring and
evaluation.” In 2017, the PMC general body approved a comprehensive bicycle plan to build a
400 km cycling network. It will create a public bicycle sharing system, bicycle parking facilities,
and design guidelines for cycle-friendly infrastructure, and a strategy for awareness campaigns.
Pune has also passed a policy for Public Bicycle Sharing. The plan suggests 388 stations, 4,700
bicycles, and 13,100 docked bicycles in the first phase. In 2019, Pune piloted a dockless public
bicycle sharing system with 4,000 cycles.

An integral aspect of Pune’s success is visible in its budgets. Pune’s 2016-17 budget called for
more than half of transportation spending to go to footpaths, cycle tracks, and BRT, thus
prioritizing sustainable transportation over car oriented infrastructure. Revenue generated from
parking will begin to be used to build streets with better walking and cycling infrastructure as
well as to expand public transport. There are also plans for vehicle-free zones, particularly on
busy shopping streets.

The 2020 Sustainable Transport Award is a much-needed pat on the back for the many right
steps that the city has taken. The Sustainable Transport Award will encourage the city to upgrade
its existing initiatives, scale-up projects, and expand upon its success. It will also serve as an
inspiration to other Indian cities to follow in Pune’s lead and take a leap towards sustainable
urban mobility. While Pune has not yet reclaimed its ‘Bicycle City’ title, it is paving its way to a
strong cycling network.

Stockholm and Bicycle – An Analysis :

One of the most important factors of the success of Stockholm’s bicycle network is that it is
conceived and perceived as a system. This means that one can find different categories of bicycle
lanes, starting from those that cross the city and connect it to nearby towns, to the neighborhood
lanes which take you to the local store, school or the nearby metro station.A key point in the
success of the system is that it starts right outside one’s door step. In almost all neighborhoods
places for bike parking can be found. A great amount of buildings will also provide common
storage rooms for bikes.As with the other cities, bicycle lanes are well differentiated from roads
and sidewalks. If there is enough space the lane will be integrated in the side walk however this
does not always happen, especially in neighborhoods. Nevertheless, it is common that people
follow and respect the same rules as it is in areas where the space for pedestrians, cyclists and
drivers is clearly marked.If space does not allow (mainly in the city center), cyclists and drivers
share the road. Markings clearly show where there is space for cyclists in the road. As with
pedestrians, cyclists will always be given priority over cars. Drivers are socially and legally
reprimanded if they don’t follow this.In cases where the lane needs to cross highways or the
terrain is steep pedestrian/bicycle bridges allow an easy crossing.Signs are also an important part
of the system. The bike network is very well marked with signs that indicate when a lane is
shared with pedestrians, with distances and directions towards different parts of the city, traffic
lights, even indicating detours if there is something interrupting the lane.Parking spaces near
offices and commerce areas are also common. These are well differentiated from the space for
pedestrians. ‘Informal’ parking is also allowed, however if the bicycle is in the middle of the
sidewalk or is abandoned it will be removed by the police or municipal staff.

One of the most important factors in the high use of Stockholm’s bicycle network is its
connection with other transport systems. It is very common to find metro and train stations
providing a great amount of space for parking bikes.

Policy towards Green mobility in India

An analysis of the Smart Cities programme in 20 cities shows that the key NMT projects were
public bicycle sharing schemes, electric bus and electric rickshaw fleets, IT-enabled fleet
tracking for e-mobility options, and EV charging and parking bays. Smart city projects have
considerably diversified the transportation options available in India. Yet, compared to
intermediate public transport like rickshaws and taxis, non-motorised options are far less
preferable.Between March and August 2020, COVID-19 has forced a greater focus on the need
for physically distanced modes of transportation, such as walking and cycling. The MoHUA,
through the Smart Cities Mission, has announced a ‘CYCLE4CHANGE’ challenge, which
intends to create extensive cycle networks in Indian cities through various interventions, such as
pop-up bike lanes, non-motorised zones in cities and community-led cycle rental schemes.
Through this challenge, the ministry aims to promote cycling as a safe (and green) solution to the
recovery for cities, businesses and communities post lockdown.
Conclusion :

Communities are promoting walking and cycling and expect (either implicitly or explicitly) that
AT comes at the expense of driving. Most assumptions about the substitution of AT for auto
travel tends to overestimate the behavior, leading to unrealistic expectations of its ability to
mitigate air pollution and decrease greenhouse gas emissions. This research informs the evidence
base around the environmental impacts of walking and bicycling. Environmental impacts may
cumulatively be important, but our efforts suggest that accurately quantifying them is extremely
challenging and results should be interpreted cautiously. Environmental benefits are just one
justification of AT enhancements; other benefits to be included in a comprehensive evaluation
include advances in health, livability, social interaction and economic conditions—all of which
are also important aspects to consider in any robust analysis.