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        Showing posts with label barcelona. Show all posts
        Showing posts with label barcelona. Show all posts

        19 November 2018

        Cycling with Disabilities and Injuries

        14 Below Zero - Broken Hand
        I haven't been on a bicycle for 7 days. The reason? A couple of cracked ribs. I've tried each and every day to cycle, but it hasn't been possible. When a simple cough is enough to bring tears to your eyes, riding a bicycle is a long shot. A serious blow to my pride but hey, at least I can walk around the neighbourhood. Which is nice.

        Many Danish cities have small cars like these to measure the level of comfort on the bicycle infrastructure. I have a better, cheaper idea.

        The city should just give citizens with broken or cracked ribs a smartphone, with activated GPS and a live line to a person at the Bicycle Office. Then they just ride around the city. Every time an OWWWW! or groan is heard, the GPS location is registered. That way the city will be able to map the spots that need maintenence. Now broken ribs are one thing, but what of citizens with more serious injuries or disabilities?

        So I thought I'd whips together this article with photos of Copenhageners and other urban dwellers cycling with injuries or disabilities or using other vehicles that improve accessibility and mobility.

        Like the shot of a Copenhagener in the morning rush hour (above) riding with what looks like a broken - or at least injured - hand, above. Still looking cool as you like.
        Bicycle Crutches 02
        Then there is this Copenhagener carrying her crutches with her on her bicycle. Fair enough, she might have been heading to the hospital - across the street - to deliver the crutches back.
        Double Crutch
        Then I remembered this shot from a while back of a girl carrying her crutches and getting doubled by her mum. The bicycle is a versatile tool. I know several friends who, after many years playing sports, have problems with their knees. They are invariably advised to ride a bicycle by their doctors.

        Urban Mobility
        There is a bike for almost everyone.

        If you also make the bicycle the quickest and safest way to get around a city, people will do so - whatever their physical challenges. The bicycle is a freedom machine for many people.
        Mobility Five Wheels, Three Arms
        The dapper gentleman to the left may have reduced mobility for whatever reason, but he can get out and about with ease on this tricycle. Note his cane sticking out of the back.

        I see the man in the right photo quite often. He rides a tricycle and only has one arm. A friend of mine knows him and I'm told that he only has one leg, too. He lost his limbs in a landmine explosion in the country he was born. He still gets about with ease on his wheels. Both of these gentlemen were impeccably dressed.

        Bicycle Mobility
        This gent is amazing and so is his cargo bike. A retrofitted Nihola lets him ride around the city with no lower arms and only one leg to pedal with. Fantastic.

        Rock Star
        If you're a legendary Danish rock star, like Steen J?rgensen (above), you have a certain look to maintain and Steen pulls it off to perfection. The fact that he has no left arm is of little consequence.

        Disabled Motion
        I took this photo in Tokyo. The man had some form of disability with his legs. It required effort for him to get the pedals to turn but you can bet that it was a fraction of the effort he'd use when walking.

        Casting Call Crutch Bike Crutch Bike
        The lady on the left has a kind of cast on her leg, but still rides. The two photos on the right are from last winter. The boyfriend was holding the girls' crutches and she moved slowly along - injured foot wrapped in plastic - on a child's bicycle they had borrowed. It was icy so the crutches were probably more dangerous than helpful so the bicycle stepped in to assist. They were heading to the hospital down the road.

        Vienna Cyclist Sticks
        I spotted this lady in Vienna, Austria. Carrying her walking sticks to help her after she got off her bicycle.

        This quaint sign on this tricycle reads, "Slightly Disabled".

        Invalidecykler
        What with all the bicycle options for disabled - whether permanently or temporarily - it's not surprising to see a parking sign like this outside my local library. It reads "Invalid Bicycles", reserving a space close to the door for those who need it.

        Wheelchairs
        Montreal Wheelchair
        I took this photo in Montreal. A trike pulling a wheelchair behind. This takes intermodality to a whole new level.

        Wheelchair Transport
        This retrofitted Nihola (it really is the Danish brand that offers unique variations of their cargo bikes) is designed simply to carry a wheelchair with passenger.

        Walker Transport
        This gent has his walker in the front of his cargo bike - intermodality once again.

        Active Cyclist
        You see many trike brands in operation in Copenhagen on a daily basis. This gent had what appeared to be Down Syndrome and he enjoys active mobility on this trike.


        Electric Vehicles
        Amsterdam Cycle Chic - Wheelie
        Spotted in Amsterdam. An electric scooter with the wheelchair on a rack on the back. Compared to other cities, you see so many of such vehicles on the cycle tracks of Amsterdam and Copenhagen. Used by people with disabilities and the elderly. It's a massive market with many brands. Offering urban mobility to people who might be restricted to a wheelchair.

        Heading For The City
        Cool as you like in Copenhagen.


        Bicycle Cane
        If it is ripe old age that has reduced mobility, the bicycle still serves a purpose. I see this lady all the time in my neigbourhood. Always walking her bicycle with groceries in the basket. Perhaps too unstable to ride, but using the bicycle as a kind of crutch. Lovely.

        15 October 2017

        Arrange a Svajerl?b Cargo Bike Race!


        Last week in Barcelona, the inagural svajerl?b cargo bike race was held on a sunny Sunday in the Poble Nou neighbourhood. It was event organised pro bono by Copenhagenize Design Co's office in Barcelona in collaboration with the Rueda International Bicycle Film Festival, where Mikael Colville-Andersen was president of the jury. Mikael and Jordi Gali from Copenhagenize whipped together a not-for-profit race and were thrilled at the turnout - both passionate particpants and curious spectactors. A 400 metre course was set up in the morning and there were particpants enough for 3 heats in the two-wheeled category, four cargo bikes in the three-wheeled and four teams in the team relay. The film, above, sums up the day nicely.

        For most of the 20th century in Copenhagen, a massive armada of cargo bikes were the backbone of transport in the city. A fantastic army of men and boys from the poor neighbourhoods made the city work. Men and boys who were also invisible in the social hierarchy. They were called svajere in Danish – or swayers if you translate it directly - because of the swaying motion of the huge, flatbed bikes when heavily laden. In 1942, a priest named Kristian Skjerring decided to change things for the better. He wanted to give these svajere a pedestal on which to stand. He organised what became known as a Svajerl?b in the city – a cargo bike race for these bicycle messengers. He raised money through the races to send the young men to summer camps. They were the hardest working people in Copenhagen and Skjerring thought they deserved some respect.

        Svajerl?b - Cargo Bike Race on Israels Plads
        The races become incredibly popular in Copenhagen. Thousands came out to watch. There was prize money, but really it was about honour, and winning the right to call yourself the King of Copenhagen – at least until the next race. These Svajerl?b races were held until 1960, when cars and vans started to dominate goods transport in the city. In 2009, the race was revived in Copenhagen and are now an annual event. The city has 40,000 cargo bikes in daily use, so a revival was a no-brainer. Unlike the 1940's, the cargo bike riders are now families and people with goods to transport. The Danish brand Larry vs Bullitt, who produce the Bullitt cargo bike, were behind resurrecting the races for the tradition, the fun and as an obvious platform to sell their product. While the event has developed a Red Bull feel to it - corporate marketing disguised as an event - there are race participants using many other cargo bike brands on race day.

        Cargo bike races are spreading fast, in tact with the rise of the cargo bike itself in cities around the world. There is now an International Cargo Bike Festival in Nijmegen, Netherlands each year. Apart from the recent race in Barcelona, we have registered on our radar races in Vancouver, Chicago, Paris, and Berlin, among others. In the Netherlands, family-friendly cargo bike events have taken place for many years. There is a new Facebook group called Svajerl?b Global - The Cargo Bike Race Community - where people can share experiences and let others know about their upcoming races and share photos after they're done.

        So why not arrange a cargo bike race in your 'hood? Help raise awareness about the usefulness of cargo bikes and have a fun day doing it. Here are the basics to get you started.

        Svajerl?b Cargo Bike Race - Barcelona 2017

        Designing the Course
        - Design a circuit in a loop (as opposed to an A to B course). There is no set length, but in our experience 400 meters seems to be a decent number. There should be some challenging turns, a slalom section and a straight, home stretch. If you have the chance to incorporate a hill, all the better. This ain't no Sunday bike ride, sunshine. Although think about the potential participants when you gauge the level of difficultly. In the Copenhagen version, there are many spandexy dudes among the participants and the course is usually designed for them and for speed. If you want your event to be more inclusive and aimed to drawing the curious as well as the experienced, create a course that is well-balanced. We've seen courses with an awkward patch of sand in the middle. Mix it up, if you want. Just keep it realistic and safe.

        - The stop and finish line should be the same and should be next to the loading zone, where the riders will load up their bikes - read more in The Rules, farther down. For the loading zone, you'll need some space for the riders in each heat to stop and where you can position the cargo they have to load.

        - If you can, design the circular course so that the spectators are primarily gathered around the stop/finish line and loading area but also so that they see the bikes on the course as much as possible. It helps maintain a level of energy if the spectactors can keep an eye on the race.

        - Depending on the width of the course you design, you can have between four and six riders in each heat or race.

        - You can use various barriersr to design the course. Plastic traffic cones or bollards, chairs connected with plastic tape, fences, you name it. Whatever you can get your hands on.

        The Rules
        We recommend using the original rules from the historical races in Copenhagen. The organisers of the annual race in Copenhagen these days stick to the same concept in order to maintain history and tradition, but also because the original rules are pretty cool. There are other cargo bike races at, for example, the bike messenger championships, but we'll stick with the historical rules here.

        - The race consists of four laps. The riders wait on their bikes at the start line. The first lap is ridden empty. They speed around the course and, upon arriving in the loading area, they load up their bikes with the cargo. This is the fun part, which is why spectators should be positioned close to the area. Then the riders head out on three laps fully laden, until they cross the finish line for the fourth time.

        - Depending on the number of participants, you can divide them up into heats. For example, the top two finishers can qualify for a semi-final or the final. Or top three. You'll figure it out. It's a hard race, so try to limit the maximum number of races an individual will race to three.

        - Cargo: In the traditional races in the 1940's, the cargo often consisted of car tires, newspaper bundles, empty, wooden beer crates and sandbags. Cargo bike championships held in Paris in the 1920's and 1930's measured the weight of the cargo at 50 kg, although this was raised to 65 kg. Try to aim for between 35-50 kg as a rule of thumb. The cargo should not only be designed for weight. Make sure that you have items that oddly-shaped and difficult to secure to the bike. At the Barcelona race in October 2017, we had to be creative. Each rider had to load two plastic-wrapped bundles of water in 1 litre bottles (12 bottles in each), 5 kg bags of potatoes, another 3 litre bottle of water, a 5 kg bag of potting soil and a pack of 12 toilet paper rolls. We distributed the cargo to people after the race so we didn't waste anything.

        - Riders can use bungees or inner tubes to secure the cargo if they want. They can also carry an item in their hand.

        - After the bike is loaded and they head out on the last three laps, the cargo has to stay on the bike. If something falls off, the rider has to stop and pick it up, getting it back onto the bike before continuing.

        - Categories: traditionally speaking, there was a two-wheeler race, a three-wheeler race and a team relay. In modern versions, we've seen the addition of a women's category and a vintage bike category. In some cities, vintage cargo bike are hard to come by, so you can make the call about whether to have this category. If there are cargo bikes with an electric assist, you can create a category for them, if you like. Then there is the team relay. In this event, four riders share one bike. Each of them do one lap, four in all, just like the other races. When the first rider arrives in the loading area, the team members help to load the bike and the next rider gets on. It is permitted to help push the new rider into motion.

        - Next to the start/finish line and loading area, set up a table for the organisers and have some sort of board on which you can write the names of the riders in each race. Make race numbers that the riders have to put on their bikes so you can keep track of them. Pro tip: make them put the numbers on the side of the bike that faces the table as they pass. :-)

        - Spread out the races to allow for time between races. You can do all the heats for the two-wheelers, then move on to the three-wheelers and women's race and then get back to the semi-finals or finals. Traditionally, the team relay is the last race.

        Family-friendly Race Ideas
        In order to make the race even more family friendly, there can be side events with a parent cycling with a child in the box. You can created a separate course designed for finesse cycling and balance. The kids can be equipped with a stick and you can hang large rings up on thread. The parent cycles the bike close and the kid has to spear the ring with the stick, collecting as many rings as possible to win. Another idea is a cargo bike version of the egg race. A parent, with a kid in the box, has to cycle an obstacle course balancing an egg on a spoon. Or maybe the kid holds the spoon. Maybe both. Be creative.

        Inclusiveness
        The race itself need not be an expensive affair. Sponsors are always handy, if you can get them. Try to make it an inclusive affair and invite as many cargo bike brands as possible - if not to race, then to exhibit their products in the interest of growing awareness of cargo bikes as solutions for urban living. Copenhagenize Design Co was involved in the cyclelogistics.eu project for three years and our partners arranged all manner of events with numerous cargo bikes to encourage citizens to try them out and get a feel for them, in cities around Europe. It really helps broadcast the message if people get to test them out.

        The more events around the world, the better!

        ---
        Here are some links to cargo bike history:

        - History of the svajere - cargo bike messengers - in Copenhagen

        - The original cargo bike messengers

        - Brazil is a cargo bike capital

        15 March 2016

        Bicycle Infrastructure Fail(s)

        Bizarre Bicycle Infrastructure
        By and large, we are optimists here at Copenhagenize Design Company. In our extensive travels around the world to our client cities and to give keynotes, we are privileged to see so many cities changing for the better and working to reestablish the bicycle as transport on the urban landscape. We get to work with great cities to help them make it happen. I've ridden bicycles in over 70 cities around the world with my work and while often the infrastruture is sensible, once in a while I am presented with weird stuff. Like the photo, above, taken in Washington, DC by our colleague Ole Kassow of Cycling Without Age. Initially, our team of planners and urban designers here at our Copenhagen office had a good laugh but then it sinks in. This is actually a thing. Someone was tasked with putting in bicycle infrastructure and THIS is what a city ended up with. Center-running lanes.

        Here's the rub. Best Practice in bicycle infrastructure is basically a century old. Dedicated bike paths date from 1892 when an equestrian path was turned over to bikes on Esplanade in Copenhagen. In 1915, the first on-street, curb-separated cycle track was installed on Strandboulevarden. From there, protected bike infrastructure spread out around the world.

        Over 100 years, the infrastructure has been tested by easily hundreds of millions of daily cyclists. Planners have tweaked and experimented, made mistakes and fixed them and ended up with a Best Practice that is simple, effective, safe and cost-efficient. Generations of planners and engineers have done an amazing job and just handed us everything we need on a silver platter. There are only four types of infrastructure in Danish Best Practice. One of the designs fits any street in the nation and any street in any city in the world. Copy-paste, baby.

        Why, then, do we see crap like in the photo, above, showing up on city streets? Who, in their right mind, would ACTUALLY choose to put cyclists in the middle of a street with speeding cars on either side? Certainly not anyone with an understanding of the bicycle's role in urban life as transport or a sincere desire to encourage cycling and keep people safe. As I suggested on Twitter, find the person who is responsible and fire them. A flippant remark - but still a serious one.

        The primary problem is that traffic engineering, in certain countries, still has influence on planning and urban design. In America, where this infrastructure was put in, bicycles are placed in the same category as motorized vehicles. In countries that GET the bicycle's role in cities, they are regarded as fast-moving pedestrians and we've been planning for them for a century.

        We work with planners and engineers all over the world so we realise the challenges in changing the old-fashioned, car-centric mentality. It is, however, 2016. Planning for bicycles is child's play. Or should be.

        Copenhagen Rush Hour_3
        Cycle tracks run parallel to the sidewalk. Separated from the motorized traffic. Period. It's not rocket science.

        Looking at the photo from Washington, DC, my first thought is, "how am I supposed to get to a destination in mid-block"? Do I go up to the next intersection and walk my bike back? Why would I want to cycle with my kids or my grandparents on a barren wasteland as cars fly past?

        No humans were considered in the development of this solution. There is no respect for access, safety and no broader idea of an intelligent, cohesive network.

        "Oh, but it works!" You hear muttered from the wings of urbanism. What works, exactly? Cycling down this stretch is possible, yes. We are, however, planning our cities for the next century of transport. It is important to plan properly, using solutions that are tried and tested. Using cyclists as guinea pigs in solutions whipped together by lazy, car-centric engineers is ridiculous when we know the best way to approach it. Don't even get me started on the folly of on-street bi-directional lanes on stretches with cross streets.

        I wonder if the people who mutter, "oh, but it works!" have homes filled with chairs sporting only two and a half legs. Technically, they work. You can take a load off. Rest your tired limbs. But they are not exactly Best Practice. We figured out as far back as the Neolithic period that four legs or a solid base is the best way to design a chair.

        This is the chair at the moment in too many cities. Bits and pieces that don't connect up in a network, loads of sharp edges but technically - they tell us - it works. None of us have four of these in our living rooms.

        If we design cities for humans, with respect for the human experience, safety, logic and ease-of-use, you wouldn't see stuff like a bike lane in the middle of a street, or sharrows, in any city. Engineers stare at computer screens and geek out on mathematical models. Designers think about the human on the other end of the design process. It's a human to human process. Let's design our streets like we did for 7000 years before we invented the automobile.

        The proponents of this center-running lark call it "context sensitive design". Just using the word "design" is an insult to generations of bicycle planners who worked so hard to establish best practice. The DC solution is engineering. By people who don't understand human-centric design.

        I'm so inspired by Washington DC. They put bike lanes in the middle of the street. So here is center-running cafes! Awesome!
        But for those who insist on putting humans in the wasteland, what about just going all in? I tested the theory at my local wine bar the other evening.

        Barcelona Infrastructure
        "Oh, but they have them in Barcelona!" Yes. And in Nantes. And in Sao Paulo. Does that mean it's a good idea? No. It just means that these cities have allowed themselves to listen to engineers instead of designers. I have ridden on the ones in Barcelona several times, on holidays with my kids and while working. No access to destinations in mid-block. Wide, arrogant intersections that force you to speed across them. The City is currently revisiting these designs, realising that they are not "all that".

        The one in Nantes is shouldered by low-speed car and tram lanes that allow easy access back and forth across the street. The one in Sao Paulo is an even bigger brain fart than the one in DC.

        Barcelona Cycle Chic_4
        One difference about Barcelona is that most of the city is a 30 km/h (20 mph) zone. The City is focused on slowing the whole place down in order to save lives, reduce injuries and create a more life-sized city. The center cycle tracks lead to roundabouts, which make at least a bit more sense than throwing you into a car-centric intersection. The infrastruture in DC is focused on the fit and the brave, not the 99%. Hardly an intelligent way to grow cycling as transport.

        One rule of thumb to consider is a simple one. If you don't see an infrastructure design in the Netherlands or Denmark, it's probably a stupid infrastructure design. If you wouldn't put pedestrians in a center-lane between moving traffic, why the hell would you put cyclists there.

        It's all been invented. It's all right there, ready to use. Not using established Best Practice is three steps forward, two steps back and this is the time that we need to step boldly forward with confident, intelligently-placed strides.

        Don't worry. The engineers and planners we need to fire will probably get another job. There's other engineery stuff to do. When it comes to our streets, let's use designs and ideas that make sense.

        05 November 2015

        Arrogance of Space: Barcelona

        Barcelona Pity the Motorist

        Click here for a version in Catalan and Spanish // Feu clic aquí per una versió en català i en espanyol

        This week, Barcelona's Mayor Ada Colau and the vice-mayor of the city will visit Copenhagen. Colau was elected in May 2015, for the alternative left and green coalition "Barcelona en Comú" - or Barcelona Together. We're sure there the Barcelonans will harvest a great deal of inspiration on their visit. Regarding bicycle urbanism in particular, there are specific things that they should be looking at, concentrating on and writing down.

        I'm fond of Barcelona. I, myself, have spent much time in the city, not least on two summer holidays with my kids. We can, by and large, cycle around large parts of the city and feel safe now that some infrastructure and traffic calming has been put into place. I see Barcelona as a city with massive potential for increasing the modal share for bicycles and expanding on their leadership role since 2008. A fair ranking on The Copenhagenize Index also indicates that the city has done well compared to other large cities around the world. There is, however, lots of work to be done.

        Together with the Copenhagenize Design Company team in Barcelona, Jordi Galí Manuel and Maria Elisa, we discussed what the city needs to do and what inspiration they need to take home from Copenhagen.

        Infrastructure and Better Engineers
        One thing that is bizarre about Barcelona is that despite the fact that Best Practice infrastructure has been around for a century, they've let their planners and engineers make stuff up. Making stuff up instead of using established and tested designs is not a wise use of taxpayer money.

        Barcelona Citizen Cyclists
        One example is the bi-directional cycle tracks leading down the middle of the boulevards. Cyclists in the middle of the street - this is the last place you should be putting them. Having cycled extensively in the city, we don't see the value of making stuff like this up. In addition, the lights are timed so that you have to cycle at a fast pace to hit the wave. At each intersection, there is an ocean of asphalt to cross. Barcelona should plan for the 99% and adjust the wave to human speeds like 16-20 km/h.

        The city defends these wacky designs by claiming that they avoid conflicts with bus stop, trash trucks and that they improve safety at intersections. They only made this stuff up recently, so I doubt there is much comparable data - compared to Best Practice infrastructure. Bus stops? Do they seriously think that there are no busses in other cities like Copenhagen? The 5A bus here is the busiest bus line in Northern Europe, with 60,000 passengers a day. There are solutions in place for bus stops and bicycle infrastructure. Copy/paste. Save money. Get the best results.

        The city is also planning to make stuff up at a large roundabout. Nevermind the fact the Dutch have figured out best practice for roundabouts ages ago - let people make stuff up. It's only human lives you're playing around with.

        In effect, the City has said that "we don't have as many cyclists as Copenhagen, so we don't need more than narrow lanes in the middle of six lanes of traffic". Rule number one: you are NEVER planning for the cyclists you have now, you are planning for the people who COULD be cycling. Who WOULD be cycling if you had bothered to build decent infrastructure for them at the beginning, instead of paying the double for doing it twice, with taxpayers money.

        At the moment, the City doesn't have the engineering or planning expertise it needs to go the next level.

        Data
        The City of Barcelona has some data but they really don't have enough. Copenhagen is beyond a doubt the best city in the world to gather data about all aspects of urban life. This is a massive takeaway for the Catalans during their visit to the city.

        The Mayor would be much better prepared for arguing her case if she had reliable data to present to her opponents.

        Bolder Goals
        The City thinks it is planning for the people cycling now (even though nobody was cycling as recently as 2006) and they seem incredibly uninterested in increasing cycling rates that their official goal is to reach 2.5% modal share. For a city that has done so much for cycling, it's shocking that they can't be bothered to even aim for double digits.

        Arrogance of Space
        Arrogance of Space: Barcelona 01
        We decided to apply our Arrogance of Space tool to some random streets in the city. Here is a classic boulevard intersection on Carrer de la Marina. The classic form as laid out by Ildefons Cerdà back in in the late 1800s is apparent here. Cerdà planned for humans and sustainable transport but it is clear that the past few generations of Barcelonan politicians have put their money on the automobile and seen these intersections as massive parking lots and high-speed thoroughfares. Cerdà didn't make stuff up but others have since then.
        Arrogance of Space: Barcelona 01
        If you apply the Arrogance of Space tool to the intersection, it becomes apparent how undemocratic the space is.
        Arrogance of Space: Barcelona 01
        Removing the photo and the arrogance is completely and utterly clear. A few people in cars are given an ocean of red space to move around in. Pedestrians have half-decent facilities but when it comes to bicycle urbanism and modernising the infrastructure to accommodate for them, space has clearly not been provided.

        Arrogance of Space: Barcelona 01
        In Cerdà's grid system, the easiest way to fix the problem is to get a ruler.  Barcelona prides itself on its public space so there is ample opportunity to improve on that. Make the corners 90 degrees and create public space on each corner. Implement Best Practice bicycle infrastructure along the curbs, where it belongs.

        What a transformation that would be. Space for cars reduced to what they actually need and a massive win for pedestrians and public space. Cyclists would be afforded world-class infrastructure that would keep them safe and that would encourage more to to take to the wheel.

        Arrogance of Space: Barcelona 02
        Another randomly chosen intersection on Avenida Diagnol. Cerdà would roll in his grave if he saw what had happened here.
        Arrogance of Space: Barcelona 02
        Applying the colours and the same pattern appears.
        Arrogance of Space: Barcelona 02
        Complete engineering arrogance. Cars eating steak and bread crumbs for the cyclists. Pedestrians, too, have to navigate a veritable labyrinth in order to get from A to B.

        Barcelona has so many low-hanging fruits to work with. They have been brilliant at traffic calming their cosy streets in the old parts of the city. Cerdà laid the foundation for transport but Barcelona, at the moment, fails to see the potential in the wide boulevards and side streets.

        It is all right there for the taking. With Best Practice infrastructure, intelligent design and a focus on anthropology related to transport, Barcelona could rock the world with intelligent change.



        L’arrogància de l’espai: Barcelona - ara en català i espanyol

        Barcelona Pity the Motorist

        Traducción espa?ola está en el fondo // Click here for English version 

        Aquesta setmana , l'alcaldessa de Barcelona, Ada Colau i la tinent d’alcaldessa de la ciutat visitaran Copenhaguen. Colau, forma part de la coalició d'esquerra alternativa " Barcelona en comú " i va ser escollida al maig de 2015.

        Estem segurs que la seva visita serà una gran font d'inspiració per als barcelonins i barcelonines. Pel que fa a urbanisme i bicicleta en particular, hi ha coses específiques que han d'estudiar amb atenció i prendre nota.

        Sóc un fan de Barcelona . Jo mateix he passat molt de temps a la ciutat, al menys de dues ocasions en vacances d'estiu amb els meus fills. En general vam poder pedalar al voltant de grans parts de la ciutat i sentir-nos segurs, es noten les millores en infraestructures i la pacificació del trànsit motoritzat. Veig Barcelona com una ciutat amb un enorme potencial per augmentar la quota modal dels despla?aments en bicicleta i per maximitzar el seu roll com a líder des de 2008. Un posicionament just a The Copenhagenize Index també indica que la ciutat ha fet molt en comparació amb altres grans ciutats de tot el món. Tanmateix, hi ha molta feina per fer.

        Hem parlat amb els arquitectes de l'equip de Copenhagenize Design Company a Barcelona, ​​Jordi Galí Manuel i Maria Elisa Ojeda, sobre el que la ciutat hauria de fer en matèria ciclista i sobre la inspiració que necessita per endur-se a casa des de Copenhaguen.

        Infraestructura i millors enginyers
        Quelcom estrany sobre Barcelona és que, tot i que les millors pràctiques en infraestructura ciclista han estat implementades amb èxit arreu del mon des de fa al voltant d'un segle, la ciutat ha deixat als seus urbanistes i enginyers inventar-se coses. El inventar-se coses, en lloc d'utilitzar dissenys establerts i provats, no és un ús racional dels diners dels contribuents.

        Barcelona Citizen Cyclists
        Un exemple són els carrils bici bidireccionals ubicats en l'eix central dels passejos i avingudes. Ciclistes al mig del carrer, aquest és l'últim lloc en el qual haurien d'estar. Havent pedalat profusament per la ciutat, no s'entén el sentit d'inventar coses com aquesta. A més, les fases semafòriques estan coordinades perquè hagis de despla?ar-te a un ritme ràpid si vols atrapar l' ona verda. A cada intersecció, hi ha un oceà d'asfalt per creuar. Barcelona hauria de planificar per al 99% de la població i ajustar l'ona a velocitats humanes com de 16 a 20 km / h.

        L'Ajuntament defensa aquests extravagants dissenys afirmant que eviten conflictes amb les parades d'autobusos i els camions d'escombraries i que milloren la seguretat a les interseccions. Fa relativament poc que es fan aquestes invents , així que dubto que hi hagi quantitat de dades comparables amb la millor pràctica en infraestructura ciclista... ¿Parades d’autobús? ¿De debò es pensen que no hi ha busos en altres ciutats com Copenhaguen?

        L'autobús 5A aquí, és la línia d'autobús més concorreguda al nord d'Europa, amb 60.000 passatgers al dia. Hi ha solucions per a les parades d'autobús i la infraestructura ciclista. Copiar, enganxar. Estalviar. Obtenir els millors resultats.

        L'Ajuntament també està planificant i executant invents a les rotondes . Sense tenir en compte el fet que els holandesos han descobert la millor pràctica per rotondes fa anys, deixen als tècnics que s’inventin coses . Es clar, tan sols estan jugant amb vides humanes.

        En efecte, l'Ajuntament ha dit que " no tenim tants ciclistes com a Copenhaguen , de manera que no necessitem més que estrets carrils bici entremig de sis carrils de trànsit ". Regla número 1: MAI es planifica per als ciclistes que hi ha actualment, es planifica per a les persones que podrien arribar a ser usuaris de la bicicleta. Com seria el ciclisme urbà ara, si us haguéssiu molestat a construir una infraestructura decent des del principi, en lloc de pagar el doble per fer-ho dues vegades, amb els diners dels contribuents.

        De moment, la ciutat no té prou experiència en enginyeria o en planificació per arribar al següent nivell.

        Dades
        L'Ajuntament de Barcelona té algunes dades en quan als despla?aments ciclistes, però en realitat no són suficients.

        Copenhaguen és sense cap dubte la millor ciutat del món per reunir dades sobre tots els aspectes de la vida urbana.

        Aquesta és una gran comanda per endur-se els catalans durant la visita a la ciutat.

        L'alcaldessa tindrà millors arguments i estarà més preparada per defensar les seves idees si disposa de dades fiables per presentar a l'oposició.

        Objectius més ambiciosos
        L'Ajuntament es creu que està planificant per als ciclistes que hi ha ara (tot i que abans del 2006 no hi havia gaire be ningú) i semblen molt poc interessats en augmentar el repartiment modal en bicicleta quan estableixen un objectiu oficial d’arribar al 2,5% de quota per les bicicletes (PMU 2013-2018). Per a una ciutat que ha fet tant per al ciclisme urbà, és sorprenent que no s'atreveixin a ambicionar dos dígits.

        L’arrogància de l’espai
        Arrogance of Space: Barcelona 01
        Hem decidit aplicar la nostra eina sobre l'arrogància de l'espai en alguns carrers a l'atzar de la ciutat. Aquí hi ha una intersecció clàssica a l'avinguda de la Marina. La forma clàssica, com l’exposa Ildefons Cerdà a finals de 1800, és evident. Cerdà va preveure espai per als éssers humans i el transport sostenible, però està clar que les últimes generacions de polítics barcelonins han posat els seus diners en l'automòbil i han vist aquestes interseccions com estacionaments massius i vies d'alta velocitat. Cerdà no va fer invents estranys però els altres sí que ho han fet des de llavors.
        Arrogance of Space: Barcelona 01

        Si apliquem l'eina de l'arrogància de l'espai a la intersecció, es fa evident la forma i l'ocupació antidemocràtica de l'espai.

        Arrogance of Space: Barcelona 01
        Si traiem la foto original , l'arrogància és total i absolutament clara. A unes poques persones en els seus cotxes se'ls dóna un oceà d'espai de color vermell per moure’s. Els vianants tenen infraestructures mig decents, però quan es tracta d'urbanisme de la bicicleta i la modernització de la infraestructura per donar cabuda als ciclistes, l'espai no ha estat clarament proporcionat.

        Arrogance of Space: Barcelona 01
        En el sistema de quadrícula de Cerdà , la forma més fàcil de solucionar el problema és aconseguir una esquadra.

        Barcelona, ​​s'enorgulleix del seu espai públic, així que hi ha una gran oportunitat per millorar en això. Fent les cantonades a 90 graus i creant espai públic a cada cantonada . Implementant la millor pràctica en infraestructura ciclista que consisteix en col·locar els carrils bici enganxats a les voreres, on han d'estar.

        Això suposaria una tremenda transformació. L'espai per als cotxes quedaria redu?t al que realment necessiten i a més seria una victòria pletòrica per als vianants i l'espai públic. Als ciclistes se'ls donaria una infraestructura de primer nivell mundial, mantenint-los segurs i incentivant encara més l'ús de la bicicleta.

        Arrogance of Space: Barcelona 02
        Una altra intersecció escollida a l'atzar a l'Avinguda Diagonal . Cerdà es retor?aria en la seva tomba si veiés el que s'ha fet aquí.
        Arrogance of Space: Barcelona 02
        Aplicant els colors apareix el mateix patró.
        Arrogance of Space: Barcelona 02
        Enginyeria completament arrogant. Entrecot per als cotxes i motlles de pa per als ciclistes. Els vianants també han de navegar per un veritable laberint per arribar del punt A al punt B.

        Barcelona té moltes oportunitats a l'abast de la mà per treballar. Han estat brillants calmant el trànsit als seus acollidors carrers de les zones antigues de la ciutat. Cerdà va establir les bases per al transport però Barcelona, de moment, no pot veure el potencial dels amplis passejos i carrers laterals.

        Tot hi és a disposició. Amb les millors pràctiques en infraestructures ciclistes, un disseny intel·ligent i un enfocament en l'antropologia aplicada al transport, Barcelona podria sacsejar el món si fa un canvi intelligent.

        Traducción Espa?ola

        La arrogancia del espacio: Barcelona

        Esta semana, la alcaldesa de Barcelona, Ada Colau y la teniente alcaldesa de la ciudad visitarán Copenhague.

        Colau, forma parte de la coalición de izquierda alternativa " Barcelona en Comú " y fue elegida en mayo de 2015. Estamos seguros que su visita va a ser una gran fuente de inspiración para los barceloneses y barcelonesas. En cuanto a urbanismo y a bicicleta en particular se refiere, hay cosas específicas que deben estudiar con atención y tomar nota.

        Soy un fan de Barcelona. Yo mismo he pasado mucho tiempo en la ciudad, no menos de dos ocasiones en vacaciones de verano con mis hijos. En general pudimos pedalear en torno a grandes partes de la ciudad y sentirnos seguros, ahora que algunas infraestructuras y el calmado del tráfico se han puesto en su lugar. Veo Barcelona como una ciudad con un enorme potencial para aumentar la cuota modal de los desplazamientos en bicicleta y para maximizar su liderazgo desde 2008. Un ranking justo en el índice The Copenhagenize Index también indica que la ciudad ha hecho mucho en comparación con otras grandes ciudades de todo el mundo. Sin embargo, hay mucho trabajo por hacer.

        Hemos hablado con los arquitectos del equipo de Copenhagenize Design Company en Barcelona, ​​Jordi Galí Manuel y María Elisa Ojeda, sobre lo que la ciudad debería hacer y sobre la inspiración que necesitan para llevarse a casa desde Copenhague.

        Infraestructura y mejores ingenieros
        Algo extra?o sobre Barcelona es que a pesar de que las mejores prácticas en infraestructura ciclista han estado ahí desde hace alrededor de un siglo, han dejado a sus urbanistas e ingenieros inventarse cosas. Inventarse cosas, en lugar de utilizar dise?os establecidos y probados, no es un uso racional del dinero de los contribuyentes

        Un ejemplo son los carriles bici bidireccionales ubicados en el eje central de los paseos y avenidas. Ciclistas en el medio de la calle, éste es el último lugar en el que deberían estar. Habiendo pedaleado profusamente por la ciudad, no se entiende el sentido de inventar cosas como ésta. Además, las fases semafóricas están coordinadas para que tengas que desplazarte a un ritmo rápido si quieres atrapar la onda verde. En cada intersección, hay un océano de asfalto para cruzar. Barcelona debería planificar para el 99% de la población y ajustar la onda a velocidades humanas como de 16 a 20 km / h.

        El Ayuntamiento defiende estos extravagantes dise?os afirmando que evitan conflictos con las paradas de autobuses y los camiones de basura y que mejoran la seguridad en las intersecciones. Hace poco que hacen estas cosas, así que dudo que haya cantidad de datos comparables con la mejor práctica en infraestructura ciclista. ¿Paradas de autobus? ¿En serio piensan que no hay buses en otras ciudades como Copenhague? El autobús 5A aquí, es la línea de autobús más concurrida en el norte de Europa, con 60.000 pasajeros al día. Hay soluciones para las paradas de autobús y la infraestructura ciclista. Copiar, pegar. Ahorrar. Obtener los mejores resultados.El Ayuntamiento también está planificando y ejecutando inventos en las rotondas. No importa el hecho de que los holandeses han descubierto la mejor práctica para rotondas hace a?os – dejen a la gente inventar cosas. Tan sólo están jugando con vidas humanas.

        En efecto, el Ayuntamiento ha dicho que "no tenemos tantos ciclistas como Copenhague, por lo que no necesitamos más que estrechos carriles bici en medio de seis carriles de tráfico". Regla número uno: NUNCA se planifica para los ciclistas que existen actualmente, se planifica para las personas que podrían llegar a ser usuarios de la bicicleta.

        ¿Cómo sería el ciclismo urbano ahora, si os hubierais molestado en construir una infraestructura decente desde el principio, en lugar de pagar el doble para hacerlo dos veces, con el dinero de los contribuyentes.Por el momento, la ciudad no tiene suficiente experiencia en ingeniería o en planificación para llegar al siguiente nivel.

        Datos
        El Ayuntamiento de Barcelona tiene algunos datos, pero en realidad no son suficientes. Copenhague es sin lugar a dudas la mejor ciudad del mundo para reunir datos sobre todos los aspectos de la vida urbana. Esta es una gran encomienda para llevarse los catalanes durante su visita a la ciudad.

        La alcaldesa tendrá mejores argumentos y estará más preparada para defender sus ideas si dispone de datos fiables para presentar a la oposición.

        Objetivos más ambiciosos
        El Ayuntamiento cree que está planificando para los ciclistas ahora (a pesar de que había ciclistas hasta hace tan poco cómo del 2006) y parece muy interesado en el aumento del reparto modal en bicicleta. Su objetivo oficial es llegar al 2,5 % de cuota modal. Para una ciudad que ha hecho tanto para el ciclismo urbano, es sorprendente que no se atrevan a ambicionar dos dígitos.

        La arrogancia del espacio
        Hemos decidido aplicar nuestra herramienta sobre la arrogancia del espacio en algunas calles al azar de la ciudad.

        Aquí hay una intersección clásica en la avenida de la Marina. La forma clásica, según lo indicado por Ildefons Cerdà a finales de 1800, es evidente. Cerdà previó espacio para los seres humanos y el transporte sostenible, pero está claro que las últimas generaciones de políticos barceloneses han puesto su dinero en el automóvil y han visto estas intersecciones como estacionamientos masivos y vías de alta velocidad. Cerdà no hizo inventos raros pero otros sí lo han hecho desde entonces.

        (image)

        Si aplicamos la herramienta de la arrogancia del espacio a la intersección, se hace evidente la forma y la ocupación antidemocrática del espacio.

        (image)

        Si quitamos la foto original, la arrogancia es total y absolutamente clara. A unas pocas personas en sus coches se les da un océano de espacio de color rojo para moverse. Los peatones tienen infraestructuras medio decentes, pero cuando se trata de urbanismo de la bicicleta y la modernización de la infraestructura para dar cabida a los ciclistas, el espacio no ha sido claramente proporcionado.

        (image)

        En el sistema de cuadrícula de Cerdà, la forma más fácil de solucionar el problema es conseguir un gobernante.

        Barcelona, ​​se enorgullece de su espacio público por lo que hay una gran oportunidad para mejorar en eso. Hagan las esquinas a 90 grados y creen espacio público en cada esquina. Implementen la mejor práctica en infraestructura ciclista contigua a las aceras, donde debe estar.

        Tremenda transformación supondría eso. El espacio para los coches reducido a lo que realmente necesitan y una victoria pletórica para los peatones y el espacio público. A los ciclistas se les daría una infraestructura de primer nivel mundial, manteniéndolos seguros e incentivando aún más el uso de la bicicleta.

        (image)

        Otra intersección elegida al azar en la Avenida Diagonal. Cerdà se retorcería en su tumba si viera lo que se ha hecho aquí.

        (image)

        Aplicando los colores aparece el mismo patrón.

        (image)

        Ingeniería completamente arrogante. Carne para los coches y pan rallado para los ciclistas. Los peatones también tienen que navegar por un verdadero laberinto para llegar de A a B.

        Barcelona tiene muchas oportunidades al alcance de la mano para trabajar. Han sido brillantes calmando el tráfico en sus acogedoras calles de las zonas antiguas de la ciudad. Cerdà sentó las bases para el transporte pero Barcelona, por el momento, no puede ver el potencial de los amplios paseos y calles laterales.

        Todo está ahí a disposición. Con las mejores prácticas en infraestructuras ciclistas, un dise?o inteligente y un enfoque en la antropología aplicada al transporte, Barcelona podría sacudir el mundo si hace un cambio inteligente.



        17 November 2012

        Pedicabs the Latest Victim of Copenhagen's Anti-Cycling Militia

        Danish Bicycle History - Taxi
        The latest target for Copenhagen City Hall's anti-cycling militia is the city's pedicabs. Instead of embracing a transport form that doesn't pollute but rather creates jobs and adds an extra feature to the tourism experience in Copenhagen, City Hall is just going to make some laws and regulate them. Restricting a historical and tradtional feature on the Copenhagen cityscape.

        As it is now, pedicabs can gather where the customers are and earn a living based on the market. At times, in the peak months, there are a few too many parked together in certain busy areas. I can't see that this is a problem. It creates life on the streets. It's not like they're blocking the entrance to a hospital or anything.

        Wartime Taxi
        Nevermind that. Pull out the regulation machinery. From May 2013, the pedicabs will only be allowed to use a number of permanent taxi ranks set up for them. They won't be allowed to actively search for customers, although customers will be allowed to hail them as they pass.

        018
        Here's my Dad and his friend visiting Copenhagen last year. Hopping into a pedicab and following them on my own bike was the perfect way for them to get from A to B and to enjoy the ride. I know many of the pedicab riders. They're all pleasant and charming people and I've never seen them hassling passersby for business.
        My Kind of Taxi
        Maybe if Copenhagen joined the 21st Century and implemented 30 km/h zones like so many other cities, the pedicabs could be allowed to operate in the car lanes and replace the Mercedes taxis that storm through our streets. Perhaps the inner city should only be pedicab territory and they could deliver customers to fossil fuel-driven taxis on the perimeter of the city centre.

        That's just one idea fired from the hip. Off the top of my head. But apparently thinking new is not something Copenhagen City Hall is capable of doing at the moment. Easier to just regulate than embrace.

        The City's Mayor in charge of Traffic and Environment - Ayfer Baykal - was almost gleeful about the chance to regulate, "We'll tackle the situation where we can so that the pedicabs can be spread out more in the city and not just lump together on Str?get. I will also encourage the national government to regulate on this issue, so that we can demand things like statutory insurance, the safety of the pedicabs and the rider's competence."

        This from a Mayor who was spotted in her chaffeur-driven car being ferried less than a kilometre through the city centre to have lunch. And back again. An A to B that would have been quicker - and more intelligent - on a bicycle. Or perhaps even a pedicab.

        While we can discuss this issue and some of the finer points, it is just another anti-cycling measure in a long line of anti-cycling measures coming out of City Hall. There is a veritable witchhunt in Copenhagen at the moment - the likes of which have not been seen in decades. Stories like this only fuel the fire and contribute the increasingly negative branding of cycling in Copenhagen - in the media and in the public perception.

        Punters Cycle Taxi Headwind Alkis from Flying Tigers Copenhagenizing Al Jazeera_1 Conference Bike Kids2 Copentaxi

        Budapest Bicycle Life_10
        Pedicabs are a main feature in cities around the world these days. Most cities don't seem to have a problem with them. Above is a shot I took in Budapest in September.
        Barcelona Taxi barcedeux001 004
        Barcelona.
        SF Pedicab Disembark Riga Pedicabs
        San Francisco & Riga.

        Paris Bike Culture - Bike Taxi Taxi Sprint
        Paris & New York.

        Welcome to The New Copenhagen.

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