Cycling in Megacities Mexico City Cycling Strategy Development

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Cuthbert Marshall
7 years ago
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2 Presentation Rodrigo Guerrero Maldonado M. I m an Architect and worked for the Mexico City Ministry of Environment from to Coordinate of the City s Bicycle Mobility Strategy Subcoordinator Coordinator Subdirector of Bicycle Infrastructure I led a multidisciplinary team that developed and implemented the strategy buiding consensus or shared understanding across multiple agencies. 2

3 Mexico City The good 9 million+ people living in the city 12 million+ people in the Metropolitan Area Average temperature of 19º C 80% flat topography Over 13 million tourist per annum The bad... Over than 5 million cars Car occupancy rate of 1.3 per vehicle 30% of the population drive (daily) million daily trips 3

4 Public Transport 12 Subway lines (Metro) 8 million pax/day 5 BRT lines (Metrobus) 800 k pax/day 8 Trolley routes; 1 Tram route 70% daily mode share of public transport, bicycle, bike hire or walking Road network over 10,000 km A common payment card has been used for public transport since 2013 (except Trolley) 4

5 Green Plan Plan Verde, a medium term strategy (15 year), was published in 2007 to establish policies and actions to promote urban mobility, sustainable transport and resource management. This plan goes beyond government to incorporate society, private sector and universities: Land conservation Public spaces Mobility Water Climate change Energy Solid waste. 5

6 Mexico City s Bicycle Mobility Strategy Mexico City engaged with Mexico s National Autonomous University (UNAM) to develop the documents under the guidance of Gehl Architects. The strategy was developed as the core reference for policy development, citizen and government actions. It includes: Integrated vision Bicycle Mobility Strategy Bicycle Infrastructure Toolkit Bicycle Culture and Socialization Best Practices Monitoring and Evaluation Cartography (additional support volume) 6

7 Project Champion Transforming the city s transport system required a common agenda and shared goals across multiple government ministries. Led by the the City Major, the highest government position and the individual able to overcome possible breakdowns in communications. Ministries had to be alligned with the new cycle policies, strategy objectives and cycle design criteria. 7

8 3 axis I Socialization and bicycle culture III Infrastructure and Bicycle parking II Public Bicycle Hire Scheme 8

9 Bicycle interventions ( ) Commision of Cycle Strategy Recreational Route 10 km 14 km 24 km 40 km Cycle Hire Phase 1 1,200 bikes Downtown Extension Phase 2 & 3 4,000 bikes Phase 4 6,000 bikes First segregated cycle lane 6.4 km 28.7km 57.3km No. of bicycle trips made by day 100, 000 trips 350, 000 trips 9

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11 City core All initial actions took place within the City s core (3 districts), representing only the 7% of the complete city area It is the destination for most daily trips and the area of greatest highway congestion Traditionally, the most active district for cycling is Iztapalapa, in the Southeast People in Iztapalapa are frequent cyclists and required secure facilities to leave their bicycles near public transport. 1 hour cycle Core City Area Mexico City 11

12 Costs Cycling projects originally included road maintenance that should be the responsibility of a separate Ministry. Segregated bikelanes now only include new signals, new traffic lights, bollards, bikeway paint and, in some cases, drainage. The cost per segregated bikeway kilometer was reduced by more than 60%. 12

13 Today After 5 years of coordinated cycling actions, the core area is perceived as safer to ride a bike As average speed has reduced cyclist numbers have increased significantly The Police are now aware that cyclists have priority over motorized vehicles Cycling advocacy groups now demand better road maintenance and more segregated bikelanes If a safe route isn t provided for a cyclist, they will find one - even if its on the exclusive (BRT) lanes... 13

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16 Safety (Enforcement-Encouragement-Engineering-Education) Enforcement update road rules Encouragement free parking at large scale Bike Hubs, Ecobici s low cost Engineering permanent or temporary interventions Education communication initiatives to promote behaivour change to all road users Speed limit reduction a hidden goal Incorporate pedestrian priority in urban design Traffic calming criteria and measures are required (only 10% of the city s roads are primary routes) Share the road 16

17 Insights Political decisions include: Advertising companies will always look for profit (public bikes scheme operators); so establishing levels of service is vital Not providing cycle parking facilities may end in conflicts between pedestrians and cyclists Bicycle accounts are needed and needed to be delivered year after year in the same date so data may be comparable Alliances between projects may result in benefits for both of them (Parkimeters and bike share schemes working as complementary projects for example) 17

18 Megacities challenges Expansion from the core to the city s edge is unsustainable Develop parallel projects (e.g. large scale bike hubs at principal mass transit interchange stations) Ensure cycling requirements are included in future public transport and public realm projects Implement traffic calming on secondary or local roads Provide open data on all systems (information) Communicate cycling as part of an integrated transport system Implement TDM initiatives with the private sector Establish measures to maintain the integrity of the cycle lanes (for cyclists!) Share initiatives/knowledge and best practices 18

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Sustainable urban mobility: visions beyond Europe. Brest. Udo Mbeche, UN-Habitat

Sustainable urban mobility: visions beyond Europe 2 nd October 2013 Brest Udo Mbeche, UN-Habitat The Global Report for Human Settlements Published every two years under a UN General Assembly mandate. Aims