Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 66

h)  Security of bicycles against theft (at terminal points of journeys etc) and personal security of users

7.5.3.      A few words of caution need to be expressed prior to suggesting that bicycle measures should be a strong recommendation within an urban transport strategy.

a)  First, in some cities, bicycle facilities have been introduced with the hope rather than the expectation of encouraging bicycle use and are not, nor are likely to, meet any existing, or realistic potential, demand.  Bicycle paths have been constructed simply because they were “easy” to build at no inconvenience to others and are able to appeal to politicians eager to present an environmentally sound image.

b)  Second, it is reported in that in China (where most use is made of bicycles) that bicycles are incompatible with modern transport, they are regarded as “backward” and that they are gradually being sidelined at the expense of motorised (particularly two wheel motorised) vehicles.  The situation is demonstrated by the failure to implement, under a Bank project, the majority of the proposed bicycle-only schemes in the Shanghai UTP I and other projects.  It has been stated^[27] that the “Bank may be fighting a losing battle on NMTs and if they are a critical issue for the Bank then NMT measures need to be backed up with (loan) covenants”.  A strong technical and environmental case for bicycle measures in appropriate conditions can be made and to overcome this fundamental policy difference, it is necessary to continue to promote the case (see below) and to improve bicycle measure planning and design.

7.5.4.     Although bicycles in many developing cities are likely to used by the poorer sections of

society, there will still be potential users who find bicycles unaffordable.  In Lima, the Peru Transport Rehabilitation Project included a bicycle component that is beyond a simple cycle track and offers a innovative example.  The component

♦            financed a segregated bicycle only way between a low income area and a major employment area;

♦            provided a line of credit to enable potential users to borrow funds (US$100 maximum) to purchase bicycles; the line of credit was managed by a municipal bank but, most importantly after a very slow take-up, a private firm promoted the line of credit; and

♦            liased with employers to provide safe and secure bicycle storage facilities at the places of work.

7.5.5.      Bicycles can have a role in the traffic system.  The role may vary greatly with level of city development, traffic conditions, extent of public transport and personal incomes.  In some cities such as in India and China (at least currently), the bicycle role is very important and improvement measures are  likely to have a positive poverty impact.  In other cities, it may be possible to promote an important role.  Bicycles should be treated as an integral part of the traffic management system and strategies should be designed to capitalise on their strengths  In the past, the potential role for bicycles was stated^[28] by the Bank to be as follows; while various details of the case can be questioned, the general direction is still reasonable.