8.2.3 Non-Motorised Systems
Non-motorised transport systems (bicycles, rickshaws, push-carts, etc.) have
been used to meet transport needs of urban poor and rural dwellers in developing
countries for a long time (Dimitriou, 1990; WRI et al, 1996). Recently, because
of its environmental benefits, cycling is seen as an option to meeting the growing
demand for urban travel provided its associated infrastructure is available
(WRI et al, 1996). Some European cities have instituted bicycle-friendly measures
such as dedicated lanes, improved signalling, etc. that have resulted in increased
use and, thereby, in an improvement of the environment. Delft and Groningen
in the Netherlands and Copenhagen in Denmark are examples. In the latter, cycle
trips increased by 50% in five years after instituting a cycle infrastructure
(PTRC, 1991). Cycling can be useful for short urban trips for both passenger
and freight trips in cities of developing countries (Dimitriou, 1990). Its use
varies widely among developing countries depending on the terrain, cost and
safety. It represents 30-50% of urban trips in China, 15-20% in India, 3.5%
in Africa and 16% in Latin America, though in the latter it is used more for
recreational purposes. However, safety is a major problem; in New Delhi and
Bangkok, 14% and 6% of fatal accidents were suffered by cyclists (Gate/GTZ,
1998). Despite this, for many developing countries with economic constraints
cycling can be an option if they can satisfy associated infrastructure needs.
Studies show that investments in infrastructure needs (dedicated lanes, parking
facilities, inter-modal facilities, special signalling) could be recovered between
1 to 4 years with good planning (Simon, 1996). Walking forms a substantial share
of movements in many countries, and can be a viable alternative for short distances
if the associated infrastructure such as footbridges, attractive and convenient
walkways and proper signalling are instituted.
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