Hubert’s Tricycle

This morning I had the pleasure of meeting Hubert and his tricycle. I spotted Hubert cycling along Whites Road near Lota, Brisbane at 8.20am. Seeing him out reminded me of the post I did about Cycling without Age programs– I just had to tell him how awesome I thought it was that he was out cycling.

Why chat to Hubert?   

As I approached, he caught my eye firstly because the only cyclists usually out at that time on a Saturday are packs of roadies. So it was cool that he was happily cruising around on his tricycle – and then I saw his ‘P-Plate’ (in Australia drivers who are about to get their license go from L = Learner to then P = Probationary, then full license. Drivers are on their P plates for three years). I thought the P-plate was a magic touch on the back of his bike. It was hilarious because it was on a bike, not a car. It was obvious from his age that he was certainly not a new road user and it also showed he had a good sense of humour.

I am always impressed when older people are riding; they are such an inspiration. So I stopped to have a chat to him and talk about the bicycle in his life.

Hubert’s story & his Tricycle.

Hubert is still riding at 75 years old. He loves his tricycle and the freedom it affords him and thinks that more people should have tricycles. He bought it awhile back and then fitted a small electric motor to it for assistance up hills. He said was not hard to do and more people could consider doing.

He is local to the area and rides everywhere – including to Bunnings to get hardware supplies, which he straps onto the back of his basket. He explained that the basket is very handy for shopping and carrying things and is an ideal option for older people.

We chatted about the stability that the three wheels afforded and how the assisted motor helped him when needed – and what a great tool this was for older people to maintain their independence; wellbeing; connection with community; mobility and self-confidence.

He had a wicked horn that was loud and fun – it made us both giggle. We chatted for a while, swapping a few stories about life on two/three wheels and bonded as only random lovers of bikes can on the side of the road. He was an absolute delight to chat to and when I asked him if I could put his picture and story on this blog, he took on a serious tone, looked me in the eye and said with conviction:

“You do that, you tell people about tricycles and let them know how good they are. There needs to be more tricycles – you promote it!”

I salute you, Hubert!  

So here is to you Hubert – a quiet, unassuming man who loves riding his tricycle and whose good conversation, stories and wonderful energy serves as a marvelous example to us all that cycling knows no age.

It reminds that riding a bike still continues to bring positive changes to many people, regardless of age, in so many different ways. It made my day meeting Hubert and I am so glad I live in a community where people like Hubert are out riding bikes and being active in their communities.

 

 

More elderly cyclists.

 I have always admired older people who are still out cycling, despite whatever physical, health or social issues they may face – I remember Betty (92) telling me that she was worried about going outside because the wind might blow her over (she was physically very fragile). I can’t help but think that the stability of a tricycle would be an ideal solution to problems of fatigue, balance and reassurance that a number of older people have.

I suppose seeing those who are over 70 out on bikes makes me happy because I hope that I will be like them when I am their age. I have always felt it is important to acknowledge and interact with older riders, as they are defiant in being active – and active members of the community by cycling – which I think is such a great statement about challenging traditional views about age, fitness, health and mobility.

Politicians and Prime Ministers riding bikes

Having been back in Australia for a few days now, I was reminiscing about my recent NZ trip. I found myself revisiting the Rotorua Strategic Cycling Plan 2015-2018. Particularly, I have been reflecting on why it is that Australia has not yet implemented any similar clearly worthwhile initiatives. The backing of the local, regional and national governments has been instrumental in the success of NZ’s burgeoning cycling popularity.

For example, here are just some examples of how the NZ government is providing political ordinances and a proactive context for prioritising and promoting cycling in Rotorua and New Zealand:

National: Safer Journeys 2020Transport Demand Management StrategySafer Journeys for People who Cycle 2014NZ Transport Agency’s Cycling Safety Action Plan

Regional: Regional Land Management (RLM) 2011-2041

Local: Rotorua Integrated Network Strategy 2012-2014Rotorua Sport & recreation StrategyRotorua 2030 – Tatou Tatou – WE TOGETHERGrow Rotorua – Rotorua Biking Strategy 2014-2024

After my summer experience and seeing such forward thinking policy-making – it is obvious that Rotorua (and New Zealand in general) is light years ahead of Australia in relation to welcoming and harnessing the positive social and economic impacts that a well-managed and diverse cycling destination with purpose-built infrastructure has to offer. Melbourne has a number of colourful and energetic cycling communities, yet NSW is about to implement some of the toughest cycling fines Australia has seen, which has caused a national uproar. As the Rotorua Deputy Major identifies “These accomplishments don’t happen by chance. It takes amazing collaboration and community contribution to pull off such feats, and we certainly appreciate these continued efforts to boost Rotorua’s appeal as the world’s premier all- year-round mountain biking resort” (Rotorua Lakes Council, n.d.).

Some of the NZ Policies to promote cycling, like the Regional Land Management, are projecting for 2041!! Talk about managing sustainable cycling for future urban development! Where is Australia’s enduring forethought towards providing a safer, more active, more fit and sustainable society? How is it that in Australia, we don’t see our politicians and Prime Ministers riding bikes around our cities?

How is it possible that there are still such major inconsistencies and barriers in Australia for better cycling, when cities like Copenhagen, Amsterdam, Utrecht and Portland are celebrating and (socially and economically) benefiting from honouring and championing cycling as being a normal part of being a healthy, happy and productive citizen?

Simon Bridges, John Key and Todd McClay, on a ride around Government Gardens in Rotorua
Source: Waikato Times – Simon Bridges, John Key (NZ Prime Minister) and Todd McClay, on a ride around Government Gardens in Rotorua, 2015.

 

Ecomobility Festival

Practice: In September 2013, the town of Suwon, South Korea, went car free for a month for the Ecomobility Festival.  It took two years to plan and in order to help assist the locals’ mobility, 400 free public bicycles were provided as well as bike riding lessons as many residents had never ridden a bike before. I highly recommend that you have a look at the interesting event results now released in a book of the project here.

Neighborhood in Motion - Suwon: South Korea 2013
Source: Neighborhood in Motion

It took two years to plan and in order to help assist local mobility, 400 free public bicycles were provided as well as bike riding lessons as many residents had never ridden a bike before. This ambitious exercise in urban ecomobility was strategically designed to be for a longer duration. As the Ecomobility website identifies, many cities have had success with car-free days (or for even a week; however, the true test of adapting to a more sustainable lifestyle was to create a scenario where people could not simply put off or reschedule regular routines in order to participate in the social experiment – it needed to be more challenging to see if real changes were truly possible.

The results were fantastic and very positive.

Connection: In 1987, the United Nations’ World Commission on Environment and Development (better known as the Brundtland Report) was the origin of, and the first to use the term ‘sustainable development’. However, forewarning of the unsustainable nature of predominant economic development based on global resource depletion was not a new concept (Schumacher, 1973). When the report clearly articulated that ‘the hope for the future [was] conditional on decisive political action [and then] to begin managing environmental resources to ensure both sustainable human progress and human survival’ (World Commission on Environment and Development, 1987, pg. 11), the spotlight was turned firmly onto the need for progressive, immediate and comprehensive political change.

Neighborhood in Motion - Suwon: South Korea 2013
Source: Ecomobility Festival

Ecomobility Festivals are now being held in different cities (the most recent being South Africa in October 2015) each time to prove that mass community change IS possible. The most exciting aspect of this initiative is scale. If you suggest such a venture to an Australian politician, they would no doubt immediately claim that taking such decisive action is inconceivable – and certainly not within their power to do so. This case study proves otherwise, not once, but twice – rather impressively as well. So, where is our ‘decisive political action’?

street-races-in-suwon-ecomobility-festival
Source: Inhabitat

Impact: That is why the Ecomobility Festival is such an important step towards more positive social change. It demonstrates that decisive political action CAN be successfully implemented on a large scale and that bicycles and other non-renewable forms of transport are indeed very real, indispensable, logical and attainable options for sustainable cities of the future.

Not only that, but it was Korea first, then South Africa who are leading the world in exerting the precise necessary political action that the Brundtland Report identified as necessary in order for humans to overcome our current efforts in what Fry (2011) calls ‘sustaining the unsustainable’.

Results: To make a concerted change, bold decisions need to be made followed by action. More so than ever, it seems that the ecomobility framework not only creates positive social change, but equally highlights which communities are lacking in the political leadership necessary for change. It is also rewarding to see a rise in the political profile and popular recognition of the necessity of pervasive urban bicycle use.

 

Neighborhood in Motion - Suwon: South Korea 2013
Source: Fast Coexist

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Fry, T. (2011). Sustainability is meaningless – It’s time for a new   Enlightenment. The Conversation, 3 May, viewed 29 July 2011 at <http://theconversation.edu.au/sustainability-is-meaningless-its-time-for-a-new-enlightenment-683>

Schumacher, E. F. (1973). Small is beautiful: Economics as if people really mattered. Abacus, London64.

World Commission on Environment and Development.(1987). Our Common Future. United Nations, Oslo.

Women & Mobility

Why women in developing countries should have Bicycles.

Mobility, especially to workplaces and markets, for the women and girls who make-up 70% of the world’s poor, is often hampered by distance, cost, carrying capacity, time and availability. Many of these women are limited to walking and in many cases headloading an average of 20kgs to transport goods. Rural African and Asian women will walk on average 6 kilometres each day for water, food and fuel collection, which prevents them from working or going to school and puts them at direct risk of sexual assault, whereas a bicycle is three times faster than walking (World Bank, 1996) and can carry up to seven times more than one woman headloading.

gowestafrica.org
Source: gowestafrica.org

Women are often culturally restricted from operating or using motorised transportation. They are further constrained by often having children or other dependents with them, therefore less likely to get a ride. Bicycles significantly relieve these physical and transportation impediemnts, as well as being non-polluting, lower in cost, easier to customise for specific purposes and are generally easier to repair and maintain than other motorised forms of transport.

If indeed “one of the best ways to help the poor is to improve non-motorized transport” (World Bank, 1996 pg 73), then a bicycle is an obvious and logical strategy to help minimize the impacts of poverty. Investment in women has massive knock-on effects considering that for each woman who is able to break out of the poverty cycle, four other people are taken with her as a result. Such an outcome has an immediate positive impact on families and communities.

However, as Mozer (2015) identifies, ‘to the limited extent that bicycles have been introduced into the structure of transportation in Africa, women generally have been excluded from access to the benefits’ . This is an area  of particular interest for me and an element which I will  be investigating in some detail in subsequent posts.

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All facts attributed to Walk in her Shoes (2015) website unless otherwise specified. As accessed at http://www.walkinhershoes.org.au/facts.

World Bank Policy Review Paper (1996) Sustainable Transport. Viewed on Wed 4th Nov, 2015 as accessed at http://www.worldbank.org/transport/transportresults/documents/sustain-transp-1996.pdf