Abstract

Although drafting might be an effective bicycle racing practice, closely following someone else’s lead is not necessarily the best course of action when it comes to bicycle planning – particularly in emerging or starter cycling cities that have dramatically different complexities, contexts, and urban forms, to the exemplars of the literature. This contribution reflects on the knowledge gaps, policy transfer concerns, and most pressing research needs in South African cities, if the institutional and activist promotion of everyday cycling is to achieve its objectives. From the outset, a better understanding of the role played by past and current inequity on cycling acceptability is required. A mindful examination of who promotes cycling, to whom, and how, is key: a narrative that seems shaming, coercive, or a knowing better, is an unwise basis from which to redirect our automobile trajectory.

Highlights

  • Bicycle travel is virtually absent in South Africa’s flagship ‘cycling city’, Cape Town, with approximately 0.7% of modeshare (Hitge and Joubert, 2021)

  • In Johannesburg, it is much the same (Morgan, 2019a). When it comes to other modes, the walking: public transport: private car mode, split for Cape Town was 9%:38%:53% in 2018 (Jobanputra et al, 2021)

  • In Cape Town, the municipal authority has recently developed a strong policy commitment in the form of a Cycling Strategy (City of Cape Town, 2017)1 to increase the share of cycling to 8% by 2030

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Summary

Introduction

Bicycle travel is virtually absent in South Africa’s flagship ‘cycling city’, Cape Town, with approximately 0.7% of modeshare (Hitge and Joubert, 2021). Responses have shown us this.2 There are no easy ‘best-practices’ to transfer from cities that share the inequity and political and spatial characteristics of urban South Africa and that have the high rates of cycling to which Cape Town in particular aspires.

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Conclusion
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