Mahathir Mohd Yasin/Shutterstock
Delivery riders are paying the ultimate price for the fact that our cities, their infrastructure and the rules governing them make cycling much more dangerous than it should be.
If we're to get more people walking and cycling in our cities, then we need to make it easier for people, and we can learn from others overseas.
Drivers and cyclists develop distinct identities of themselves and others in ways that mirror the formation of ethnic identities. And on-road segregation runs the risk of reinforcing this process.
Many rarely used bikes end up languishing in the shed.
Where bikes are kept is a strong pointer to the place of cycling in the owner's life. Effective active transport policy starts with understanding what stops people using their bikes instead of cars.
In cities like Copenhagen that have good infrastructure for cycling it’s an established commuting option alongside road and rail.
A breakdown in the road or rail systems often causes commuter chaos in Australia. Some overseas cities are more resilient because they have other options – and our bicycle network could give us that.
Downtown Seattle’s busy, protected bike lanes.
Seattle Department of Transportation
This collective fundraising technique helps defuse anti-cyclist sentiment before it dooms protected bike lanes and other new infrastructure.
When cyclists take over road lanes, self-driving cars will operate less efficiently.
Autonomous cars and people-centered communities are mutually exclusive, writes a cyclist and transportation scholar.
Drivers are to blame for about four out of five accidents with cyclists.
Australia has had an 80% increase in cyclist deaths in 2017-18. With drivers at fault in most collisions, their attitude and behaviour should be the main targets for change.
Street in Hangzhou, China, with trees separating a cycle track from road traffic and from the sidewalk.
Many US cities are investing in bike infrastructure and shade trees. Properly located, these additions can make streets cooler, cleaner and safer for all users – even those who drive.
Cycling can be more dangerous than it looks.
AP Photo/Kevin Clifford
The warm summer months encourage more of us to get outside and exercise, whether by shooting hoops or riding a bike. But there's a downside: higher risk of injury.
Citibike station in midtown Manhattan.
Dozens of US cities have launched bike-share programs in the past decade. There have been bumps – critics want wider access, and cities want bikes stored out of the way – but bike sharing is on a roll.
Bike-sharing schemes work when users leave the bikes in safe places that don’t inconvenience others, so why doesn’t everyone do that?
Mental short-cuts guide our everyday decision-making. Unfortunately, five biases can lead us to deny responsibility for our poor decisions and are creating problems for share-bike schemes.
After nearly a decade of operation, Brisbane’s CityCycle scheme still needs to be subsidised.
Many short-term bike-hiring programs have been launched amid much fanfare, only for their popularity to decline soon after. Several key factors need to be in place for a program to work.
Dramatic images of "bike graveyards" shouldn't be taken at face value – there's hope for bike-sharing schemes yet.
The Netherlands’ cycleways are popular for commuting, because the infrastructure is safe, accessible and convenient.
The Alternative Department for Transport
The evidence suggests a small investment in cycling infrastructure, combined with less punitive policing, would enable more Australians to escape daily traffic congestion.
A largely unused cycle lane between Sandton and Alexandra in Johannesburg.
Bike lanes in South Africa were meant to encourage commuter cycling and ease congestion but in Johannesburg the initiative garnered more outrage than support.
Easy to remember how to do, hard to figure out how it’s working.
What does it take to keep a bicycle upright and moving, without crashing?