Why Your Next Car Is a Bike
On the window of a bike shop in Copenhagen, a sign reads: Your next car is a bike.
More than 62 percent of Copenhageners cycle to work in one of the most bike-friendly cities in the world, and the municipality is actively investing in new bike lanes and green light waves to allow seamless commutes in the morning traffic. In recent years, new types of bikes, such as cargo and electric bikes, have also reduced the need for family cars.
But these trends aren't unique to Copenhagen. Around the world, cities are witnessing the emergence, and sometimes the demise, of smarter, healthier and cheaper transportation tools and systems, and they are attempting to integrate them into existing mobility patterns.
Paris pioneered one of the first city bike schemes, the Vélib', and projected it onto the global stage. The system took advantage of innovations in smart cards in the early 2000s to deploy a fleet of around 15,000 bikes, accessible by the hour, to residents and tourists. It soon became a refreshing new mode of discovering the city's leafy boulevards, away from traffic jams and crowds. The system was very successful and inspired similar schemes across the globe: Milan in 2008, London in 2010 and even NYC in 2013, which, to the surprise of many, has raced ahead on the path to becoming a bike-friendly city.
The next wave of innovation came from the East. Chinese startups Mobike and Ofo and Singapore-based oBike took advantage of GPS tracking. If you know where a bike is at all times, why do you need docking stations? And dockless systems were born, with clear advantages in terms of usage for customers and deployment for cities. Before spreading to many other cities in 2017, these companies raised billions of dollars in funding and became known as Chinese bike "unicorns," Silicon Valley jargon for companies with a valuation of $1 billion or more.
Then, the issues started.
First, quality. Many bikes required constant maintenance and were often out of service.
Then, vandalism, as bikes freed from docking stations were much more vulnerable to improper usage. They were drowned in Amsterdam's canals, and they eventually ended up in urban bike cemeteries around the world, giving rise to pollution concerns and prompting cities to get more stringent in granting licenses.
Finally, the business model came under pressure. At the beginning, new deposits by customers financed the deployment of new bikes, but market saturation soon threatened this strategy. As of now, several dockless bike startups have gone bankrupt, and Mobike — the remaining largest player — is considering selling most of the stakes of its European arm.
Yet, micromobility addresses important urban issues, and as such, it will certainly have a role in tomorrow's cities. Of all trips in the United States, 80 percent are under 12 miles, and in New York City, most don't exceed 2 miles. This is precisely where the car is not particularly competitive — and where micromobility is handy. Micromobility is more energy and space efficient, and safer if accompanied by dedicated urban areas.
Besides, why use a five-seat, 2,000-pound SUV to move what is often less than 200 pounds? If you can access one the vehicle that best suits you at the touch of an app, it would be better to go for a two-seater, when moving with a partner, or when alone, a single-pod car, bike, or even dockless electric scooter, which are now deployed by companies like Bird, Lime, Bolt and others. These scooter companies have attracted investment from big ride-hailing operators such as Uber and Lyft, and they're probably just the first sign of a richer biodiversity (or bike-diversity?) in mobility.
If micromobility can play a big role in the coming years, cities and investors should plan ahead to avoid recent shortcomings. To avoid polluting bike cemeteries, cities should start providing designated spaces for dockless parking. This would fit well with the trend of managing the curb as a city-wide resource that could provide income to public administrations. To manage this multipurpose physical space, there could be a corresponding unique digital platform — granting us the freedom to choose between cycling, scootering, walking, taking an on-demand vehicle, using the subway or train and hitching a ride with friends. We could call it the "moving web" — an integration platform similar to what happened with the airline industry a few decades ago.
Cities should also manage citizens' expectations. Urban tech means using the city as a lab. The next few years are an important time for experimentation, but city governments should communicate with citizens to educate them about tolerating failure. This means allowing ideas and innovations to be tested by people and using feedback loops to take users' responses into account.
If we are able to address the above issues, the future of micromobility will be bright — and will help make our cities healthier and more sustainable. And then, your next car could, indeed, be a bike.
Reposted with permission from World Economic Forum.
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They also encounter what some call an "infodemic," an outbreak of misinformation that's making it more difficult to treat patients.
When Leaders and Doctors Spread Misinformation<p>When people in charge of towns, cities, states, and countries spread misinformation, the potential for belief in misinformation to result in policies can have harmful effects.</p><p><a href="https://www.northwell.edu/find-care/find-a-doctor?q=Bruce+E.+Hirsch%2C+MD&insurance=&location=&query_type=provider&physician_partners=false&default_view=list&gender=&language=&sort=relevancy" target="_blank">Dr. Bruce E. Hirsch</a>, attending physician and assistant professor in the infectious disease division of Northwell Health in Manhasset, New York, says an example of this is when President Trump informed the public he was taking hydroxychloroquine as a preventive measure.</p><p>"To approach this enormous challenge, we need some intellectual honesty and clarity, and to disregard expertise and to make decisions and model decisions based on hunches is inviting us to handle challenges on the basis of rumor and uninformed opinion. The magnitude of that error is epic," Hirsch told Healthline.</p><p>Stukus agrees, noting that the harm of this proclamation is documented.</p><p>"Early on when the president touted the benefits of hydroxychloroquine and azithromycin, people started to hoard this medicine, and state boards had to shut it down because they were getting so many prescriptions for this unproven therapy that it was not available for those who truly needed it, such as those who have lupus and autoimmune conditions," Stukus said.</p><p>He adds that calls to poison control centers increased after the president suggested using disinfectant to prevent contracting the new coronavirus.</p>
Listen to Science, Even When it Changes<p>When recommendations change or evidence flip-flops, skepticism may arise. However, Stukus says change is the beauty of science.</p><p>"That shows us that we can evolve, and if the evidence shows that our prior thoughts were incorrect, we need to be able to change our recommendations and advice based upon the best quality of evidence at the time," he said.</p><p>Pierre agrees.</p><p>"Science is an iterative process, whereby we arrive at facts and truth through repeated and controlled observations. That means that it's inherently self-correcting as we revise conclusions based on ongoing research. Scientific facts aren't immutable dogma chiseled on a tablet. They change based on the best available evidence we have at a given point in time," he said.</p><p>Because research of COVID-19 has only been underway for 6 months, information is evolving rapidly, and new information may contradict old.</p><p>"There's still much we don't know about exactly how [COVID-19] spreads, what effects it has on the body, or how to best treat it. That means that the best available evidence is preliminary, but that doesn't mean that we should ignore it or turn to other sources of information or opinion as if they're just as valid," Pierre said.</p><p>He explains that conspiracy theories based on mistrust lead to vulnerability to misinformation.</p><p>If people mistrust science because it sometimes "changes its mind," Pierre said, "that shouldn't be used to embrace other opinions based on no evidence at all, which are typically selected based on confirmation bias: what we want to believe rather than what the objective evidence supports."</p>
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