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Double Skin Single Skin Image: Getty. Although the country will continue developing its renewable energy industries it will likewise continue expanding its use of coal, and are in the works to double total energy capacity by According to the World Resources Institute WRI , China is to add new coal fired power plants, and increase coal energy capacity by 75 per cent, over the coming decades.
Coal, and the pollution associated with it, are going to be a part of the Chinese condition for a long time yet.
‘Under the Dome’ may be a turning point for China's environment policy
Unlike other issues, the government cannot hide air pollution; the public can not only see it, but can monitor it, too, with apps and websites that show an up-to-the minute air quality index. The question facing the Communist Party is how it can balance public opinion, governmental fissures, industrial profit motives, and the stability of the domestic economy. An unrequited commitment to improving air quality at this point could backfire and make the Party look inept and weak — exactly how an authoritarian regime cannot afford to look, if it easy to retain the legitimacy to continue ruling.
It's survival. To the uninitiated, the capital is currently a mixed collection of backstreet Quietways, Cycle Superhighways, informal lanes and everything in between. So why is cycling in London so complicated? What separates your Quietways from your Cycle Superhighways? And why does it matter? For many Londoners cycling is defined by the collection of segregated cycle superhighways built under Boris Johnson.
After a tentative beginning, filled with cancelled plan s and safety hazards , Boris Johnson created tens of miles of paths on his two tier system of cycle superhighways and a backstreet alternative. In essence these cycle-paths escape the bustle of main road-adjacent superhighways, and are situated on quieter get it side streets.
The hope was this would make them more appealing to less confident cyclists. When you look into it more closely, however, things become a little less inspiring.
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The central London cycleway network, such as it is. Superhighways are blue, quietways are purple, rebranded cycleways are green. Image: TfL. On Islington's cramped Quietway 2 a faded line of paint is the only thing that marks the line between cycle lane and road. Across the network riders frequently face crossing busy road at open, unmarked junctions. Suffice to say, the Quietway programme is a mess. Oh — and many of these new cycleways will be getting their third set of new signs in recent years, despite little to no construction work.
Why exactly we suddenly need this integrated mesh of differing cycle paths is still a mystery. But none of these problems seem to be solved by just re-organising existing cycle-paths. Meekly they navigate old paths, side roads, and pedestrianised areas, inoffensive and inconvenient.
It entertains the idea that you can radically improve cycle paths and encourage cycling without even slightly inconveniencing drivers — or even in this case, your own bottom line. In reality, however, not every policy can be liked by everybody. You can only entertain both sides for so long before you run out adequate space, money and support to deliver your ideas.
Not only can we do better but we need to.