Avoid the urban sprawl disaster that is coming

 Urban sprawl—two words that define the way many modern cities have grown, often at the expense of community, environment, and efficiency. Let’s dive into the origins of sprawl, its impact on our cities, and how some places are fighting back.

The Origins of Urban Sprawl

The story of urban sprawl starts in the mid-20th century, particularly in the United States. After World War II, a combination of economic prosperity, affordable cars, and the dream of owning a suburban home led to rapid expansion beyond city limits. This phenomenon is characterized by low-density, car-dependent development, with single-family homes and strip malls sprawling over vast distances.

But how did we get here? The Federal-Aid Highway Act of 1956 was a game-changer. It created 41,000 miles of interstate highways, making it easier than ever to commute long distances. In addition, the GI Bill provided low-interest home loans to millions of veterans, further fueling suburban growth.

However, this shift wasn’t just about convenience. There were also social factors at play, like “white flight,” where middle-class families moved to the suburbs, leaving behind urban centers that became increasingly segregated and underfunded.

 

Los Angeles: The King of Sprawl

When you think of urban sprawl, Los Angeles probably comes to mind. Spanning over 500 square miles, L.A. is the poster child for car culture. By the 1950s, the city had torn out its extensive streetcar network in favor of highways and freeways. As a result, today, Los Angeles has one of the highest car ownership rates in the world, with around 2.3 cars per household.

The impact? A study by the Urban Land Institute found that residents of sprawling cities like L.A. spend up to 30% more on transportation than those in more compact cities. The average Angeleno spends around 100 hours per year stuck in traffic, contributing to high stress levels and air pollution.

Furthermore, L.A.’s expansion has led to significant environmental consequences. The city consumes enormous amounts of water from sources like the Colorado River, depleting natural resources and impacting surrounding ecosystems. The sprawling development also contributes to the urban heat island effect, making the city 3-5°F warmer than its rural surroundings.

 

The Hidden Costs of Sprawl

Urban sprawl comes with hidden costs. For starters, infrastructure like roads, sewage, and electricity grids becomes more expensive to maintain over large, spread-out areas. According to the Congress for the New Urbanism, sprawl costs U.S. taxpayers $1 trillion annually due to inefficiencies in services.

Socially, sprawling cities can exacerbate inequality. With limited public transportation options, car ownership becomes a necessity, putting a strain on low-income families. In fact, 40% of low-income households in sprawling areas like Atlanta spend over 30% of their income on transportation alone.

 

Curitiba, Brazil: A Case Study in Smart Growth

But not all cities have fallen victim to sprawl. Curitiba, Brazil, offers a counter-narrative. Starting in the 1970s, visionary mayor Jaime Lerner implemented urban planning strategies that prioritized public transit and green spaces over car-centric development.

Curitiba’s Bus Rapid Transit (BRT) system became a model for sustainable urban planning. Today, over 70% of the city’s population uses the BRT, reducing traffic congestion and air pollution. By focusing on compact, mixed-use development, Curitiba has avoided the pitfalls of urban sprawl. As a result, the city boasts 16 parks and 14 forests, making it one of the greenest cities in Latin America.

Curitiba’s approach to urban planning has paid off. The city has a 25% lower car ownership rate compared to other Brazilian cities of similar size. Additionally, Curitiba’s residents enjoy a high quality of life, with 99% saying they are satisfied with their city’s public services.

 

The Future: Can We Reverse Sprawl?

With the challenges of climate change and resource depletion, many cities are reconsidering their development models. Portland, Oregon, for example, has implemented urban growth boundaries to limit sprawl, preserving over 25,000 acres of farmland and forest.

Similarly, Copenhagen aims to be carbon-neutral by 2025 by encouraging cycling and pedestrian-friendly spaces. Already, over 62% of Copenhagen’s residents commute by bike daily, drastically reducing the city’s carbon footprint.

Moreover, New York City’s recent initiatives to reclaim streets for pedestrians—like turning parts of Times Square into pedestrian-only zones—are a testament to the growing trend of prioritizing people over cars. These efforts are part of a larger movement towards “smart growth,” which focuses on sustainable, compact, and people-oriented development.

 

Conclusion

Urban sprawl has shaped our cities in profound ways, often with negative consequences for both people and the planet. However, cities like Curitiba and Copenhagen offer hope that a more sustainable, compact future is possible.

 More about urban sprawl:

Correlations of Urban Sprawl with Transport Patterns and Socioeconomics of University Students in Cracow, Poland

Monitoring Urban Sprawl and Sustainable Urban Development Using the Moran Index: A Case Study of Stellenbosch, South Africa

Drivers of urban sprawl in two large Middle-eastern countries: literature on Iran and Egypt

URBAN SPRAWL IN MID-SIZED CITIES OF MENA, EVIDENCE FROM YAZD AND KASHAN IN CENTRAL IRAN

Sustainable Urban Growth Management Using What-If?

Are Car-Free Cities the Future?

Imagine cities where you can walk freely, breathe clean air, and never worry about dodging cars. Are car-free cities the future? Let’s explore how some cities are making it a reality.

 

The Rise of Car-Free Zones

With climate change, air pollution, and urban congestion on the rise, more cities are rethinking their reliance on cars. The push for pedestrian-friendly spaces isn't just about going green—it’s about creating healthier, more livable cities. Let's dive into two inspiring examples: Copenhagen and New York's Times Square.

 

Case Study 1: Copenhagen – The Pedestrian Pioneer

Copenhagen is often seen as the gold standard for car-free urban living. It all began in 1962 when the city closed off Strøget, one of its main streets, to cars, transforming it into one of the longest pedestrian-only zones in Europe, stretching 1.1 kilometers. At the time, many were skeptical. Critics argued that banning cars would harm businesses. But the opposite happened—foot traffic increased, and so did sales.

Fast-forward to today, and Copenhagen boasts 96 kilometers of pedestrian streets and 385 kilometers of bike lanes. In fact, over 62% of the city's residents commute by bike daily. The city's bold goal? To become completely carbon-neutral by 2025. Car-free zones are a big part of this plan, helping reduce emissions and improve air quality.

The city has also introduced car-free Sundays in select areas, which cut emissions by 20% during those days. Copenhagen’s transformation shows how reclaiming streets for people can lead to cleaner, healthier, and more vibrant urban spaces.

 

Case Study 2: Times Square, New York – From Traffic Chaos to Pedestrian Paradise

New York City may seem like an unlikely candidate for car-free spaces, given its reputation for traffic congestion. But in 2009, a bold experiment began: closing off parts of Times Square to cars. The initiative started as a pilot project to reduce accidents and ease congestion. To everyone’s surprise, it was a massive success.

Pedestrianizing Times Square freed up 2.5 acres of space previously dominated by cars. This project turned one of the busiest intersections in the world into a pedestrian haven, attracting around 400,000 visitors daily. Traffic accidents dropped by 40%, and injuries to pedestrians decreased by 35%. Businesses thrived as foot traffic soared, showing that prioritizing people over cars can lead to both safer streets and economic benefits.

Today, Times Square is a case study in urban design, proving that even car-centric cities can reimagine their spaces. New York is now exploring further pedestrian zones, inspired by the success of Times Square.

 

Other Noteworthy Examples

• Paris: Mayor Anne Hidalgo has been leading the charge to transform Paris into a car-free utopia. The city has banned diesel cars from the city center and plans to be entirely car-free by 2024. Paris has added 1,000 km of bike lanes and introduced “car-free” days, which have seen up to 50% reductions in nitrogen dioxide levels.
• Oslo: In a radical move, Oslo removed nearly all parking spaces from its city center in 2019, replacing them with bike lanes, parks, and pedestrian zones. The result? A significant drop in carbon emissions and a 10% increase in local retail sales.
• Bogotá: Colombia’s capital is famous for its "Ciclovía" program, which closes 120 kilometers of streets to cars every Sunday, allowing millions to bike, walk, or skate freely. This initiative, started in the 1970s, has become a model for car-free days worldwide.

 

Why Go Car-Free?

The benefits of car-free cities go beyond just cleaner air. Studies have shown that reducing cars in urban areas leads to lower noise pollution, better mental health, and even a stronger sense of community. A study from Barcelona found that converting 60% of streets into car-free zones could prevent 667 premature deaths annually, thanks to reduced air pollution.

Economically, pedestrian-friendly areas often boost local businesses. In Portland, Oregon, a study revealed that people walking and biking to shops spend 40% more money than those driving.

Moreover, car-free zones can help cities tackle the global climate crisis. Transportation is responsible for nearly 24% of global CO2 emissions, with a significant chunk coming from cars. By reducing car dependency, cities can make a major impact on their carbon footprint.

 

The Challenges of Going Car-Free

Of course, going car-free isn't without its challenges. Cities must invest in robust public transportation and cycling infrastructure to make up for reduced car access. There are also social equity concerns—how do we ensure that car bans don’t disproportionately affect those who rely on cars for their livelihoods?

But with the right planning and community engagement, these challenges can be overcome. The rise of e-bikes, electric buses, and even shared mobility services offers new ways for people to get around without needing their own car.

 

Conclusion

So, are car-free cities the future? If Copenhagen, New York, and Paris are any indication, the answer is a resounding yes. As cities continue to grapple with pollution, congestion, and the impacts of climate change, car-free zones could become the norm rather than the exception.

More about sustainable transportation:

How Subways Changed Cities Forever

Bikes vs. Cars: The Urban Battle

Top 10 Metro and Light Rail Systems in Southeast Asia Ranked

he Secret Mini-History of Sidewalks

The Land Use and Individual Correlates of Pedestrian Commuting: Who Walks to Their Work or Place of Study in the Large Cities of the MENA Region?

System Dynamics Modeling and Fuzzy MCDM Approach as Support for Assessment of Sustainability Management on the Example of Transport Sector Company

How Parks Saved Cities

 Have you ever wondered how cities would feel without parks? Just concrete, steel, and noise. Sounds like a dystopian movie, right? But there’s a reason why cities around the world have fought to preserve and create green spaces. Parks haven’t just made cities prettier—they’ve literally saved them! From boosting public health to giving us a much-needed breather from urban chaos, parks are some of the most vital lungs in any city.

Today, we’re diving into the fascinating story of how parks helped save cities, with two prime examples: Central Park in New York and Copenhagen’s green spaces. Get ready to find out how a few acres of green can transform an entire urban jungle!

Central Park, New York: The Green Lung of the City

Let’s start with one of the most famous parks in the world: Central Park in New York City. In the mid-19th century, New York was growing at an astonishing rate. As immigrants poured in and industry boomed, the city’s landscape became increasingly crowded, dirty, and chaotic.

In 1858, landscape architects Frederick Law Olmsted and Calvert Vaux won a competition to design Central Park, a vast green space right in the middle of the metropolis. But Central Park wasn’t just about aesthetics — it was a public health project!

Fun fact

Central Park spans 843 acres, which is larger than some countries! (Sorry, I mean Monaco.)

The park was designed to be the “lungs” of the city, offering fresh air and a place for New Yorkers to escape the suffocating urban environment. It provided a refuge where people could stroll, relax, and, most importantly, breathe. Remember, this was a time before air conditioning and modern public health standards.

Olmsted and Vaux believed that access to nature would improve the well-being of city dwellers, and they were right. Research today shows that green spaces like Central Park reduce stress, improve mental health, and even lower the risk of cardiovascular disease. It’s almost like a giant natural therapist in the middle of the city!

And let's be real—without Central Park, where else would you jog, do yoga, or awkwardly picnic while dodging frisbees in New York?

Data point

Over 42 million people visit Central Park each year, making it one of the most visited urban parks in the world. That’s roughly the population of Poland—visiting one park!

 

Copenhagen: A City That Prioritizes Green Spaces

Now, let’s head over to Copenhagen, Denmark—a city that’s taken urban green spaces to a whole new level. Unlike New York, where Central Park was built to offset the problems of rapid industrialization, Copenhagen’s parks were carefully woven into its urban planning from the beginning.

In recent decades, Copenhagen has gained a reputation as one of the most livable cities in the world, and a big reason for that is the way they integrate green spaces into the fabric of the city. The city’s planners weren’t just thinking about aesthetics—they were planning for public health, community interaction, and sustainability.

Fun fact

Over 60% of Copenhagen’s residents live within 300 meters of a green space. This isn’t just a coincidence—it’s deliberate!

One standout example is Superkilen Park, a park that’s also a global art project, showcasing design elements from 60 different countries to reflect the city’s diverse population. It’s more than just a place to relax; it’s a park that celebrates cultural diversity and fosters community bonding.

But Copenhagen didn’t stop at one park. The city has been systematically increasing its green spaces through initiatives like the Finger Plan, which ensures that urban development is always balanced with parks and green corridors. Copenhagen’s planners understood something crucial: green spaces aren’t just a luxury—they’re essential for a city’s health and sustainability.

Data point

Studies show that Copenhagen’s focus on green spaces has led to higher life satisfaction, and residents rank their quality of life 13% higher compared to other European cities. That’s the power of parks!

And Copenhagen isn’t just resting on its laurels. They’re aiming to be the world’s first carbon-neutral city by 2025, and green spaces are a big part of that goal. Parks help reduce the urban heat island effect, provide wildlife habitats, and even absorb carbon dioxide, making them crucial in the fight against climate change.

 

Parks and Walkability: A Win for Sustainable Transportation

Now, we can’t talk about parks without discussing walkability. Parks often serve as the hub for walking paths, biking trails, and sustainable transportation routes. They give people a reason to walk instead of drive, and that’s a big win for cities trying to reduce car dependency.

In cities like London, for instance, green spaces like Hyde Park and Regent’s Park serve as key components of the city’s walkability plan. They make it easier—and more enjoyable—for people to choose walking or biking over driving, contributing to a more sustainable urban future.

Fun fact: In cities with well-designed green spaces, residents are more likely to walk an extra 15 minutes a day, according to urban studies. Those extra steps might not seem like much, but over time, they contribute to lower obesity rates and improved cardiovascular health.

 

The Numbers Speak for Themselves

When you look at the numbers, it’s clear that parks aren’t just a “nice to have” — they’re a lifeline for cities:

• In 2020, a study found that access to parks and green spaces in the U.S. increased life expectancy by an average of 2.5 years in urban areas.
• Parks can increase nearby property values by 20-30%, which means they’re not only good for health but also for the economy.
• During the COVID-19 pandemic, park usage in many cities increased by up to 60%, showing just how critical these spaces are in times of crisis.

 

Conclusion: How Parks Saved Cities

From the creation of Central Park in New York to the forward-thinking green spaces of Copenhagen, parks have saved cities in more ways than one. They’ve improved our physical and mental health, enhanced social interaction, boosted the local economy, and even helped tackle climate change.

The next time you take a stroll through a park, remember that you’re not just enjoying a bit of nature — you’re walking through one of the most important, life-saving features your city has to offer.

So, whether you’re in a bustling city like New York or a sustainable haven like Copenhagen, take a moment to appreciate the green spaces around you — because parks aren’t just nice—they’re essential.

Read more about green design:

The Skyscraper, Green Design, & the LEED Green Building Rating System: The Creation of Uniform Sustainable Standards for the 2 1 st Century or the Perpetuation of an Architectural Fiction?

Tackling eco-urbanity: Housing and placemaking at the urban edge

Seven Rules for Sustainable Communities: Design Strategies for the Post-Carbon World

Bridges to Utopia? A Sustainable Urban District in Freiburg, Germany

The new district of Freiburg-Rieselfeld: a case study of successful, sustainable urban development

The Secret Mini-History of Sidewalks

 The Secret Mini-History of Sidewalks

Ah, sidewalks. We see them every day, walk on them, sometimes even skateboard or jog across them. But have you ever stopped to wonder, “Where did these things come from? And why do we even need them?” Well, my friends, sidewalks have a story, and it's way more fascinating than you think.

Today, we're diving into "The Secret History of Sidewalks," and how these humble paths shaped cities, impacted human mobility, and influenced walkability. By the end, you’ll see why sidewalks are not just slabs of concrete but the backbone of sustainable urban living.

Ancient Beginnings: Rome’s First Sidewalks

Let’s kick things off with the Romans. Ah yes, the Romans — those city planners extraordinaire who gave us aqueducts, roads, and even, drumroll please… sidewalks! Okay, they didn’t call them that, but they had raised footpaths alongside their Viae — those famous Roman roads that connected the empire.

These early sidewalks weren’t just for keeping pedestrians' feet dry when it rained; they were an early safety feature. The Romans realized that if you didn’t want to be run over by a horse-drawn cart, it was probably a good idea to have a separate, elevated area for walking. Genius, right?

Take Pompeii as an example. Excavations revealed raised stone sidewalks along their streets, with stepping stones so pedestrians could cross the road without stepping into muck or traffic. Rome’s footpaths were revolutionary for their time, emphasizing pedestrian safety in a world dominated by animal-powered vehicles.

 

Paris: Haussmann’s Vision and the Birth of the Modern Sidewalk

Fast forward to 19th-century Paris, where the city was undergoing a massive transformation. You can thank Baron Haussmann for the sidewalks we know today. Before Haussmann, Paris was a congested mess of narrow, medieval streets. Pedestrians had to squeeze past horses, carriages, and street vendors in conditions that were, let’s say… not ideal.

In the mid-1800s, Haussmann was commissioned by Emperor Napoleon III to redesign Paris, and one of his key contributions was wider streets with dedicated sidewalks. No more dodging carriages and manure — pedestrians now had designated zones to walk, shop, and socialize safely. And it wasn’t just about foot traffic; Haussmann’s broad sidewalks helped turn streets into social spaces. Cafés began to line these new boulevards, and Paris became a model for modern urban design.

Fun Fact: Haussmann’s sidewalks were also paved, unlike earlier dirt paths, which made them much more functional and pleasant to walk on, rain or shine.

 

Case Study: New York City’s Sidewalk Explosion

Now let’s hop across the Atlantic to New York City, where sidewalks exploded in the late 19th and early 20th centuries. With the city's rapid growth and industrialization, it needed to accommodate not just pedestrians but the influx of immigrants and urban workers.

By 1890, New York City had more than 350 miles of paved sidewalks, setting the stage for the modern city as we know it. Sidewalks in New York soon became bustling places where urban life happened — street vendors, kids playing stickball, and neighbors chatting outside their brownstones. Today, sidewalks in Manhattan can get as crowded as roads!

Ever tried walking through Times Square at rush hour? Good luck. You’ll feel like a sardine in a can!

 

Sidewalks and Walkability: The Forgotten Link to Urban Health

But sidewalks aren’t just about history — they are essential to walkability and sustainable transportation today. Urban planners now see sidewalks as crucial to making cities more livable, sustainable, and healthy. A well-designed sidewalk encourages active transportation like walking, biking, or even skating — modes of transit that are not only eco-friendly but also boost public health.

Take Copenhagen for example. It’s known for being one of the world’s most walkable and bike-friendly cities. Wide, continuous sidewalks and safe pedestrian crossings are integrated throughout the city, encouraging people to leave their cars behind and opt for walking or cycling. In fact, 41% of all trips in Copenhagen are made on foot or by bike. Copenhagen’s example shows how investing in good pedestrian infrastructure can reduce traffic congestion and lower CO2 emissions.

And let’s be real — you don’t have to go to the gym if you walk everywhere. Your sidewalk can double as your treadmill!

 

Case Study: Walkability in Curitiba, Brazil

Let’s also look at Curitiba, Brazil, a city globally recognized for its urban planning. In the 1970s, visionary mayor Jaime Lerner transformed the city with a focus on public spaces and pedestrian zones. One of his landmark projects was creating Rua XV de Novembro, the first major pedestrian street in Brazil.

Curitiba’s sidewalks are wide and well-maintained, designed to accommodate both foot traffic and street-level activities like outdoor markets. These improvements enhanced walkability, reduced traffic, and encouraged public transit use, making the city a model for sustainable urban development.

Curitiba’s success shows how prioritizing sidewalks and public spaces can create healthier, more vibrant urban environments.

 

The Problem of Sidewalk Inequality

But let’s not pretend it’s all smooth walking. Not all sidewalks are created equal, and some cities struggle with sidewalk inequality. In many U.S. cities, particularly low-income neighborhoods, sidewalks are incomplete or poorly maintained. A study by the National Complete Streets Coalition found that 43% of pedestrian deaths happen where sidewalks are missing or inadequate.

For example, in Los Angeles, a city notorious for its car dependency, nearly 40% of the city’s sidewalks are cracked or damaged. This makes walking not only inconvenient but also dangerous, particularly for people with disabilities, children, and the elderly.

 

The Future: Sidewalks and Smart Cities

Looking ahead, sidewalks are playing a central role in the development of smart cities. In places like Barcelona and Singapore, sidewalks are being integrated with smart technology — from sensors that monitor foot traffic to solar-powered panels that generate electricity as people walk.

These innovations aren’t just cool tech; they’re practical too. Data from smart sidewalks can help city planners optimize routes, manage crowds, and even identify maintenance issues before they become dangerous.

 

Conclusion: Sidewalks Matter

So next time you walk down the street, remember — sidewalks aren’t just a convenience. They’re a critical part of urban life that shapes how we move, interact, and build healthier, more sustainable cities. From ancient Rome to today’s smart cities, sidewalks have played a huge role in shaping urban development.

And that’s the secret history of sidewalks. Thanks for walking with us through time. Now, go take a stroll and appreciate that piece of concrete under your feet.

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Photos of bike lanes in Amsterdam, Netherlands (1)

GPS in pedestrian and spatial behaviour surveys

by Thomas S. Nielsen and Henrik Harder Hovgesen

The planning of the environment for pedestrian can be improved by using the newest gps tools for monitoring changes in human activity patters in time and space.
Using a personal GPS-device the locations and movements of respondents can be followed through a longer period of time. It will be possible to analyse how the use of urban spaces are embedded in a wider context of activity patterns (work, school etc.). The general patterning of everyday itineraries, including route choice and time spent at different locations “on the way” can also be analysed. If the personal GPS-device is combined with an electronic questionnaire, FX. in the shape of a Personal Digital Assistant (PDA) or cell phone, a whole new array of survey-possibilities comes into being. Respondents can be asked to register their activities, evaluate – or in other ways describe the attractiveness of places – based on their actual position in the urban area. Thus a new form of integration between research into activity patterns and urban places will be possible.
The paper presents the possibilities in spatial behaviour and pedestrian-surveys with GPS and electronic questionnaires. Demonstrative mapping of test data from passive GPS-registration of Copenhagen respondents is presented. The different survey-possibilities given a combination of GPS and PDA-based electronic questionnaire are presented – together with its possible applications in the context of pedestrian surveys.

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more about pedestrian travels:

Perceptions of Accessibility to Neighborhood Retail and Other Public Services

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Residents’ perceptions of walkability attributes in objectively different neighbourhoods: a pilot study

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Pedestrian streets in inner Copenhagen city, Denmark

more streets photos:

Photos of public spaces and pedestrian streets in Oslo, Norway

Pictures of the pedestrian streets in downtown Glasgow

The streets of central city of Aachen, Germany

The pedestrian streets of Bochum central city

The World's 7 Most Bike-friendly Cities

via momondo

Bike capital of the world; 40% of Amsterdam’s traffic is by bicycle and the 750.000 residents own an estimated 600.000 bicycles. Bikes are by far the most popular means of transport, partly due to that fact that it’s almost impossible to drive a car around the narrow streets with canals, and due to the high price of parking – if you are lucky enough to find a spot to park.

Just about everybody cycles in Amsterdam – and it’s not unusual to see mothers, 2 kids and shopping all on the same bike. With its extensive network of routes dedicated to cyclists, plenty of places to park (Amsterdam is building a 10.000-bike parking garage at the main train station) and its bike culture, Amsterdam is a great place to cycle.

...

photo by korafotomorgana

With a vibrant bike culture, I'm not sure that many Copenhagerners agree that Amsterdam is the world's bike capital. Approximately a third of Copenhagen’s resident’s cycle to work daily – including myself. With an extensive network of dedicated paths, separated from the main road – including traffic lights specifically for cyclists – cycling is a quick and practical way to get around.

The local council is planning to on doubling its spending on cycling infrastructure during the next couple of years, and already parts of town are car-free and taking a bike for free on the subway system enables you to cycle further afield.

To encourage tourists to enjoy Copenhagen by bike, the city provides more than 2000 public bicycles, which can be found throughout the downtown area. Simply deposit 20 dkr to unlock your bike from one of the 100 cycle racks and enjoy your trip. Your money is refunded, when you return the bike to one of the racks.

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BEST PRACTICE IN FACILITATING AND PROMOTING ACTIVE TRAVEL

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Bicycle policies of the European principals: continuous and integral

Innovative Urban Transport Concepts Moving from Theory to Practice

Metroradruhr: Germany's Ruhr Valley Inter-City Bike Sharing

Bike Share: A slice of Paris in Chicago

Bicycle policies of the European principals: continuous and integral

 A Fietsberaad Publication

The ten reports presented here are chiefly specifications of the general trend of ‘continuous’ and ‘integral’. Each town has its own story, with a different emphasis due to particularly local circumstances. The similarities and differences between the ten reports will be analysed in more detail at the end of this publication, in chapter 12. Ten cities with respectable bicycle use.
Often higher bicycle percentages are claimed. Upon closer examination, however, these only refer to local trips within municipal boundaries, or specific segments like commuter traffic. The table above and the national surveys below only provide data that are known to relate to the bicycle percentage in all trips (by inhabitants of the town or country concerned). These figures are derived from many sources; at least two per town (minor differences having been erased).

The Netherlands, Denmark, Germany and Belgium are the countries with the highest bicycle use in Europe. Within these countries, the ten cities discussed here really are foremost as far as bicycle use is concerned. Bicycle use in these countries and cities is of an altogether different level than elsewhere in Europe:
• In The Netherlands the bicycle percentage in the model split has been approx. 26% over the last decades. The top cities score between 35% and 40%; cities with the lowest bicycle use rank between 15% and 20%.
• In Denmark the bicycle percentage is between 15 and 20%. Differences in bicycle use between the cities are relatively small; bicycle use in the cities is quite commonly at a level of 20% of all trips. Only Odense and Copenhagen (far) surpass this: Odense approx. 26% and Copenhagen nearer to 32%.
• In Germany on average 10% of all trips are made by bicycle. The western federal states have a higher average bicycle use, especially Nordrhein-Westfalen. Next to Münster and Freiburg there are more cities with bicycle percentages between 20% and 30% there. In other federal states bicycles are by no means absent either; Berlin for instance has a bicycle percentage of approx. 10%.
• Belgium has an average bicycle percentage of not much more than 8%. Many cities in Flanders approach the level of Ghent: somewhat over 15%. The town of Bruges even has a slightly higher bicycle percentage.

Although average bicycle use is much lower in other European countries, there are some striking extremes:
• In Great Britain bicycle use is on average only 2% (London even slightly lower), but there are several incidental cases with a much higher degree of bicycle use (York and Hull 11%, Oxford and particularly Cambridge close to 20%). A similar pattern – even slightly more extreme – can be discerned in Sweden and especially Italy.

• Ireland scores 3% - 4%, with virtually no upward extremes (Dublin 5% at most).
• In Sweden bicycle use is on average 7% of all trips; for cities this is 10%. Peaks: Lund and Malmö 20%. The small town of Västerås (115,000 inhabitants) has an incredible 33% bicycle percentage according to a source quoted time and time again.
• In the Czech Republic, as in other Eastern European countries, there are a few cities with some degree of bicycle use (Ostrava, Olomouc and Ceské Budejovice, between 5% and 10%) and some with an even higher bicycle use (Prostejov 20%). However, average use is low: far below 5%.
• Austria has an average bicycle percentage of 9%, with Graz (14%) and Salzburg (19%) as extremes.
• Switzerland scores approximately 11% for bicycle use, with several cities at a slightly higher level, like Bern (15%), Basel (17%) and particularly Winterthur (approx. 20%).
• France has a low average bicycle use (5%), nor has it many extremes: Strasbourg 12%, Avignon 10%.
• Although in Italy average bicycle use is as low as 5% , with Rome even far below 1%, there are a number of striking exceptions. Especially the Po valley, with cities like Parma (over 15%) and with Ferrara as the best-known extreme example: around 30% bicycle percentage. Another remarkable town elsewhere in Italy is Florence (over 20%).

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pictures of bicycle parking in Münster (Muenster), Germany:

 

more about bicycle planning:

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The Public transport and priority to pedestrians and bicycles as a basis for the quality of life in capital cities

Urban Bikeway Design Guide Released

NACTO Urban Bikeway Design Guide

Buses Spread the Love in Copenhagen

By Erica Schlaikjer

Starting on May 3, Danish transport company Arriva introduced red-upholstered designated “love seats” on more than 100 buses in Copenhagen to encourage flirtation, smiles, romance and happiness among the city’s passengers, whether they’re happily single, married or still looking for love. The bigger idea — besides being cute — is to get people to leave their cars parked at home and enjoy riding public transportation, as more of a social endeavor.

“You never know what will happen,” spokesman Martin Wex told AFP. “We cannot guarantee that you will find the person of your dreams. We are just offering the possibility for people to communicate, to smile a bit more and possibly, to win someone’s heart.”

The love seat experiment will last for two weeks.

Marianne Faerch, a business developer with Arriva, which runs the majority of buses in Copenhagen, said in an interview with BBC that she has seen an increase in ridership. She says these campaigns are meant to show people that “you can actually take the bus and get a good experience out of it, and maybe, love.”

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more about Copenhagen:

The Public transport and priority to pedestrians and bicycles as a basis for the quality of life in capital cities

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Skyline photos of Copenhagen, Denmark 1

Where’s Low Carbon Transport in Post-Copenhagen Pledges?

The Public transport and priority to pedestrians and bicycles as a basis for the quality of life in capital cities

 GENERAL ASSEMBLY OF UCUE, Lisboa, 27th of September 2002

Amsterdam is a city of bicycles. And the local government not only wants to keep it that way, it wants to
further enhance the status of the bicycle. Ever since its Traffic Circulation Plan was drawn up in 1979, the City of Amsterdam has pursued an active pro-cycling policy. Moreover, government at the national and regional levels and other organisations are also working to develop cycling policy.
But cycling cannot be regarded separately from other aspects of mobility policy, such as motor vehicles and public transport. The decline in the number of parking spaces in central Amsterdam, the increase in parking fees and the expansion of the area in which they are levied will create more room for essential car travel. The bicycle is going to have to become a realistic alternative, particularly for non-essential car journeys over shorter distances.
Alongside utilitarian use of the bicycle, walking and cycling remain the principal recreational activities enjoyed by the Dutch population. When it comes to routes, three-quarters of people prefer a scenic alternative to a boring, unattractive one. They also prefer small patches of green space close to home rather than more extensive natural areas further away.
Good connections allowing people to reach the countryside easily from their homes are therefore essential, but so too are quiet green or waterside routes in the city itself. In addition, a policy to encourage long-distance walking is a priority in Amsterdam. The emphasis in that is upon rural, sometimes unmetalled routes on the edge of and outside the city.
The interests of walkers and pedestrians are strongly promoted in policy documents. The target is to create pedestrian-only "lanes" of 1.50 metres wide in the historic city centre and 3.00 metres wide in the surrounding districts. In order to guarantee their place in the city, a so-called "pedestrian norm" of 3.50 metres is aimed for when designing or reprofiling streets. Certainly in busy shopping streets, this standard acts as a counterweight to the existing demands of other road users such as cyclists, motorists and trams.

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Cycling in Copenhagen, by Canadian Veggie

more about bicycle planning in Europe:

On Amsterdam, bikes and the Copenhagen Wheel thingy

Making Transportation Sustainable: Insights from Germany

Reality Proves a Setback for Parisian Bike Rentals

On Amsterdam, bikes and the Copenhagen Wheel thingy

By Kate Rutter

User Experience Intensive (UXI) is happily underway in Amsterdam! Day 1 (Design Strategy) kicked off on Monday with Henning, and today the Design Research session is going strong with Paula. Andrew and I are in the wings, prepping for Day 3 (Information Architecture) and Day 4 (Interaction Design.) Last night was the official opening party for the Adaptive Path Amsterdam studio , and the room was buzzing with UX folks from across Europe.

I landed in Amsterdam yesterday and had a chance to walk around the city and drink in the canals, leany/tilty buidings and preparations for Queens Day. But what I noticed most on my walkabout is “Holy crap there are a lot of bikes in this town!”

Bikes filling the narrow streets…people dinging bells so they don’t wham into you…bikes locked to railings, racks, fences, each other…bikes loaded with families, babies, toddlers, deliveries, couples, old folks, young folk…bikes, bikes, bikes. With so many bikes zipping about, the UX in me wondered “Could we somehow capture the mobile sensing potential of bikes?”

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Cycling in a cold Copenhagen morning, photo by Mikael Colville-Andersen

more articles about Copenhagen:

Skyline photos of Copenhagen, Denmark 1

Creative Copenhagen: Globalization, Urban Governance and Social Change

Copenhagen planning super highways... but for bicycles

Skyline photos of Copenhagen, Denmark 1

Skyline of Copenhagen in the night, by Kim Bach

Copenhagen skyline, by Telstar Logistics

skyline of Copenhagen, photo by aimran85

Copenhagen skyline, by UnorthodoxY

Copenhagen skyline, by UnorthodoxY

Copenhagen skyline, by UnorthodoxY

more skyline photos from European cities:

Skyline photos of Venice, Italy 1

Skyline photos of Madrid 2

Skyline photos of Amsterdam 1

Skyline photos of Vienna, Austria 1

skyline photos of Madrid 1