Nowadays bicycles are not only used for sports or as a recreational activity, as more and more people are choosing bicycles as their main means of transportation. Architecture plays a fundamental role in promoting the use of bicycles, as a properly equipped city with safe bicycle lanes, plentiful bicycle parking spots, and open areas to ride freely will encourage people to use their cars much less.
Cities are now positioning themselves as a key promoter of sustainable mobility, and Denmark and the Netherlands are currently the leading countries in the field of architecture for bikes. They are considered a cyclist's paradise because of their excellent infrastructure and architecture, making them a worldwide reference.
via Shutterstock | givaga | View on Avenue des Champs Elysses
As the countdown to the XXXIII Olympic Games in Paris ticks away, the city is making preparations that will completely shift its urban landscape and infrastructure. Set to be the largest event ever organized in France, the games will start on 26 July and continue till 11 August 2024. With only 200 days left, the Paris City Council has approved around 43 new initiatives acting as a catalyst for the city's transformation – aiming for a greener, healthier, and mobile Paris. From cleaning the Seine River to building a cycling lane, activating a transit line, and banning non-essential city traffic, the heart of the French capital is on a mission against time to revitalize its historic urban core.
What role will bicycles play in the cities of tomorrow? Their implementation as a more sustainable form of transportation for commuting to work or school, as well as for various household and recreational activities, has become an opportunity for thousands of architects and urban planners.
Architect Antoine Predock has unveiled his vision for the Albuquerque Rail Trail, a multi-use trail that will connect key destinations in the greater downtown area of New Mexico’s largest city. The project set out to combine the utility of pedestrian and bicycle pathways with the culture and history of the lands, encouraging healthy recreation, cultural expression and economic development. The Rail Trail project is of the Mayor’s Institute on City Design, Just City Mayoral Fellowship.
Over the last few years, bike share systems experienced a renaissance as the pandemic forced a hard decline in other forms of public transportation like trains and commercial flights where people wanted to avoid close contact with strangers. While ridership is now on a slow decline, since much of the “normal life” aspects have returned, many people continue to see bike shares as a viable means of transportation, lured by the ease and affordability of getting from place to place.
Ambitious technologists have claimed for decades that self-driving cars are the future. Yet, looking at recent years, the biggest revolution has come from vehicles on two wheels, not four. Fueled by the pandemic, increased oil prices, climate change and the desire for healthier lifestyles, we are now living in the midst of a bicycle renaissance. But to understand how we got here, it is crucial to look back. When the automobile became more widespread in the early 1900s, it quickly became a symbol of progress along with all it entailed: speed, privatisation and segregation. Adopting a car-centric approach, urban planners had to reorganise entire cities to separate traffic. Cars took over public spaces that used to host dynamic city life and parking lots, highways and gas stations became common landscapes. Pedestrians that once ruled the streets were herded into sidewalks and children relegated to fenced playgrounds. Ironically, cities were being designed for cars (not humans).
Over the last century, cars have been the dominant element when designing cities and towns. Driving lanes, lane expansions, parking garages, and surface lots have been utilized as we continue our heavy reliance on cars, leaving urban planners to devise creative ways to make city streets safe for pedestrians and cyclists alike. But many cities, especially a handful in Europe, have become blueprints for forward-thinking ideologies on how to design new spaces to become car-free and rethink streets to make them pedestrian-friendly. Are we experiencing the slow death of cars in urban cores around the world in favor of those who prefer to walk or ride bikes? And if so, how can it be done on a larger scale?
The first phase of what will become the world’s largest bicycle parking garage has opened to the public in Utretch, The Netherlands. Currently with a capacity of 6,000 parking spaces, by late 2018 it will have enough space to house 12,500 bicycles – outpacing the current record holder Tokyo’s 9,400-capacity Kasai underground station in Tokyo. When completed, the garage and its surrounding area will contain space as many as 22,000 bikes.
I spent four glorious days in Copenhagen recently and left with an acute case of urban envy. (I kept thinking: It’s like... an American Portland—except better.) Why can’t we do cities like this in the US? That’s the question an urban nerd like me asks while strolling the famously pedestrian-friendly streets, as hordes of impossibly blond and fit Danes bicycle briskly past.
Copenhagen is one of the most civilized cities on the planet. The world’s “most livable,” it’s often called, with some justification. (Although a Danish relative did caution me, “Spend a few weeks here in January before you make that pronouncement.”) But the seemingly effortless civility, Copenhagen’s amazing level of grace, is not an accident of place or happenstance. It’s the product of a shared belief that transcends urban design, even though the city is a veritable laboratory for pretty much all of the best practices in the field.
Chongming Bicycle Park / JDS Architects. Image Courtesy of CycleSpace
The world’s first international Bicycle Architecture Biënnale - a showcase of outstanding built environment solutions around cycling - will take place this month in Amsterdam.
The event - organized by leading cycling innovation agency CycleSpace - takes place on Wednesday 14 June and will celebrate the cutting edge and high profile building designs that are facilitating bicycle travel, storage and safety around the world.
It's no secret that Copenhagen continues to invest massively in bicycle infrastructure like no other city on the planet. The network is already comprehensive and effective but the City continues to add important links, especially over the harbor and the canals. One of the more recent additions is the Inner Harbor Bridge—Inderhavnsbroen in Danish—that spans Copenhagen Harbor at a key, strategic and iconic point. It links the city center at the end of the postcard picture perfect Nyhavn with the Christianshavn neighborhood and the southern neighborhoods beyond. It is one of a series of 17 new bridges or underpasses for bicycle traffic that have been added to the City's transport network in the past few years.
The Inner Harbour Bridge was riddled with problems and was extremely delayed, as you can read here. Now, however, it's been open since July 2016. Let me be clear: I'm thrilled that we have a new, modern link over the harbor to accommodate bicycle traffic and pedestrians. I am over the moon that the number of cyclists crossing daily exceeds all projected numbers. The City estimated that between 3,000–7,000 cyclists would use the bridge but the latest numbers are 16,000. It's a massive success. But sometimes you can see the forest for the trees. I'm sorry, but Inderhavnsbro is a stupid, stupid bridge.
Courtesy of Flicker User Andreas Levers, Creative Commons
Amongst many things, Europe is known for some of the world’s most bicycle-friendly cities, offering safe and convenient travel routes for its two-wheeled commuters. Berlin, however, does not sit high on this list, but in an effort to address this, a new plan for a system of bicycle “superhighways” is undergoing implementation, incentivising cycling as an efficient means of transport.
Studies commissioned by Berlin’s Senate Department for the Environment, Transport, and Climate Protection looked into 30 possible bike paths, covering stretches of at least 5km. Of these, 12 have been selected as future superhighways, intended to be completely separated from other vehicles on the road.
https://www.archdaily.com/866846/this-system-of-superhighways-creates-a-more-bicycle-friendly-berlinOsman Bari
In the race to bring driverless cars from a futuristic fantasy to a present-day reality, developers have touted a plethora of advantages, from reduced traffic congestion on roads to improved safety thanks to the elimination of human error. But the potential widespread implementation of driverless cars could also have profound impacts on the form of our urban environments, fundamentally reshaping infrastructure and land use. As recently as a year ago, this new technology was seen as decades away; however, recently Elon Musk, CEO of electric car maker Tesla, predicted that driverless cars will be capable of making cross-country treks within about two years, and a pilot program in the United Kingdom city of Milton Keynes plans to launch a fleet of driverless pod-taxis by 2018, matching Musk’s timeline.
The driverless car future could be just around the corner, and the normally slow-changing infrastructure of cities could be forced to apply quick fixes to adapt. At the same time, the full potential of driverless cars cannot be realized without implementing significant changes to the urban fabric. So how will driverless cars change how our cities work, and how will our cities adapt to accommodate them?
The Louisiana Channel recently paid a visit to one of the world's most bike-friendly cities to view what is dubbed "Copenhagen's new architectonic landmark," Dissing+Weitling Architecture's "The Bicycle Snake." "Strikingly slender" and boasting a simple orange track, the Bicycle Snake is a 230 meter bridge dedicated entirely to bikes. The steel bridge tries not to "be more that it actually is," unlike many other landmarks, connecting bicyclists to two main parts of the city by elevating them up to seven meters above the sea.
Boston's bicycle infrastructure grid: includes bike lanes, protected lanes, shared roads, and off-road trails. Image Courtesy of Washington Post
As cities worldwide are plagued with increasingly congested streets, more people are turning to bicycles to ease their commute. To accommodate the trend, bike lanes have been popping up around cities, yet often in a disjointed manner. A series of maps compiled by the Washington Post illustrates this surprisingly sporadic cycle infrastructure in several US cities.
Cropping up as afterthoughts in the existing urban fabric, many US bicycle networks consist of fragmented stretches of bike lanes and “sharrows” (shared car and bike lanes) loosely bound together by their proximity. In the case of Washington D.C., most of these are under a mile in length. A lack of cohesion and continuity leads to commuter chaos, forcing cyclists onto unprotected shoulders or into traffic when their designated lanes pull a disappearing act. Take a look at the maps after the break.
Today we are facing environmental issues more than ever. While architects, urban designers, policymakers and thinkers discuss the future of our cities, more and more people become aware of their own impact and use of space. Genre de Vie is a documentary film about bicycles, cities and personal awareness. Using the bicycle, Genre de Vie delves into how cycling contributes to the future livability of cities.
A popular bicycle lane and public road that connects the Amsterdam suburbs of Krommenie and Wormerveer has been impregnated with solar panels, making it the world’s first. The 70-meter stretch, serving 2,000 daily cyclists, was embedded with crystalline silicon solar cells encased within concrete and covered with a translucent layer of tempered glass. It is expected to be extended an additional 100-meters in 2016, providing enough energy to power three households. More information, here.
A revolution is occurring in street design. New York, arguably the world’s bellwether city, has let everyday citizens cycle for transport. They have done that by designating one lane on most Avenues to bicyclists only, with barriers to protect them from traffic.
Now hundreds of cities are rejigging to be bicycle-friendly, while in New York there is a sense that more change is afoot. Many New Yorkers would prefer if their city were more like Copenhagen where 40% of all trips are by bike. But then Copenhagen wants more as well. Where does this stop?
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