Tag Archive: infrastructure

  1. UK government launches Active Travel strategy in Bristol

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    Source: Bristol City Council, ATE Image source: Amy W, Unsplash

    Active Travel England (ATE), the UK’s government agency focused on creating people-friendly streets and high-quality transport infrastructure, launched its new cycling and walking investment strategy (CWIS3) in Bristol. The strategy aims to deliver 5,000 new walking, wheeling and cycling routes and 10,000 safer crossings across England by 2030.

    ATE emphasises that the £4.5 billion strategy aims to make active travel choices an everyday reality, stating, “We will work across government to integrate active travel into health, planning, physical activity and cost of living policies.”

    The importance of integrating active travel with other transport modes is recognised, with the strategy moving towards a target for trip stages: “Many walking, wheeling and cycling trips are complete journeys, but many more are to or from a bus or tram stop, or a metro or train station. It’s important that we capture these trip stages to truly understand the extent of active travel in our communities.”

    The building of safe, coherent networks around schools is a priority, as is the creation of “a proper national active travel network – with every safe route mapped and accessible on route planning apps and consistent signage and road markings across the country.”

    During the launch, Transport Secretary, Heidi Alexander MP, Mayor for the West of England, Helen Godwin, national Active Travel Commissioner, Chris Boardman, and Bristol Deputy Leader Councillor, Heather Mack, took to the city’s shared bikes to see recent improvements to the Bristol-to-Bath Railway Path, which became the country’s first cycle path in 1985. Bristol City Council highlighted that it is investing in safer walking and cycling routes, including a School Streets Programme designed to reduce traffic outside schools during drop-off and pick-up times, the roll-out of more 20 mph (32 km/h) areas, and the upgrade of pedestrian crossings.

    In a video shared on ATE’s LinkedIn, Helen Godwin highlighted that sustainable-travel-conscious Bristol demonstrates the ambitions described in CWIS3, and business owners in one of the city’s pedestrianised streets spoke of the positive impacts, with the owner of a barber shop mentioning increased income, as well as the difference of a pedestrianised street to one with cars as “chalk and cheese…it’s a healthier street, the air feels a lot better, and it’s a safe street.”

  2. Tackling blame-shifting in road safety

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    Source: Stadszaken, SWOV

    Although there have been low traffic fatality numbers for many years in the Netherlands, the rate has more recently been increasing, with a total of 759 recorded in 2025, the highest since 2007. Martin van der Maas, an urban planner at the Municipality of Amsterdam, examined misplaced priorities, and allocation of blame towards cyclists and pedestrians.

    Martin draws attention to the unsuitability of increasingly large cars and strained urban traffic infrastructure for the 21st century. Car traffic travelling at high speeds is given priority, posing hazards and significant inconvenience to other road users: “Bicycle lanes and sidewalks that are too narrow, too many obstacles, insufficient freedom of movement for children, frequent merging, excessive waiting times, and dangerously close passes to speeding, overweight vehicles.”

    Martin speaks about this strong adherence to traffic culture from personal experience. Five years ago, his wife was injured while attempting to cross on a zebra crossing in Alkmaar in the early evening. The driver of the car had appeared to stop, but then suddenly pulled away, striking Martin’s wife and sending her over the front of the car.

    It transpired that the elderly driver later admitted he could no longer see well at dusk, but also that his greatest concern was keeping his driver’s license, for daily visits to his wife in a nursing home – a trip of one kilometre, along a bus route.

    Shifting the blame

    Martin was informed by a policewoman in the aftermath that the driver’s case was with the judicial authorities, and that he and his wife would not hear anything further about it. The policewoman also emphasised that Martin’s wife had been wearing a dark coat – which Martin counters with the fact that it is a wide zebra crossing, with warning signs and bright overhead white lighting.

    Martin and his wife indeed did not hear anything further from the driver, but did see him continuing to drive for several more years. Despite other accidents occurring on the same road, which has a 50 km/h speed limit, no changes have been made. Discussions about implementing a standard 30 km/h speed limit in Alkmaar have met with political opposition, despite mounting evidence of such measures bringing positive safety outcomes.

    Three types of blame-shifting are identified:

    • Priority blaming: from the car culture advocates’ point of view, it’s the right-of-way for pedestrians and cyclists that is the problem, not the car. Pedestrians and cyclists are expected to wait longer to cross or manoeuvre safely, while any extra waiting time for traffic is not acceptable.
    • Fatbike blaming: these have become an easy scapegoat, helping to shift focus from space-consuming car lanes, and stoking in-fighting among pedestrians and riders of standard bikes, cargo bikes, fatbikes over the remaining space available.
    • Victim blaming: shifting responsibility from car drivers to the victims of road traffic incidents. Car culture advocacy puts the onus on more vulnerable road users to make themselves safe from dangerous traffic; “They need to pay more attention, they wear the wrong dark coats, they need to wear a helmet.” Martin states, “According to the logic of victim blamers, my wife and I should now be walking around hyper-alert in fluorescent clothing and pedestrian helmets. But that would be the death of the city, the legitimization of the perpetrator, and the subjugation of the victim.”

    The toxicity of traffic culture

    Martin summarises how this traffic culture can be described:

    • The right of irresponsible people to drive outweighs the right of children to grow up with living and healthy parents.
    • The right to drive freely and fast outweighs the right to walk and cycle safely and comfortably through the city.
    • The right to drive SUVs outweighs the chance for pedestrians and cyclists to survive an accident.

    The obstruction of more spontaneous and space-saving mobility represented by pedestrians and cyclists is obstruction of the solution to the design for safe streets in the modern world. “There are plenty of possibilities for this, provided we settle for fewer, smaller, and slower cars. The fact that our cities simultaneously become more beautiful, healthier, and more pleasant is a welcome bonus for everyone.”

  3. German logistics association speaks out on adjusting infrastructure for cargo bikes

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    Source: Pedelecs & E-bikes

    The German Cycling Logistics Association, Radlogistikverband Deutschland (RLVD), has joined the country’s debate on the use of cargo bikes on narrow cycle lanes, taking a stance against blanket bans or restrictions. RLVD instead argues for constructive dialogue with the aim of improving urban traffic safety while pursuing sustainable transport goals.

    RLVD Chairman Ernst Brust outlined the parameters of the debate: “The current discussion shows one thing above all: we are facing a shared infrastructural challenge. Conflicts arise where traffic areas are too narrow, unclearly designed, or overloaded. This situation affects pedestrian, bicycle, and car traffic equally.”

    Discussions in Germany have included proposed potential restrictions for the use of cargo bikes on narrower cycle and shared-use paths, alongside suggestions of stricter penalties, or for mandatory drivers’ licenses, with many of the proposals coming from pedestrian-traffic advocates Fuss eV. However, RLVD questions the evidence basis of a growing or significant problem posed to pedestrians by cargo bikes, and states that the introduction of heavy measures would be counter-productive. “Such a regulation would be disproportionate, bureaucratic, and would burden both families and businesses,” says Brust. “Our common goal should be to minimize risks – not to create new obstacles to climate-friendly mobility.”

    A statement issued by Fuss eV included an example of Germany’s largest cargo bike, which measures 7.5m long. RLVD points out that the average commercial cargo bike is much smaller, “about half as wide, half as long, and half as fast as a conventional delivery van.”

    RLVD does emphasise the need for cargo bike riders, especially commercial, to act responsibly, stating, “Security arises from competence, mutual respect and clear framework conditions – not solely from prohibitions.” They propose voluntary, practical safety and vehicle training, to include, among other things:

    • Braking exercises (empty/loaded, dry/wet)
    • Evasive maneuvering
    • Cornering and stability training
    • Maneuvering and safe parking
    • Cargo and child safety devices
    • Technical checks before departure
    • Infrastructure- and situation-related rules of conduct

    RLVD points to the development of a future-proof cycling infrastructure as a key aspect in preventing conflict. Factors include:

    • Sufficient minimum widths of mandatory cycle paths
    • Clear structural separation of pedestrian and bicycle traffic
    • Safe intersection and bus stop areas
    • Low-conflict solutions in construction site situations

    “We invite FUSS eV to join us and other stakeholders in a structured exchange,” said Ernst Brust. “Our common goal is clear: Vision Zero, a fair distribution of public space, and a transport revolution that combines safety, climate protection, and urban life.“

  4. Norwegian company rolls out public e-bike charging network

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    Source: Cycling Electric, Zag Daily

    A Norwegian start-up, Ampliuz, which began by installing over 100 e-bike charging stations with corporate clients across the country, is now aiming to establish a public infrastructure in major cities, starting with their hometown of Stavanger.

    Kristian Hoff, Ampliuz CEO, said, “We want to make it easier and safer to choose cycling over driving. Such a charging service helps even more people take their e-bike to work or into the city, while those who want to facilitate cycling can do so with confidence.”

    Two stations have initially been launched, with more to soon be implemented, with the aim of serving key public locations such as parking garages, the university and concert arenas. The stations consist of several secure cabinets fitted with chargers for a specific battery type; users remove their e-bike’s battery and charges in one of the cabinets. Temperature and power consumption are monitored, and in cold outdoor weather the battery can be heated.

    When speaking to Zag Daily, Hoff commented that Norway is ideal for piloting such a public charging solution, as the country has seen good growth for e-bikes in recent years, and has a reputation for early adoption of emerging technology.

    The company is preparing for a new round of capital raising, and already has American investors from an earlier round. New investor partners are being sought both in Norway and internationally, for funding of scaling, distribution and international launch. Hoff told Cycling Electric, “Additionally, we’re looking to pilot in the UK and Germany sometime next year. Pricing for end users starts at €1 per charge, but this is subject to adjustment as we learn more about user habits.”

  5. P. Vileišio Street becomes the first “bicycle street” in Lithuania

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    Source: Made in Vilnus

    In the Antakalnis district, the newly reconstructed P. Vileišio Street has become the spot in Lithuania where cyclists have equal status with cars, dubbed as a “bicycle street“. The street features a bicycle street road sign and a comprehensive infrastructure designed specifically for cyclists, meeting all necessary requirements.

    Dviračių gatvė is a new traffic regulation format in Lithuania, introduced in 2022. While Vilnius previously had bicycle streets, they lacked the complete infrastructure typical of such streets. The full implementation of a bicycle street has now been completed on P. Vileišio Street.

    Jonas Simutis, a JUDU expert, describes the street’s unique infrastructure: “On both sides of the roadway, there are 2-meter-wide red asphalt lanes for cyclists. In the center, a strip of cobblestones alerts drivers with vibrations when they drive at higher speeds.“

    The decision to reconstruct P. Vileišio Street into a bicycle street was made because it is a crucial route for cyclists, while its previous infrastructure was very cyclist-unfriendly. Although it was supposed to be a quiet street, it was heavily used for passenger and goods transport. The new street format and its regulations aim to reduce car traffic and enhance safety and convenience for cyclists.

    Traffic Management on Bicycle Streets

    The key change on a bicycle street is that cars share the road with cyclists. Cars can still move in both directions on P. Vileišio Street, but drivers are prohibited from overtaking cyclists by crossing into the opposite lane.

    All road users must adhere to a 30 km/h speed limit on bicycle streets. Cyclists can ride freely, not only in a line or close to the right edge. Parking is prohibited on bicycle streets, except in designated areas.

    Unlike cyclists, motorists must drive as close to the right-hand edge of the carriageway as possible, similar to normal streets. On P. Vileišio Street, this means driving in a circular pattern on the red asphalt lanes and avoiding the central cobblestone strip.

    Promoting Cycling Mobility in Lithuanian Cities

    The first bicycle street in Lithuania, though not fully developed, was MK Čiurlionios Street in Vilnius. Bicycle street traffic management is also implemented on Krakuva and Z. Sierakauska streets in Vilnius, as well as in Palanga, Kretinga, and Klaipeda.

    “P. Vileišio bicycle street marks an important step and a new beginning in developing Vilnius’s bicycle network. As the number of cyclists rapidly increases, more streets will be reconstructed similarly, filling the gaps in the bicycle network. Where it is impractical or unnecessary to build a dedicated bicycle path, bicycle streets will ensure a safe, comfortable, and inviting infrastructure for cyclists,” says a JUDU representative, outlining future plans.

  6. Brabant fast cycle routes increase cycling rates

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    Source: fietsberaad Crow

    Nearly twenty percent of the users of three fast cycle routes in the Brabant region of the Netherlands previously traveled that route by car or public transport, and about 35 percent say they have started cycling more.

    The province conducted the research on the F58 between Tilburg and Rijen, the F261 between Tilburg and Waalwijk and the F73 between Cuijk and Nijmegen. The construction of the F73 proved to be particularly effective; 29 percent of cyclists on this route previously used the car or public transport. With a new bicycle bridge over the Maas, the bicycle route between Cuijk and Nijmegen has become much more direct and therefore a better alternative.
    Cyclists on the three routes were presented with a questionnaire both before the construction of the fast cycle routes and one year after their opening. More than six hundred cyclists completed this form.

    Seven fast cycle routes are in use in North Brabant and seven other routes are under construction. In addition, the province is preparing for the construction of a number of routes or investigating their feasibility.

    SmartwayZ Research

    A recent survey among the SmartwayZ.NL traveler panel shows that there is still a lot of potential for fast cycling routes in the Netherlands. Two-thirds of the panel members indicate that they would cycle to work more often if there were a fast cycle route in their neighborhood. A faster ride and better traffic flow are important reasons why the panel members would want to use a fast cycle route. In addition, they value comfort, directness and safety of the route. The research also shows that campaigns for the use of fast cycle routes can be more effective; only seven percent of the panel members say they have ever come across a promotional campaign for this.

  7. Culture war against bikes trending in Europe

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    POLITICO reports on the rising conservative backlash against cycling and cyclists

    Source: POLITICO

    In a noteworthy development across Europe, the battle over city car restrictions has escalating into a culture war, with politicians positioning themselves as champions of working-class drivers. Berlin’s newly elected conservative city government has taken a particularly aggressive stance, reversing numerous bike-friendly measures implemented by its predecessor. This includes suspending bike infrastructure projects that impede existing car lanes or parking spaces, and shelving plans to expand the city’s cycling network. The decision to allow cars back on the iconic Friedrichstraße boulevard, reversing its pedestrianization, was motivated by complaints from local businesses regarding declining revenue.

    The pandemic-inspired temporary cycling infrastructure and traffic restrictions that were initially well-received have lost favor as life returns to normal. Developments in Berlin serve as a concerning precedent for other bike-friendly cities experiencing a perhaps artificially inflated backlash from disgruntled car drivers.

    Berlin’s new mobility chief, Manja Schreiner, argued that its measures reflected the concerns of many Berliners, while critics view them as an unnecessary and damaging rollback of cycling infrastructure. Similar anti-bike and pro-car sentiments are growing in other regions, including the UK, where the Conservative Party has framed the country as ‘a nation of drivers’ and suggested new policies or rollbacks in response to expanded low-emission zones and other policies.

    Conspiracy theories and resistance to the “15-minute city” concept, which promotes local living and alternative transportation methods, have also contributed to the backlash. In Brussels, a plan to reduce car traffic has sparked protests and led to the cancellation of some initiatives. Right-wing parties are capitalizing on these emotional issues but offer no alternative vision for cities, while proponents argue that cycling infrastructure and green spaces enhance urban environments.

    The opposition to bike-friendly policies in Berlin and other cities reflects the challenge of balancing the interests of different road users and finding solutions that accommodate everyone.

    Read more detail over on POLITICO.

  8. France’s 2023-2027 Cycling and Walking Plan is Launched

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    The first “Cycling and walking” interministerial committee was held on May 5, 2023, by French Prime Minister, Élisabeth Borne, to establish a real cycling culture.

    Source: French Government

    In the pursuit of ensuring all citizens have an eco-friendly transportation option, France recognises the importance of incorporating cycling and walking. The enthusiasm for this is evident, with a notable surge of 52% in the use of bicycle routes since 2017.

    The “Cycling and Walking Plan 2023-2027” sees the State investing 2 billion euros. “We will work with local authorities and hope that, alongside them, we will be able to invest 6 billion euros over the period,” said Élisabeth Borne.

    The plan targets three lines of action to make cycling and walking integral to the lifestyles of all French people:

    • Encouraging cycling from an early age.
    • Promote cycling as an alternative to conventional modes of transport.
    • Develop an economic and industrial cycle sector.

    1. Make cycling accessible to everyone, from an early age

    Objective: 850,000 children to be taught to ride a bicycle each year.

    Since 2019, 200,000 children have been trained by the “Know How to Ride a Bike” program.

    2. Make cycling and walking an alternative to private cars and public transport

    Objective: reach 80,000 km in 2027, and 100,000 km in 2030, of secure cycling facilities, including cycle lanes.

    250 million euros will be dedicated each year to accelerating the development of cycling facilities in France.

    By the end of 2022, 57,000 km of secure cycle facilities will be deployed across the country.

    3. Make cycling an economic lever by supporting French players in the sector

    Objective: the assembly of 1.4 million bicycles in France by 2027, and 2 million in 2030. To facilitate this, a call for projects will be launched in 2030.

    This new plan aims to promote innovation and structure a complete economic sector around the bicycle, from assembly to recycling.

  9. Associations in Germany call for different laws and better infrastructure instead of ‘More Respect’

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    On World Bicycle Day on June 3rd, German associations Ecological Transport Club (VCD), the Association for Service and Bicycles (VSF) and Zukunft Fahrrad, the trade association for future bicycles, called for speedy reforms.

    Source: SAZ Bike

    On World Bicycle Day, German associations VCD, VSF, and Zukunft Fahrrad demanded more safety in road traffic, i.e. good infrastructure for bicycle and pedestrian traffic, modern road traffic laws, and the possibility of reducing the standard speed. The associations take a critical view of the new “More Attention” campaign launched by the Federal Ministry of Transport, and the German Road Safety Council. Although it promotes “good coexistence on roads and cycle paths”, it shifts the responsibility onto individuals.

    Among the demands are calls that the Minister of Transport and Digital Infrastructure, Volker Wissing, must overhaul the road traffic law and relinquish the bias towards the car. In addition, the legislature must reduce the speed limit to 30 km/h in built-up areas – this is also what 742 municipalities in the Alliance for Liveable Cities and Communities are demanding. The three associations want a safe infrastructure for everyone in traffic. This includes well-developed cycle paths and footpaths with safe crossings, and more consistent enforcement of the existing law.

    Reforms Instead of Posters

    Michael Müller-Görnert, traffic policy spokesman for the VCD, calls for rapid reforms instead of empty appeals: “Accidents are often caused by the high speed of cars. We don’t need a friendly recommendation to change that, but please drive carefully – we need a speed of 120km/h on the motorway, a speed of 80km/h on country roads and a speed of 30km/h in the city in hand to reduce the number of road deaths by changing the law. Instead, he just sticks with putting up posters.”

    The VSF managing director Uwe Wöll criticizes that #mehrAchtung (#MoreAttention) assigns the responsibility to all road users equally: “The campaign mentions the number of almost 2,800 dead and 300,000 injured a year. What is not mentioned, however, is that cars are involved in 75% of all accidents involving personal injury. This suggests, equality of means of transport, which in reality does not exist – those who walk or cycle are injured more often, but are much less likely to be responsible for serious accidents.”

    Elena Laidler-Zettelmeyer, Head of Strategic Cooperation for Zukunft Fahrrad: “Many people would like to cycle more. But they don’t because they don’t feel safe on the streets. A mindfulness campaign can only be a single component of a larger package of measures for more security. A real commitment to a fair distribution of space in favour of active mobility is needed. It remains the primary task of the politically responsible to ensure more safety through a better political framework so that everyone can participate in traffic on an equal footing.”

    VCD, VSF and Zukunft Fahrrad call on the Ministry of Transport to instate speed limits, and promote the expansion of safe cycle paths and footpaths. This would actually show people in traffic more respect.