How to Turn Cities Into Biketopias? Make it Harder to Drive There

The Queens -based bicycle courier who greatly extends to Berlanga’s feelings, Berlanga feelings, noting that the New York streets suddenly feel more than ever.

“This is just a much larger room now,” said Queenin. “The roads, especially through the city center, appear wide open, and you can know that there are many cars on the road.”

But not only the mourners who enjoy the city’s least evading streets. Although the city’s bicycle sharing platform, Citibike, has not yet participated in January, it seems that there are more people on bicycles more than similar times in the past years.

“Even in this unusually cold winter, we see more people who run in bicycles since it has become a valid pricing,” says Ken Bodzba, a non -profit bike manager in New York. “But the real excitement will come with warmer weather, as we are witnessing a dramatic shift – terrible cars and more bikes that fill the city’s streets.”

To Podziba, what can happen when the temperature rises? Will Manhattan suddenly look like Amsterdam, Copenhagen, Paris or Oslo, and the last two have recently joined the direction of transporting bicycles in their urban design? And if Skyrockkets, will the city take the initiative of its legacy of bicycle passengers and implement more safest means for people to pass the city via the bike?

The first city usually comes to mind when mentioning the Urban Bicycle Center is Amsterdam. It is famous for hundreds of miles of bicycle corridors, the infrastructure of protected bicycles, and its happy bicycle population, many of whom travel within the city almost exclusively with bike, the Dutch capital is an international beacon for urban planning centered around bikes.

However, what you may not know is that the Dutch city’s focus on cycling infrastructure is a relatively modern phenomenon.

In 1971, a few decades after the post -war boom, 3,300 from Amstermomors was killed in traffic accidents. Four hundred of them were children. In the aftermath of that bloody year, a variety of invitation groups began to organize protests at the city level, strongly opposes the city’s increasing dependence on cars and urged legislators to look better in bicycles and pedestrians. Silently, a few years later, during the 1973 oil crisis that witnessed the price of the quadruple, the Dutch government closed several streets in the city on Sunday, and urged citizens to enjoy the rapid traffic stagnation free of traffic.

By the eighties of the last century, cities and cities across the Netherlands began to provide special ways for bicycles only, which led to networks of cycling paths at the city level. Today, the Netherlands extend about 30,000 miles of bicycle paths that spread throughout the country 12,900 square miles, while more than a quarter of all trips in the country are bike.