To boost their attractiveness to tourists and residents alike, in 2020 the towns of Gongju and Buyeo – once Imperial capitals – launched the “Smart Town Challenge” to link online and offline services.
A worker on an electric cargo-bike ferries goods in Strasbourg, France.
Frederick Florin/AFP
On paper, swapping gas-guzzling trucks for bikes may sound like an appealing option for greening e-commerce. However, there are sizeable obstacles to implementing this in cities.
A stretch of the Champs-Élysées around the Arc de Triomphe in Paris is due to be pedestrianised by 2030.
Shutterstock
A new study finds congestion charging and creating car-free streets and separated bike lanes have been most effective at reducing car use in European cities.
Bike-share programs don’t just cater for residents. When tourists use them too, that greatly increases the value the whole community gets from these bikes.
In Paris, the major east-west axis, from the Place de la Concorde to the Place de la Bastille, as given a temporary ‘coronapiste’ after the pandemic broke out. Mayor Anne Hidalgo has said that it will become permanent.
Mairie de Paris
The need for social distancing sparked a cycling boom, cutting air pollution and boosting city dwellers’ mental and physical health. But when the pandemic ends, will it be back to life as usual?
Launched in 2010, Brisbane’s CityCycle, like share-bike schemes in other cities, is making way for dockless e-bikes.
Paul Broben/PR handout/AAP
An increase in cyclists due to the COVID-19 pandemic means that cities need to look at what it means to develop and maintain inclusive bicycle infrastructure.
City streets were built to accommodate cars, but the COVID-19 pandemic has scrambled our transport needs. Many cities are moving to make streets more people-friendly and less car-centric.
An old bicycle next to paddy fields in Central Java.
Wikimedia Commons/Azisrif
Rapid motorisation has made the Indonesian city of Solo prioritise policies to support motorised vehicles, paying little attention to cycling and marginalising poor women.
A row of Citi Bikes in New York City, where the privately owned bike sharing program has proven immensely popular.
(Anthony Fomin/Unsplash)
Bike sharing was once proposed as a solution to narrow the cycling gender gap — but it may be further widening this gap.
Rue des Tournelles, Paris, November 5, 2019. Four Voi scooters wait hopefully for potential clients, with a Lime and Dott sprawling nearby. Behind them, a Velib’ rider has made his choice.
Leighton Kille/The Conversation France
In major cities around the world, dockless scooters and bikes are everywhere, yet the companies themselves are often breathtakingly short-lived. Basic economic concepts give us clues why.
Many rarely used bikes end up languishing in the shed.
peace baby/Shutterstock
Where bikes are kept is a strong pointer to the place of cycling in the owner’s life. Effective active transport policy starts with understanding what stops people using their bikes instead of cars.
Combining big data sources about bike-share trips with anonymized data from traditional survey research can best capture who is using bike-share programs.
Taxis have traditionally competed for kerbside space in our cities, but they now have many new competitors.
Neil Sipe