Changing Mobility Trends

Cities across the world are transforming to make liveable urban spaces that encourage walking and cycling. The city planning and construction industry has adapted to the car industry for many years but things are slowly turning around. In many cities across Europe, there is a shift from owning a private car to shared mobility and cycling. Cycling for leisure, sports, work and touring is the new approach towards a healthy lifestyle that people have slowly started adopting. The trend is picking up amongst a few as the advantages of sustainable mobility come to light, but what can be done to make cycling a global movement for liveable cities?

“Spain is one of the countries with the highest levels of public transport use, however, it shows low levels of cycling mobility compared to those in other countries of the European Union. The cycling modal share system is much higher in cities such as Berlin (13%), Copenhagen (31.5%) and Amsterdam (31%), when compared to Madrid (1.2%), Barcelona (2.2%) and Seville (6%). According to a recent study (CONECTA, 2015), 14% of the population, rarely use the bicycle as an urban transport mode. 29% of the population reject its use but 57% of the people are considered as potential cyclists, since they assert they would be willing to cycle in the future, given certain circumstances and conditions,” shares Gustavo Romanillos. His doctoral thesis: ‘The Digital Footprint of the Cycling City: GPS Cycle Routes Visualization and Analysis’, is a part of the online platform Huellaciclistademadrid.

‘Te mueves en bici? Deja tu Heulla’ (Use the bike, leave your mark), a motto for Huellaciclistademadrid, is an initiative launched by the tGIS research group of the Universidad Complutense with the objective of visualising, analysing and modelling the cyclist flow in the city of Madrid. It considers normal cyclists, bike messengers and users of BiciMAD, the public bicycle system of Madrid. In the case of Madrid, the existing infrastructure may not be as widespread as in other cities, but the city o‹ers di‹erent kinds of segregated and non-segregated bike lanes that could be analysed in terms of their real impact on the cyclists’ mobility and their role in the distribution of the cycling flow across the city network.

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