Box 1.11: Cities transform their walking and cycling infrastructure in response to COVID-19

from Cities and pandemics (UN habitat,2021)

the social fabric

not seen as realistic and achievable for many developing countries where people’s livelihoods depend on face-to-face interactions and are on a hand-to-mouth basis. Private mass transit companies sometimes raised the cost of tickets in order to compensate for revenues lost on empty seats to comply with physical distancing measures. In this case, targeted transport subsidies could assist vulnerable and marginalized populations during the pandemic, but could also be considered as a longer-term strategy in cities where mobility is dependent on mass transit.68

Another significant development was the proliferation of non-motorized transport in the wake of COVID-19, triggered by both public regulations and individual responses. In a context where social distancing was suddenly essential, cycling offered the possibility of safe urban transport because of the natural separation it provides between users. These modes also took on more importance in some cities as private motor vehicle use was restricted or discouraged. In Amman and across much of the rest of Jordan, for instance, cars were officially banned for 40 days from driving to reduce the distance that people would travel.69 In other cities, for example across China, urban dwellers chose to walk and cycle to meet their daily needs within their neighbourhoods, avoiding public transport. Meanwhile in Quito, Ecuador, around 70 kilometres of new bike lanes were constructed and saw an increase of 734 per cent in the number of bike trips during May 2020.70 In response, in an effort to sustain the behavioural shift towards active travel, a growing number of cities are expanding their non-motorized transit networks. What originally started as temporary measures, including the conversion of road space into pedestrian walkways and cycle lanes, has found widespread support and is leading to permanent infrastructure changes. Across the world, cities such as Berlin, Bogotá, Kampala, Lima, London, Milan, Nairobi and New York have all invested in the expansion of expanded their walking and cycling infrastructure.71 Another significant development was the proliferation of non-motorized transport in the wake of COVID-19, triggered by both public regulations and individual responses

Box 1.11: Cities transform their walking and cycling infrastructure in response to COVID-19

In response to the pandemic, the City of Montréal responded with the creation of “Active and Safe Lanes”, a network of accessible transportation corridors for pedestrians and cyclists. Implemented as part of the emergency measures to allow the resumption of activities following the first wave of the COVID-19 pandemic, they represented an additional 112 kilometres of cycle paths and pedestrian routes, with further networks rolled out throughout the summer to provide city residents access to parks, schools, essential services and businesses. Planned on a temporary basis during the summer season, these developments were carried out in record time by all the departments of Ville de Montréal and their partners.72

In Colombia, Bogotá pursued a creative alternative to trains and buses in response to the pandemic, with the development of 84 kilometres of temporary cycle routes in early 2020 to add the city’s extensive Ciclovía network. Established as an emergency response to the pandemic, these improved facilities helped boost interest in cycling among residents, with a survey in the summer showing that the number of people who would consider cycling as a means of transport had doubled to 16 per cent. The rollout of this new infrastructure has been accompanied by workshops on social distancing and other preventative measures to keep users safe. The hope is that this strategy will have a lasting impact on the city’s transport system in the long term.73

In Europe, too, cities have been reconfiguring their streets to accommodate greater use of non-motorized transport. In Milan, Italy, the city centre will be partly remodelled to allocate some 35 kilometres of road space to cyclists and pedestrians, with reduced speed limits for motor vehicles to ensure their safety. In Brussels, Belgium, where an ambitious pedestrianization plan was already underway before the pandemic hit, the entire city core was transformed into a priority zone for cyclists and pedestrians. In Paris, France, cycle lanes were similarly expanded and a number of planned long-distance cycleways were opened ahead of schedule.74

Figure 1.13: Plans for Corso Buenos Aires in Milan, Italy before and after the proposed changes to reduce car use

Source: Laker, 2020

Such permanent changes to the urban infrastructure in favour of active travel can have multi-faceted and widespread benefits. Sustaining the shift towards non-motorized transport has the potential to contribute to active lifestyles that improve personal health and reduce CO2 emissions. Furthermore, improvements to pavements, cycle paths and other infrastructure can increase road safety by reducing conflicts between different modes of transport such as cars and bicycles.

In cities where public transport was no longer operating, walking and cycling proved to be welcome alternatives for many urban dwellers. Initial evidence also suggests that improvements to non-motorized transport infrastructure can reduce infection rates: “walkable, midrise developments provide more dispersed pedestrian travel which reduces contagion risks and improves community liveability in many ways”. 75 Not only did locally-based lockdowns appear to be more effective than city-wide lockdowns in preventing the spread of COVID19, but neighbourhoods with robust street networks also appeared to be better able to provide access to essential services during the pandemic. Walkability enabled urban dwellers to reach services and meet their basic needs within short distances of their homes. More compact, mixed-use neighbourhoods, as will be further explored at the neighbourhood scale in section 1.3, combined with a well-designed road network that provides space for active travel, further influence travel patterns in favour of active mobility.

Sustaining the shift towards non-motorized transport has the potential to contribute to active lifestyles that improve personal health and reduce CO2 emissions