Alcantara, M.N.P.A Furthermore, regarding the bike infrastructure (Figure 28), Brussels has the bike-sharing system with the highest number of bikes and stations among the case studies (5,000 and 360 respectively), followed by the Viennese one with 3,000 bikes and 200 stations. It is essential to mention that Rome has not been taken into consideration since the city does not offer a bike-sharing system with docks and stations anymore, as it has been previously mentioned; hence, a comparison with the other case studies would not have been fair since all Roman bike-sharing providers are related to dockless systems nowadays. In addition, Vienna is also the city with the greater length of cycling infrastructure among the selected cases, reinforcing that the Austrian capital gives outstanding importance to this transport mode.
Figure 28. Overview of the five cases bike infrastructure, including the number of bikes and stations from their bike-sharing systems and cycling infrastructure kilometers. Source: Author based on data from BKK Budapesti Közlekedési Központ (2019d, 2022a); Bruxelles Mobilité (2020a); Câmara Municipal de Lisboa (2021); EMEL (2022); Roma Mobilità (2021); Stadt Wien (2022); Villo (2022); Wiener Linien (2022b)
In the scenario of private vehicles (Figure 29), Rome is the city with the most significant car and motorcycle fleets, which also makes sense due to its dimensions compared to the other case studies. However, for a fair comparison, the total number of private vehicles
motorization rate
except for Lisbon, where the data provided by ACAP has presented
numbers from its District, not only the city-scale. Under those circumstances, Rome still appears on the top of the list with 748 private vehicles per 1,000 inhabitants, confirming the high traffic picture everyone would see when visiting the Italian capital. Likewise, not Lisbon takes 2nd place, restating its strong historical car
Sustainable Urban Mobility Plans [SUMPs] and the transition behind planning paradigms 43
