How do we turn cities into bicomopia? Make it difficult there

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The Quis-based bicycle courier, which runs a monome for Quentin, voices Berlanga’s mood, noting how the streets of New York suddenly feel more spacious than ever.

“These just much more lacquer rooms now,” Quentin says, admitting that part of it misses movement, as Gridlock often makes his work more excited. “Avenue, especially through Midtown, just looks wide open and you can say that there are so fewer cars on the road.”

But not only couriers enjoy less traffic streets in the city. Although the city platform for sharing bicycles, Citibike, has not yet shared information about riding from January, there seems to be just more people on motorcycles than in comparable times in the past years.

“Even during this unusually cold winter, we see more people after the pricing of congestion has come into force,” says Ken, a director of the intercessor non -profit, New York. “But the real excitement will come with a warmer weather, as we witness a dramatic shift – a gift for cars and more bikes filling the city streets.”

To the point of Podziba, what can happen when the temperature has shifted? Will Manhattan suddenly look like Amsterdam, Copenhagen, Paris or Oslo, with the last two of which recently joined the trend of the centering bicycle in their urban design? And if the rider at the ride, will the city take a leading role from its Motorcycle Legion and will apply more and more favorable means to people to go around the city through a motorcycle?

The first city that usually comes to mind when mentioning a City Cycling Center is Amsterdam. Known for its hundreds of kilometers of bicycle alleys, its protected bicycle infrastructure and its inhabitants, happy with cycling, many of whom travel in the city almost exclusively by bicycle, the Dutch capital is an international bicycle planning bean.

What you may not know is that the Dutch city’s focus on bicycle infrastructure is a relatively recent phenomenon.

In 1971, after several decades, the post -war boom, 3,300 Ampostermers were killed in road accidents. Four hundred of them were children. After that bloody year, various advocacy groups began to organize protests throughout the city, fiercely opposed the growing dependence of the city on cars and urging lawmakers to consider better cyclists and pedestrians. A few years later, during the 1973 oil crisis, which saw the price of the oil four, the Dutch government closed several city streets on Sunday, urging citizens to enjoy highways without traffic.

By the 1980s, cities in the Netherlands began to slowly introduce special bicycle routes only, which led to bicycle trail networks throughout the city. Today, the Netherlands reports about 30,000 miles of bicycle paths, distributed in 12,900 square miles in the country, while more than a quarter of all trips in the country are made by bicycle.