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Melissa & Chris Bruntlett Profile picture
@modacitylife
Sep 10, 2024 • 5 tweets • 3 min read • Read on X
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What does an AI tool teach us about accelerating the urgent shift to cycling? We must stop engaging in bad faith arguments over bike lanes. We won’t—and don’t need to—convince everyone in the comment section. Our precious time and energy are better spent on the bigger picture. 🧵 A woman in a black jacket rides a green shared e-bike along a continuous and fully protected bike lane built in beige asphalt on a street in Montreuil, France.
Rather we should share our vision of a liveable future; sparking a values-based conversation on our aspirations, on which there’s a lot of consensus: on safety, health, greenery, equity, sustainability, prosperity. Once we agree on the destination, we can debate how to get there. People in casual spring attire cycle on Argentinierstraße in Vienna—a red asphalt “bicycle street” lined with four-storey buildings, trees and plants, and wooden benches.
We must expand our movement to bring in those left behind by car dependence. There's a coalition waiting to be formed, especially the young and old, women, and people with disabilities or lower incomes. Many would hop on a bike if it didn’t require dodging cars from door-to-door. People walk, cycle, sit, and use wheelchairs along the Underline—a linear park and urban trail beneath an elevated railway line in Downtown Miami.
We must rise above the culture war separating us into modes and leading to inaction. There is a latent demand waiting to be activated and numbers that will support politicians willing to change the status quo. Our mission is to ensure this silent majority is heard loud and clear. A red tinted bike lane sits next to a commuter train station in downtown Austin Texas during the early morning hour.
The five images in this post weren’t created by AI. They’re photos of places where the @Cycling_Embassy has worked... Pioneers that reframed the conversation, and asked, “Not what your city can do for cycling, but what cycling can do for your city.” WATCH:
People in casual spring attire ride bicycles along protected bike lanes in the center of Tirana, Albania.

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More from @modacitylife

Melissa & Chris Bruntlett Profile picture
Aug 22
Walk anywhere in Amsterdam and you’ll sense a calm coherence: bricks, curbs, fixtures, benches, bollards and drains that look related. This isn’t accidental. It’s a product of the Puccini Method, the city’s standards—part design language, part playbook—for shaping every street.🧵 People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
Adopted as citywide policy in 2018, it defines how the public realm is designed: from pavers to lighting, furniture, trees; even details like gullies and edging. The aim is streets that are functional, durable, safe and visually consistent, without tipping into fussy over-design. People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
Puccini fixes two chronic problems: visual clutter and procurement patchwork. Previously, boroughs sourced their own elements, leaving a jumble of styles and standards. A single method delivers economies of scale, easier maintenance and—crucially—calmer more legible urban spaces. People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise along the residential streets of Amsterdam, which are lined with buildings, trees, flowers and plantings, benches, and terraces.
Read 7 tweets
Melissa & Chris Bruntlett Profile picture
Aug 5
Initiated by ETH Zurich’s Department of Civil, Environmental & Geomatic Engineering, "E‑Bike City" explores how cities can repurpose existing road space to prioritise micromobility—(e-)bikes, cargo bikes and scooters—and public transport, while maintaining essential car access.🧵 Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Today, 80% of Zurich’s road space is dedicated to cars and parking, while 10% serves (e-)cyclists. This project proposes reallocating half of all road space into safe, seamless routes for pedal-power and pedestrians, elevating quality-of-life while cutting emissions & collisions. Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Using visual simulations, four strategic steps in the city's evolution are laid out: 1️⃣ Prioritise existing tram/busways 2️⃣ Maintain minimal car access for local needs 3️⃣ Repurpose remaining width for cycle lanes, sidewalks, greenery 4️⃣ Gradually convert car parking to other uses Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Photographs of the pages of a colourful information booklet about Zurich’s “E-Bike City” project, which proposes reallocating half of its street space to pedestrians, cyclists, and public transport.
Read 5 tweets
Melissa & Chris Bruntlett Profile picture
Jul 21
In 2023, Amsterdam introduced a 30 km/h limit. Many arterials were lowered from 50 km/h, 4,500 signs installed, 140 lights reconfigured, and 200 km of markings adjusted. Aiming to improve safety, liveability, and accessibility, 80% of the road network is now at this key speed.🧵 People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
The quantitative effects were monitored before and after its implementation, focusing on six topics: 1️⃣ Road safety: On the 30 km/h roads, there were 11% fewer crashes involving a car, 15% fewer crashes involving a pedestrian/cyclist and 24% fewer crashes involving a tram or bus. People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
2️⃣ Liveability: Noise pollution dropped 1.5 decibels, or 5.5% on the logarithmic scale. Researchers observed more social interactions at street level. 3️⃣ Speeds: Overall speeds decreased 8%, with a 63% compliance rate. There was an 80% reduction in severe speeding (over 55 km/h). People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
People of all ages and abilities walk, cycle, and drive along the low-traffic streets of Amsterdam, which are lined with buildings, trees, bike infrastructure, and prominent 30 km/hr signage.
Read 6 tweets
Melissa & Chris Bruntlett Profile picture
Jul 17
A traffic circulation plan is one of the most effective ways to improve your city’s accessibility, liveability, safety and public space: eliminate unnecessary through traffic—as Ghent did in 2017—and watch the streets return to life with people on foot, bike and public transit.🧵 People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
With 40% of motor traffic in its centre merely passing through, inspired by Groningen, Ghent's road system was restructured overnight. By changing flow on 80 streets, the city was divided into six zones, with direct car travel banned between them; forcing drivers around instead. People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
As is so often the case, Deputy Mayor Filip Watteeuw was subject to immense anger and criticism. Residents insulted him in the street, and death threats resulted in six weeks of police surveillance. To his credit, he pressed on, confident public opinion would turn in his favour. People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
People of all ages and abilities walk, cycle, sit, and socialise on the low-traffic streets of Ghent, Belgium, which are lined with buildings, trees, benches, and terraces.
Read 5 tweets
Melissa & Chris Bruntlett Profile picture
Jul 7
Combining bike infrastructure and traffic filtering, along with the creation of pedestrian and green space, Place de Catalogne has undergone one of Paris' most striking urban metamorphoses—shifting from a harsh car-dominated roundabout to the city's pioneering “urban forest.”🧵 People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
The unloved, inhospitable junction hegemonized by traffic was first subject to a temporary reallocation of space as part of Paris' "coronapistes". From there, a public consultation was started by the city in autumn 2021, which proposed replacing hard surface with dense woodland. People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
In June 2024, Mayor Hidalgo inaugurated Place de Catalogne as Paris’s first urban forest, a climate strategy milestone. It contains 470 trees in total: 270 large and medium, and 200 young trees. Concrete has given way to 4,000m² of forest, including 600m² of accessible clearing. People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
People walk, cycle, and sit in Paris’ Place de Catalogne; a former traffic-dominated roundabout that was transformed into an urban forest, complete with plentiful space for pedestrians and cyclists.
Read 5 tweets
Melissa & Chris Bruntlett Profile picture
Jun 30
“Owning a car does not give you the right to take up public space.” When Pontevedra Mayor Miguel Lores was elected on a car-free platform in 1999, he wasted no time. The city was in severe decline, with pollution, health, safety, and livability all trending the wrong direction.🧵 People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
Within one month in office, Lores pedestrianized 300,000 m2 of the city centre, filtered out through traffic, and removed significant amounts of on-street parking, as it was determined 60% of vehicles were circulating in search of a space—a significant contributor to congestion. People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
Outside the car-free zone, surface parkings were replaced by underground ones, and traffic lights were replaced by roundabouts; as well as calming measures that slowed speeds to 30 kph. Streets were designed with wider footpaths, narrower roadways and raised pedestrian crossings. People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
People of all ages and abilities walk, cycle, sit, and socialise on the car-free streets of Pontevedra, which are lined with buildings, trees, benches, and patios.
Read 6 tweets

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