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Melissa & Chris Bruntlett Profile picture
Melissa & Chris Bruntlett
@modacitylife
Authors of ‘Building the Cycling City: The Dutch Blueprint for Urban Vitality’ and ‘Curbing Traffic: The Human Case for Fewer Cars in our Lives’.
2 subscribers
Nov 7 • 5 tweets • 5 min read
In the heart of Breda—in the south of the Netherlands—a dramatic metamorphosis is underway: the Nieuwe Mark, where a corridor once dedicated to cars is being transformed into a blue-green vein; part of the city's vision to make its centre more liveable, natural and sustainable.🧵 People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings. Breda has long been a car city, and in their infinite wisdom, its post-war planners filled in and rerouted the Mark River around the centre to make room for the car. But now, the waterway is being brought bank into the city, while introducing plants, trees and fauna on its banks. People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
People in casual autumn attire walk and cycle along the Nieuwe Mark project, a newly-restored canal in the centre of Breda that is lined with plants, trees, benches, and brick buildings.
Oct 6 • 7 tweets • 7 min read
When newly-elected Vancouver Mayor Gregor Robertson started converting car lanes to bike lanes in 2009, pundits claimed it was political suicide. In 2018, he stepped down after three terms as the longest-serving mayor in history. So what can this tale teach us about "bikelash"?🧵 People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver. Robertson first proposed reallocating one travel lane from cars to bikes on the Burrard Bridge, and the blowback began. Media outlets published scathing editorials. Residents voiced their vehement opposition. Business leaders said he was choking the lifeblood out of the downtown. People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
People of all ages and abilities ride bicycles on protected cycling infrastructure on the streets of Downtown Vancouver.
Sep 1 • 9 tweets • 9 min read
Half of all trips in Delft are made by bike, a success replicated in cities across the country. But the Dutch blueprint for urban vitality was forged on these streets a few decades ago, when the strategic decision was made to build a network and build it as quickly as possible.🧵 People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking. After mixed results with demonstration projects in Tilburg and The Hague (see prior posts), the national government took their third attempt to Delft, a city with a reputation for innovation. Learning from their mistakes, rather than a single route, a complete grid was envisaged. People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
People of all ages and abilities ride bicycles along the red asphalt cycling paths and cycling streets of Delft, which are lined with buildings, lighting fixtures, trees, plants and flowers, and bike parking.
Aug 22 • 7 tweets • 7 min read
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.
Aug 5 • 5 tweets • 5 min read
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.
Jul 21 • 6 tweets • 6 min read
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.
Jul 17 • 5 tweets • 5 min read
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.
Jul 7 • 5 tweets • 5 min read
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.
Jun 30 • 6 tweets • 7 min read
“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.
Nov 7, 2024 • 5 tweets • 1 min read
The decision to invest €30-million in the world’s biggest bike parking (12,500 spaces) at Utrecht Central Station seems extravagant, but when you calculate the cost of the alternatives—in the context of tens of thousands of bike-train trips each day—it’s an absolute bargain...🧵 An external analysis put the cost of the bike parking facility (including construction and operation) at €1 per user per day, where the cost of bus or tram travel was €3 per user per day. So enabling cycling to the station saved millions in public transport subsidies each year.
Nov 5, 2024 • 7 tweets • 2 min read
The Netherlands’ systematic approach to road safety—especially on walking and cycling—is a textbook application of the Hierarchy of Controls: an industrial method which identifies a preferred order of actions to best reduce hazard exposure based on their general effectiveness…🧵 1️⃣ Elimination: The most effective measure involves physically removing the hazard at its source by restricting motor vehicles from accessing certain corridors and districts in the city, through the act of traffic filtering and circulation to establish car-free and low-car areas.
Oct 26, 2024 • 8 tweets • 2 min read
Conventional wisdom thinks of car traffic as a liquid, where adding capacity (ie. width) keeps it flowing. But in reality it acts more like a gas, where it expands to fill the amount of space available. And the only proven way to relieve congestion is to evaporate some of it...🧵 Case in point: The Netherlands boasts a 150,000 km network of high-quality bike infrastructure in a 41,500 km² country, with 24 million bicycles for 18 million residents—who now make a quarter of their daily trips by pedal power. Sounds like a driver’s worst nightmare doesn’t it?
Oct 17, 2024 • 5 tweets • 5 min read
In 2020, 40% of motor traffic in Vilnius' city center was passing through with no intention of stopping—up to 70% on specific streets during the morning peak. In order to keep the social and economic heart of the city pumping, the city introduced a new traffic circulation plan.🧵 People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings. Practically a copy-paste of the plan implemented in the Dutch city of Groningen in 1977, Vilnius' center is divided into four zones, each with one main entrance and one or two exits. Traffic in each loop is one-way only, regulated by signage, barriers, and a 20 km/hr speed limit. People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
People walk, cycle, sit, and ride buses along the low-traffic streets of the Old Town of Vilnius in Lithuania, which are lined with trees, terraces, and colourful buildings.
Oct 14, 2024 • 6 tweets • 6 min read
Despite representing just 13% of trips and being owned by 33% of households, cars take up more than half of the public space in Paris. Which is why Mayor Anne Hidalgo is removing 70,000 of its 140,000 on-street parking spaces, to make the city greener and more people-friendly. 🧵 People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes. The municipality is consulting residents on what they would like to see replace the 10 square metre parking places. Options include more trees and plants, vegetable allotments, composting areas, children’s playgrounds, bicycle parking areas, and public toilets, among many others. People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
People walk and cycle through the 20th arrondissement of Paris. Rather than cars in the on-street parking spaces, they are filled with trees, terraces, benches, playgrounds, and parked bikes.
Oct 9, 2024 • 7 tweets • 3 min read
Something we often hear when we're talking about cycling infrastructure is that it’s ableist... It only allows the physically fit to use their streets; to the exclusion of everyone else especially the elderly or disabled. It's worth pushing back on that idea on several levels. 🧵 People of all ages and abilities ride a variety of mobility devices—including tricycles, cargo bikes and scootmobiles—along protected bike lanes in Dutch cities. It's first worth pointing out a car-only transport system is perhaps the most ableist of all. A third of the population does not have the physical or financial means to drive: like children, the elderly, caregivers, people with lower incomes, and those with physical disabilities. People of all ages and abilities ride a variety of mobility devices—including tricycles, cargo bikes and scootmobiles—along protected bike lanes in Dutch cities.
Sep 10, 2024 • 5 tweets • 3 min read
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.
Aug 25, 2024 • 6 tweets • 6 min read
When Dutch Grand Prix organizers announced in 2019 the goal of going car-free, they were ridiculed: "That's impossible!” decried critics.

But they made the impossible possible in Zandvoort, shifting behaviour with a bold vision, targeted investment, and effective cooperation. 🧵


Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort. While an F1 race is an unlikely place for a sustainable transport revolution, the event’s 110,000 daily attendees were prohibited from arriving by car.

Instead, organizers executed an integrated mobility plan; resulting in 98% of fans traveling by foot, bike or public transport.


Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Crowds of people wearing rain gear walk, cycle, and ride the bus and train during the Dutch Grand Prix on a rainy day in Zandvoort.
Aug 10, 2024 • 6 tweets • 6 min read
Ten years ago, México City—the world’s fourth most populous metropolitan area with 22 million inhabitants—passed a landmark mobility law.

Intended to unlock economic opportunity and improve quality of life, it represented a shift towards integrated, people-oriented movement… 🧵


People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City. 1️⃣ The “right to mobility”: The law recognized mobility as a fundamental right of residents. It prioritized including citizens in the network’s planning, regulation, and managing processes; incorporating principles of urban resilience, inclusive governance, and active transport.


People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
People in casual summer attire walk, cycle, and ride public transport on dedicated infrastructure on the streets of Mexico City.
Jul 19, 2024 • 11 tweets • 3 min read
The underwater bike parking at Amsterdam Centraal Station is the crown jewel in a bold plan to build 300,000 spaces nationwide since 1999.

Over that period, Dutch railways has evaluated each facility, refined their approach, and developed nine design principles in use today… 🧵


A brightly-lit underground bike parking facility at Amsterdam Centraal Station contains two-tiered metal racks, and wood panelling and back-lit art on the walls.
A brightly-lit underground bike parking facility at Amsterdam Centraal Station contains two-tiered metal racks, and wood panelling and back-lit art on the walls.
A brightly-lit underground bike parking facility at Amsterdam Centraal Station contains two-tiered metal racks, and wood panelling and back-lit art on the walls.
A brightly-lit underground bike parking facility at Amsterdam Centraal Station contains two-tiered metal racks, and wood panelling and back-lit art on the walls. 1️⃣ Proximity to Platform: The thing that cyclists making their way to the train want above all is a logical approach route and the ability to park their bikes as close to the platform as possible. Their walk from the parking space to the platform should be less than four minutes.
Jan 13, 2024 • 11 tweets • 3 min read
In ‘Dark PR’, @EnnisGrant outlines nine devious frames the automotive industry uses to obscure millions of injuries and deaths caused by its products; influencing how we process and discuss the issue and ultimately preventing meaningful political action.

They are as follows… 🧵 A hand holds a book in front of a busy road: “Dark PR: How Corporate Disinformation Undermines our Health and the Environment” by Grant Ennis. 1. Denialism: “The road lobby’s most pervasive denialist framing is speed does not kill, or high speeds can be made safe under the right conditions. Nothing could be further from the truth… a change in average speed on a road network is directly related to the fatal crash rate.”
Dec 18, 2022 • 14 tweets • 7 min read
All over the world, communities are reimagining themselves as places for people not cars. That process starts with stirring the hearts and minds of everyone involved.

Twelve books we read in the past 12 months that changed how we think about cities.

An #UrbanismBookClub Thread. A photo collage of twelve book covers, including 'Autonorama 1. 'Autonorama: The Illusory Promise of High-Tech Driving' by @PeterNorton12