The irresistible rise of people-friendly, clean air cities
Cities around the world are moving to reduce traffic and cut the numbers of cars on roads. In many places this means walkways have been widened, roads have been rededicated to cyclists and pedestrians and the public have been incentivised to use public transport. In several places these measures added to, or grew out of already existing priorities to cut traffic, congestion and pollution. But why? Partly it is to allow for active forms of travel like walking and cycling but these efforts also produce more pleasant urban environments. But, vitally, as the impacts of the climate crisis become more and more apparent, it is also important for cities to play their part in reducing carbon emissions - emissions that also have a detrimental effect on health.
Time and time again whenever these proposals are made there comes a tide of outrage from a vocal minority. However, typically when the measures are introduced, the negatives outcried by critics never come about. People adapt their travelling habits, support gradually grows and the majority do not want to go back to how things were before.
Our mega-cities are in vital need of shifting away from cars. Of course some groups, such as those with personal mobility challenges, will still require vehicle access, but one of the best ways of meeting their needs will be clearing the roads of unnecessary cars. As the stories below show, people are remarkably good at adapting to change so as many look at leaving car culture behind, the future of better towns and cities is looking brighter.
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London - Lessons from Lockdown
London, often dubbed ‘The Big Smoke’, undoubtedly has some of the UK’s worst levels of air pollution, with streets regularly breaking legal air quality thresholds due to traffic clogging the streets.
Pre-pandemic, London had some bold transport measures, including a toxicity charge on the most polluting vehicles in the city centre, a 20mph speed limit in the city centre’s congestion charging zone, and an aim to increase the number of car free journeys from 64% to 80% by 2041.
COVID-19 made it even more essential to adapt how we live and move around, and the last two years have seen London introduce innovative measures to create a cleaner, greener city.
Between March-September 2020, new low traffic neighbourhoods, where traffic is temporarily or permanently filtered to restrict motor traffic, were built across various London boroughs.
London has also been a pioneer in the adoption of school streets, where traffic is restricted on roads outside schools at certain times during term-time, to allow children to safely walk, scoot and cycle to school. As of July 2021, over 500 School Streets were in place across London.
In April 2019 London introduced the world’s first Ultra Low Emission Zone, and the area it covers was expanded 18-fold in October 2021. 92% of vehicles detected travelling within the ULEZ since expansion have been compliant.
Hackney in East London has embraced the idea of parklets thanks to local campaigners. In recognition of the 70% of Hackney residents who do not own a car the council is now trialling the first ever community parklet scheme in the UK. There are 15 residential parklets planned by the council in 2022 alone.
While traffic levels fell by a third during lockdown, in 2021 they had bounced back to pre-pandemic levels. In early 2022 Mayor Sadiq Khan acknowledged that car traffic must reduce by at least 27 per cent in London by 2030 to meet climate change targets. This target is promising, but it must now be achieved and increased for a car-free London to be within our reach.
London is one of three cities featured in our featured Car Free Megacities campaign, along with Paris and New York. Please check out our data dashboard and our leaderboard to find out how these cities are faring against each other in terms of going car-free!
Paris - the plan to bring back breathable air
The Paris Mayor, Anne Marie Hidalgo, is pioneering some of the most ambitious urban improvement measures linked to reducing the number of cars on the city’s streets. In a direct response to the coronavirus pandemic, Paris introduced a further 50km of emergency bike lanes, for a total planned of 650km. It did so in just a few weeks and created the space for bikes by using semi-rigid posts and traffic barricades.
Like many well-established cities Paris was not built for modern volumes of vehicle traffic and there had been several previous attempts at tackling congestion and pollution. In 2014 the city was experiencing a serious decline in air quality. In response it experimented with a version of the ‘odd / even’ scheme made famous by Delhi. Public transport was also made free in order to tempt people away from their cars. In spite of the crisis, the measures were criticised by the political opposition leader Jean-Francois Cope - who complained of there being ‘panic’ on the ground.
In 2018, older petrol and diesel vehicles were banned from the city between 8am and 8pm and diesel cars are due to be banned outright in 2024 and petrol cars in 2030. These measures have also faced opposition from groups lobbying on behalf of motorists. However Hidalgo stood for reelection in 2020 with a policy on banning cars being central to her campaign and in the end, she was successfully re-elected and garnered 20% more of the vote than her nearest rival - proving the popularity of these measures.
Paris is one of three cities featured in our featured Car Free Megacities campaign, along with London and New York. Please check out our data dashboard and our leaderboard to find out how these cities are faring against each other in terms of going car-free!
Prospect Park West, New York
A street bordering Brooklyn's Prospect Park in New York was reduced in 2010 from three vehicle traffic lanes to two, with the third lane turned into a two way bicycle lane. It was installed to the great delight of New York cyclists, and the extreme annoyance of some powerful and well-connected people living adjacent. A legal case was brought against the change led by a high-powered law firm.
Opponents claimed that the benefits of the bike lane were overstated by city authorities. Opponents also complained that the new bike lane had been imposed on the community, even though it was approved by the transport committee of the relevant local Community Board. Another familiar refrain was heard in the local debate – that businesses would suffer lost custom.
After a failed attempt in the 1980s to create major bike lanes, a new Transport Commissioner, Janette Sadik-Khan, supported by New York’s Mayor Bloomberg, promoted the notion of the ‘complete street’ – a place for more than cars – and oversaw the introduction of 255 miles of bike lanes up to Spring 2011. The number of people cycling to work doubled between 2006 and 2010 according to the authorities.
The bike lane in Prospect Park West was built in a month, and other lanes have been introduced much quicker. Their cost is a tiny fraction of the cost of road repairs, and streets with protected bike lanes saw 40% fewer accidents.
By 2012, six years into the Bloomberg administration, 66% of New Yorkers had come round to thinking that bike lanes were a ‘good idea’. Only 27% said that they were a bad idea.
In 2016, five years after the lawsuit was brought against the Prospect Park West bike lane, a move which some said nearly sank New York City’s bike program, the action was dropped. One of the reasons the lawsuit failed, apart from lack of legal merit and factual grounds, was the steadfastness of certain councillors and the city authorities in the face of vocal but poorly grounded criticism.
New York is one of three cities featured in our featured Car Free Megacities campaign, along with London and Paris. Please check out our data dashboard and our leaderboard to find out how these cities are faring against each other in terms of going car-free!
Berlin
In Berlin, only one in three people has a car but most people have a bike. The recent Mobility Act and new pedestrian law aim to create a bigger shift to public transport, cycling and walking. But local residents are still campaigning for a far more ambitious transformation into a healthy, people-friendly city - one that designs out the majority of remaining car use.
As part of the Mobility Act, ten bicycle highways along wide lanes are planned that will connect the city’s outskirts and centre. Buses are set to go electric by 2030, car sharing will be promoted, and the Act has the goal of making car traffic ‘climate-neutral’ by 2045.
The ‘pedestrian law’ aims to raise the status and priority of walking as a way of getting around and includes improving mobility and the user-friendliness of streets for wheelchair users and the visually impaired. It is said to be the first time in Germany that the priority of pedestrian travel has been given a legislative foundation.
The coronavirus pandemic also has seen several innovations; a particularly interesting one is the rise of ‘KoMoDo’ which is a potential solution to the problem of congestion caused by internet shopping deliveries. The KoMoDo brings together five large parcel service providers who can make use of cargo bikes from micro-depots for the last few kilometres of deliveries.
Pivoting away from a system designed for cars will bring multiple benefits to poorer households in Berlin and the same goes for other towns and cities as well. Car ownership is concentrated in wealthier residents, with 44% percent of Berlin’s wealthy residents owning one or more cars, but only 22% of those on low incomes owning a car. Those people on lower incomes will really benefit from any improvements made to alternative forms of transport.
All this being said, the pace of change is not fast enough for some citizens. A group known as Berlin Autofrei has already begun the first stages of a legislative process that uses a ‘people’s referendum’ in an attempt to ban non-essential car traffic in the whole central area of Berlin. With a combination of official approval, in principle, to turn the tide against cars, companies innovating, and grassroots pressure, Berlin is one to watch as it works towards going car free.
Birmingham
Birmingham, England’s second largest municipality after London, was once known as ‘motorway city,’ and so might be one of the last places you might imagine to introduce a Clean Air Zone (CAZ).
The city is home to the notorious ‘Spaghetti Junction’ (officially known as Gravelly Hill Interchange), a tangle of roads that joins three motorways and other roads bringing traffic into the heart of Birmingham. It covers over 120,000 square metres and when it was finished in 1972, it represented a dizzy zenith of putting cars before people in city planning.
But now, with a quarter of all car journeys on its roads being just one mile or less, the city is planning to turn the tide of unnecessary traffic with a ‘super sized low traffic neighbourhood.’
Inspired by the city of Ghent in Belgium, Birmingham introduced a plan that it called ‘Places for People’ during the pandemic. It aimed to reclaim local streets for children to play and for people to walk, cycle, and meet one another. The objective was also to create a cleaner, safer, less polluted environment by cutting traffic.
City authorities were also inspired by the London Borough of Waltham Forest’s plan which used similar measures and found they improved life expectancy, increased active travel, reduced traffic, and boosted local retail. The latter is an important point as damage to the local economy is regularly cited by traffic reduction critics but in fact, the opposite is true.
With these realities beginning to gain wider understanding, Birmingham’s transition to being a people friendly city should be smoothed. By early 2022, and with ongoing local consultations, the CAZ was being piloted in areas in the city including Kings Heath, Lozells Moseley, Bournville and Castle Vale.
Boston – trialling free public transport to end car dependency
Research investigating transport habits in the cities of Boston and Cambridge in the US found that nearly 30% of people who normally commute by car were prepared to change their habits and give up their permanent parking permits following a short free-transit trial. The majority switched to holding just an occasional parking permit with some making a full switch to the use of public transport. After a six month period, one in four maintained the change.
But Boston still had a big congestion problem. And, for many it was still hard to imagine life without the car. That was until the coronavirus pandemic hit. Along with many other cities, the average distances driven in Boston fell dramatically; in the first big month of lockdown the distances driven were down 75% compared with the previous month. The city closed streets to cars and opened up space for walkers and cyclists.
Now Boston has a plan to improve its long-term mobility called Go Boston 2030. It wasn’t just dreamed up in City Hall though. Its action plan consists of 58 projects and policies which were the result of public engagement that generated a bank of ideas that totalled 3,700 suggestions.
The results include priority bike lanes separated from traffic, traffic calmed neighbourhoods, with redesigned streets and wider pavements, pedestrian friendly squares, and multi-use off-road paths. Their target is to increase cycling four-fold by 2030.
Bristol
At the moment Bristol is far from becoming car free. But this city in south west England is a model of a place wrestling with the issues involved in reducing traffic. And, it is making progress with its introduction of a Clean Air Zone in summer 2022.
Like many towns and cities during the pandemic, Bristol opened up road space usually occupied by parking and driving to walking, wheeling and cycling so the city could reap the benefits of reduced air pollution and space for businesses to trade outdoors.
City officials did think further ahead though, commenting in written evidence to a House of Commons committee that, ‘The council’s long-term ambition is to make the new road layouts permanent, creating cleaner air and better bus, walking and cycling journeys, alongside ongoing plans for a mass transit public transport system.’
As people’s travel habits changed, the council reported that air pollution levels dropped by nearly half. At the peak of lockdown there was an 85% drop in traffic flow, while walking and cycling increased significantly.
Bristol has also seen pioneering research which confirms ‘traffic evaporation’ - the phenomenon whereby road closures result in people deciding not to use their cars. UWE Bristol’s Centre for Transport and Society found that closing bigger roads was more effective in creating motivation not to drive.
People in Bristol now have a taste for change and want to see European style, pedestrian friendly ‘15 minute neighbourhoods.’ A taste of what could be in store for the rest of the city can be seen already in the renovated Queen’s Square, where putting people first greatly improved the local space.
Curitiba - Where the bus handles the fuss
When the modern city of Curitiba started to expand rapidly in the 20th century it did something very different to other growing urban areas. Instead of carving large wide roads through its centre, it developed pedestrian areas. Extensive parks and a tree planting scheme have led to it being nicknamed the ‘ecological capital of Brazil’.
One of the greatest challenges for the growing urban area was how people would get around. Before the 1960s Curitiba looked set to follow countless other cities and embrace car culture.
Instead, responding to the city’s growing pains indicated by overcrowding and congestion, local leaders launched a competition to re-imagine Curitiba’s development path. In 1965 a new plan came about which would aim to ‘remove cars from the equation’. That meant removing them from the core of the city with initiatives that had substantial citizen participation.
But what would the new system look like? Curitiba’s solution was to develop a low cost, fully integrated and rapid bus system. Dedicated bus lanes were introduced in 1974, in 1980 terminals similar to underground stations were added and, in 1991, to make the system more attractive and comfortable for passengers, tube-like raised platforms were introduced. The whole system had a ‘bus-tube’ character.
Over time, a flat fare system was introduced so that there was no disincentive to using the buses for poorer passengers and those who had to travel further into the city.
Today the Curitiba BRT system works across eight neighbouring cities, moving 1.9 million passengers around on a daily basis, and reportedly enjoys an 89% approval rating.
To deal with ongoing traffic congestion that obstructs public transport, in 2013 a cycling plan was introduced designed to upgrade an existing 100km of cycle paths, introduce 200km more, and integrate bike parks into all bus terminals and city parks.
Curitiba’s example gives two key lessons: the importance of integrated long term planning which puts people first and the importance of openness to innovation and improvement.
Freiburg - Transforming Transport
The city of Freiburg has been called Germany’s environmental capital because of its transformative rethinking of transport. The higher the share of urban trips taken by public transport, bicycle and on foot, the less carbon emissions there are from road use. But in Germany, car makers are a powerful lobby. On top of that Freiburg also faced opposition from local businesses who feared that new controls on car use would have a negative impact. In spite of this, Freiburg was able to coordinate transport and land use to increase journeys by bike threefold, double public transport use, and cut the share of trips by car by 32%, meaning that over two thirds of journeys are now made by public transport, walking and bike.
The number of cars and light trucks owned per head of population fell in Freiburg over two decades, even as it has risen steadily for Germany as a whole.
Freiburg began with above-average car use until things started to change around 1970. Bike networks, expanded light rail, pedestrianisation and deliberately planning new developments for both homes and businesses close to public transport all contributed to the transition. By 1980 the car officially took second priority to pedal, foot and mass transit. By 2008 the city had several cycle-only streets, and nine out of ten residents lived in areas where traffic could not go faster than 30km p/h (19 mph).
In many areas the speed limit drops to 7km p/h (5 mph). The city set an example now widely being emulated.
Ghent – where cars are only guests on the roads
Ghent, Belgium has become something of a poster-child for progressive transport policy, but to get to that point wasn’t easy and took political courage in the face of opposition.
A medieval city, its maze of narrow streets and squares began to be overwhelmed by traffic during the 1980s. An early attempt was made in 1987 to reduce traffic and begin to address the combined problems of congestion, air and noise pollution, and poor conditions for cyclists, pedestrians and public transport. But the plan was cancelled after only 5 months due to vociferous protests from retailers.
A cycling plan was then introduced in 1993 followed by a city centre mobility plan in 1997. Prior to this, however, during 1996, there were over 300 public hearings to allow for extensive consultation on the proposals. That wasn’t all. Advance notice of proposed road closures was also carefully communicated using a range of media channels including radio, television, maps and posters. Households were even mailed and a phone information line was established. Then, overnight in November 1997, and still in the face of much resistance, through traffic was stopped from entering the city centre.
The congestion that opponents warned of did not come about. Public transport use increased, the centre was opened to pedestrians and a range of life-enhancing cultural activities, making it more attractive to residents and visitors, began. Ghent not only built new infrastructure for cycling, including 300km of cycle routes and 7500 rental bikes, but the city also promoted the culture of cycling with art and exhibitions to increase its appeal. Journeys are now quicker by bike than by car.
In a decade the share of commutes by bike rose to one in five, more than double the national average, up from just 12%. Ghent plans to be carbon-neutral by 2050 and won an international prize, the Eurostar Ashden Award for Sustainable Travel, in 2012.
Jakarta – home of the Car Free Day
In Jakarta there is a Car Free Day weekly. It has been held every Sunday since 2012 on the city’s main avenues.
Jakarta is the most high-profile Indonesian city to start weekly car free days, but it wasn’t the first - they were led by Bogor and Malang.
Each week the streets are reclaimed by people and given over to a wide variety of activities, with many also enjoying walks, the absence of traffic and cleaner air. The event proves popular with children, families and young people.
It’s estimated that each week at least 100,000 people come together to take advantage of the car free avenues. The day is now seen as an opportunity by many different groups and sectors. Businesses have been quick to take advantage, with something of an open market happening each week. As well as the booths selling things, the new open spaces are used to hold events – which are planned and monitored by weekly meetings held by the local transport authority.
But local communities use the weekly event too with good effect. Support groups for people with hearing difficulties, for example, are reported to hold sign language training for free in clear traffic circles. It aids civic engagement too, with young people, students and campaigners gathering regularly to promote causes.
Vehicles and generators are banned, to guarantee that the cleaner air benefits are maintained.
But Jakarta still has huge problems with congestion. But that’s where the city’s other plans come in. An odd/even number plate scheme operates on key routes at busy times, with number plates ending in odd and even numbers allowed on alternate days. An underground metro Mass Rapid Transit (MRT) system is being built, as well as a Bus Rapid Transit (BRT) scheme inspired by Bogotá in Colombia. Overall, the government plans to raise the proportion of journeys using public transport from 23% in the mid 2010s to 60% by 2030.
Kajaani - lifting a city centre up by taking down the number of cars
In the 1990s the centre of the city of Kajaani had been in decline for some time. For roughly two decades there had been ‘heated debate’ over proposals to remove car traffic from the city’s central area. In 1996 the decision was taken to go ahead and implement the traffic measures as part of the broader plan to stem and reverse the city centre’s decline which was to be implemented from 1998. Once in place, the centre traffic didn’t simply transfer onto neighbouring streets, there was actually an ‘evaporation’ of traffic as people switched to active travel and public transport alternatives.
Polling conducted before and after the experiment showed a pronounced, positive shift in public attitudes towards the city centre. Before the changes 60% of residents thought the city a good place to live and 47% that the centre was ‘beautiful’. After the changes opinions shifted to 80% thinking Kajaani good to live in and 55% that the centre was beautiful.
Kigali - Car free days inspiring change
Rwanda’s capital city, Kigali, celebrates a regular Car Free Day. Initially held one Sunday a month, Car Free Day quickly became so popular that it is now held fortnightly, on the first and third Sunday of every month. Kigali City Council, in partnership with Rwanda Biomedical Centre introduced Car Free Days back in 2016, and since then the move has inspired cities in other African countries to follow suit.
As well as making Kigali a greener city, Kigali’s Car Free Day aims to promote the culture of sport among residents and support healthy lifestyles. The route is ten kilometres long, with cars banned between 7am and 11am. In the centre of the route people gather to take part in guided exercises and training. Included in the Car Free Day are free medical check-ups. Although the Car Free Days were paused during the height of the pandemic, they are now back and are described as a ‘highly anticipated recreational event’, offering an opportunity to socialise, and support local businesses.
Car Free Days in Kigali have been coupled with a Car-Free Zone which was announced in 2015. Although the Car Free Zone initially came under some criticism, in 2021 it underwent a considerable rebrand and upgrade. Now known as Imbuga City Walk, the area boasts pedestrian zones, cycling friendly pavements; trees, an exhibition zone, playground, benches and free Wi-Fi network, and public toilets. In 2022, work was started to include three more streets in the zone.
Madrid – where the public want change, even if some politicians don’t
Madrid in Spain, another European city that has become known for congestion, was taking steps well before the coronavirus pandemic struck.
But it followed in earlier steps taken by places like Pontevedra, Northern Spain, which serves as a model of the local transformation that giving urban space back to people can bring. The city returned its 300,000 square metre city centre to pedestrians in 1999 and as a consequence brought multiple economic, social and health benefits to residents. Since banning cars, Pontevedra has enjoyed a drastic drop in traffic accidents, reduced anti-social behaviour and lower pollution levels. With three quarters of all journeys formerly made by car now made on foot or by bike, there have been positive health outcomes for fitter, local citizens too.
Similarly, following suit to improve life in the city and open up its streets for people Madrid decided also to reduce access for cars. In 2018 Madrid made the centre of the city into an ‘ultra low emission zone’ which effectively banned most cars.
On this occasion the scheme proved popular from the outset with the active support of a significant majority of the public with 64% of city residents in favour.. Within months of Madrid’s measures being introduced levels of the toxic vehicle pollutant, nitrogen dioxide, were reportedly down by 48%.
However, in 2019, when a rightwing political party won power in the city government, it moved to suspend the congestion reduction initiative. In response, a mass demonstration was organised by Plataforma en Defensa de Madrid Central to reintroduce the measures. Then, when a legal case was brought against the suspension, an administrative court judge in the city overruled the new council, restoring the popular scheme.
Medellín - where public space and public transport increased and violence radically reduced
Medellín, the second largest city in Colombia, is an example of how the bold re-imagining of public space and the innovative use of public transport can overcome far greater threats and obstacles. In the early 1990s, Medellín was the most violent city in the world. Since the early 2000s, however, the city has seen a remarkable transformation, becoming a world-renowned centre of innovation and tourist hub with a thriving civil society. It is now admired by city planners around the world for its innovative architecture and public infrastructure.
The transformation was accomplished by a progressive coalition of academics, community organisers and business people, who came together in the late 1990s to actively engage with communities and seek solutions to Medellín’s crisis. The coalition came up with proposals to invest in education, public infrastructure and public spaces in the city. The coalition came to be called Compromiso Ciudadano (“citizen commitment”), and eventually formed into a political party.
In 2003, the party’s mayoral candidate, Sergio Farjado, was elected on a ticket based on the movement’s proposals. Farjado dedicated his mayoral term to “repaying the historic social debt” to the poorest parts of the city. The collection of policies that he put in place included developing new public spaces, schools, parks and public libraries and supporting local businesses in the lowest-income areas of the city.
The participatory process to reimagine the city created a vibrant civic culture that still exists today. Decisive to Medellín’s social and security transition was the transformation of its physical space to be more inclusive. This was aided when Colombia launched a new National Constitution in 1991 which recognised public space as a constitutional right. This was used by subsequent mayors to justify changes.
Today, Medellín now hosts Colombia’s most advanced sustainable public transport network, and the city has vastly increased and enhanced green spaces, including through the development of a new green belt around the city’s periphery.
Milan – open streets and the ‘15 minute neighbourhood’
A city that has become synonymous with traffic and congestion is Milan, Italy. It has, at varying times, taken measures to address its problems. In 2012 the city authorities introduced a selective vehicle charge to reduce traffic and improve air quality. It was scrapped after a legal challenge by a private car park claimed it was affecting their business.
The impact of the forced removal of the traffic charge after several months was surprising, with vehicles returning immediately. During the schemes there had been an overall decline in vehicle numbers of 14.5% when only 19% of vehicles were subject to the charge. The initiative was later restored, but the advent of the coronavirus pandemic led to a more ambitious plan to reduce traffic in Milan.
Open streets
Now, Milan’s municipal Strade Aperte (Open Streets) initiative is being cited as a model for improving the quality of central urban environments. It was triggered as local politicians feared that restrictions on public transport might cause serious health and environmental problems if people switched to cars. In order to ensure that space was available for social distancing, local authorities set out to reduce the space available for cars and increase it for pedestrians, cyclists and people using electric bikes and motorcycles. These measures are now intended to be permanent.
The measures include 35km of new cycle lanes, new and wider pavements, and expanded areas for children to play in. Some streets now give priority to people walking and cycling and 30kph (20mph) speed limits have been introduced on multiple roads. In one area known as the Lazaretto a low traffic neighbourhood has been created. and on the main Corso Buenos Aires, new bike lanes have been created along major shopping streets which are being combined with other measures in efforts towards pedestrianisation. Milan could also be said to have started a trend in Italy.
The ‘15 minute neighbourhood’ – reimagining town and city life
Behind the practical steps taken by Milanese authorities is a bigger vision. The aim is to make Lazzaretto and Isola pilot projects for ensuring that everything people need to live their lives is within a 15-minute walking distance.
‘Open Squares’ - improving the public realm with more and better space
Italy’s famous town and city squares reveal the importance of public space and a high quality public realm for urban life. ‘Open squares’ is another component related to the new measures in which 15 city squares have been improved over an 18 month period by increasing space for pedestrians and active travel such as cycling.
New Delhi – road rationing and the odd / even initiative
In terms of air pollution, the worst-hit city in the world recently has been Delhi – where traffic has been growing inexorably and is a major contributor to poor air quality. Other contributing factors include dust from construction, pollution from factories and power stations, the burning of fuel and the burning of crops.
To lower levels of dangerous ‘particulate matter’, the Supreme Court in 1998 ordered that public transport shift from diesel fuel to compressed natural gas.Other measures included the introduction of unleaded petrol and lowering the sulphur content of fuels. Standards for legally permissible pollution levels from vehicles have also been tightened along with the introduction of penalties for burning rubbish.
But all of these have been progressively overwhelmed by trends like the rise in vehicle numbers. In a decade from 2002 to 2012 theynearly doubledin Delhi, increasing 97%. Officially, Delhi is now kerosene free and most households use LPG for cooking. But in spite of positive steps like the switching of public transport to cleaner fuel, pollution is still responsible for 10,000-30,000 annual deaths in Delhi according to India’s Centre for Science and Environment.
Delhi had a crisis moment in November 2016 when particulate matter rose to over ten times the highest acceptable healthy limit. This led to what is known as the odd-even initiative. For a limited period of time, private cars in the city were controlled, with private cars being allowed onto the roads on alternate days according to whether their number plates bore odd or even numbers. The initiative faced opposition and legal challenges. Reportedly around nine out of ten people opposed the initiative prior to its implementation with a majority switching to being supportive after the fact.
New Delhi authorities reported falls in pollution of up to 25% in the two week duration of the scheme and reduced levels of congestion. In addition to raisingpublic awareness of the problem, the introduction of odd/even also improved road conditions for public transport making it more efficient. Official figures reported that public buses – which have a daily target of covering 200km but typically only managed 160km – managed to serve 220km per day5. Bus passenger numbers increased from 4.7 million per day to 5.3 million.
Since its initial introduction the odd / even scheme has been used successively during the smog season when air quality has dramatically worsened.
Winning public approval in Nuremberg
In an attempt to address congestion and worsening air quality, the historic centre of Nuremberg was progressively pedestrianized from the early 1970s. Potential road chaos resulting from the moves, predicted by some planners, did not materialise, nor did a loss of customers to local shops warned of by business owners. Neither, again, did the warned-of wholesale transfer of traffic onto nearby roads occur. There were only marginal numbers that did, and there was actually a significant reduction of cars.
In 1988 the last through-route was closed in a trial that was, at the time, the focus of a high level of protest and opposition, especially from retailers. Again, severe congestion in adjacent streets was forecast but never materialised. Over a 12 month period total traffic reduced by around one quarter, with only marginal displacement to nearby streets, and in 1989 the measures went from trial to being permanent. Over the course of the year air pollution fell significantly with nitrogen dioxide levels falling by around 30%.
Subsequently there was a programme of continual improvement of the city centre public space. The actual traffic reduction transpired to be double what was expected.
Before the measures were introduced there was substantial public consultation and long term measuring of traffic flows afterwards to understand ‘knock’-on’ effects.
Instead of traffic simply being displaced to other parts of the city within its outer ring road, the initial absolute reduction continued in following years. It meant that against a backdrop of rising car ownership, between 1989 and 2000, there was a reduction of 10,000 vehicles on city centre area roads.
Oslo - where you can cycle in safety
Not a single pedestrian or cyclist died in a traffic incident in the city of Oslo, Norway in 2019. For comparison, in 1975 there had been 41 traffic fatalities (one person did die in 2019 when a driver drove into a fence). The turnaround was the result of years of considered work reducing traffic on the city’s streets.
In spite of such extraordinary achievements, Oslo’s shift to designing-out the car from the city has faced increasingly familiar opposition. Some from those who simply have had difficulty adapting to change, and more from individuals fearing a loss of business when cars are reduced on roads. In fact, Oslo city centre reported an increase of footfall of 10% after reduction measures indicating that they made the streets more attractive to pedestrians.
What were some of the steps taken by the city? Most on-street parking was replaced with bike lanes and pavement for pedestrians. New street furniture such as benches were also introduced along with miniature parks. Certain major streets were closed to traffic, congestion charges were introduced along with lower, safer speed limits.One of the ways that Oslo came to overcome the doubts and opposition was by first experimenting with pilot projects.
Indicative, perhaps, of a broader cultural shift, something else extraordinary happened in 2019. Not a single child under the age of 15 anywhere in the whole country of Norway died in a road crash. City planners now see drivers as ‘guests’ on the streets.
Oslo saw the number of trips taken by public transport increase by 63% in a decade from 2007 - 2017.. By 2017, 56% of public transport was powered by renewable energy with a target of going 100% renewable by 2020. This has included the conversion of ferries to be electric-powered; all boats are now planned to be ‘emissions-free’ by 2024.
Pontevedra - Taking cars out, bringing life back
Pontevedra, once a medieval Galician town in decline, began to turn its future around in 1999, with measures to pedestrianise its city centre. Within a month of getting elected, mayor Miguel Anxo Fernández Lores transformed the whole centre - an area of 300,000m2 - by closing it to traffic and opening it to people. Lores wanted to improve quality of life and make the city more accessible to vulnerable people.
Before, the centre had been congested and polluted. It was also dangerous for people on foot, as around 27,000 cars passed through daily and pavements were constantly obstructed by parked cars.
In the centre, traffic dropped by 90%, air pollution fell dramatically and now the great majority of people travelling in the centre walk or cycle. To encourage walking, the centre is dotted with map points showing the time it takes to walk between key locations. Pedestrians always have the right of way and local police have reported a dramatic fall in injury and fatalities caused by vehicles.
As well as stopping cars, the public space in the centre was reimagined. Pavements at the side of former roads with kerbs became streets without obstacles. The city created more places to sit, street lighting was improved, and green spaces and children’s playgrounds were expanded. Where cars are still allowed, space for people walking has been doubled by ensuring that two people with open umbrellas can pass each other.
The promotion of local, small businesses, and steps to protect them from big corporate retail chains helped fuel public affection and win over hesitant business owners. Delivery vehicles are allowed to enter the city centre to allow business to operate, but they are only allowed to park for short periods of 10-15 minutes.
Altogether the improvements breathed back life and helped reverse the town’s declining population. ‘No room for cars’ is now one of the local mottos.
Image credit: Bene Riobó // CC BY-SA 4.0
Portland - cutting the car commute
Portland, Oregon has been attempting to reduce car use by changing the design of street systems for several years. In the two decades since 1990 the town managed to cut the share of people commuting by car, truck or van by around 10%, with journeys by bike or public transport rising to just under one in five. Daily commutes by bike went up by nearly six times, and public transport by over 50%.
As of 2008, the substantial cycling infrastructure had been created at the cost of a single mile of normal urban freeway. In 2018 the city introduced a plan to reduce traffic congestion called ‘Central City in Motion’. Under the $72 million plan car parking places would be reduced by 1000 as part of 18 main projects. Each involved the introduction of new bike or bus lanes, or both together. It also included 30 miles of new ‘low stress’ bike lanes. The city expects its population to increase significantly in the future, and without new, greener transport options could see a huge traffic increase of up to 47%.
But Portland’s plans have been influenced by the city of Seattle, which attracted 60,000 jobs in its downtown area, but by investing heavily in public transit, did not increase the number of cars on its roads. In 2020, Portland invested an extra $10 million in the Rose Lane Project to create more dedicated bus and streetcar only corridors. City commissioners now often speak of the ambition to make the Downtown area ‘car free’.
With nearly 500 miles of bike lanes already built or a small proportion still being completed, the city has the highest proportion of commuters who go by bike in the country.
Stockholm: congestion charging – from fierce opposition to popularity
In 2006, in Stockholm, Sweden, congestion charging was introduced to control excess traffic. At the time it was remarkably successful and cheap. Priced at a couple of euros per driver, the policy saw a 20% reduction in car traffic during rush hours.
But this form of road pricing faced strong public opposition when it was first introduced with around seven out of ten people against it. Once people had lived with the changes for a while, however, things changed dramatically. Five years after its introduction, in 2011, opposition had switched to support. As many of the public - seven out of ten - were now in favour of the scheme as had been against it.
Stockholm’s initiative revealed two other important insights. The first was the speed with which car users responded to measures like road pricing. When there was a pause in the policy in mid-2006, traffic levels increased overnight, quickly returning to almost the same levels as before the scheme.
The second point of interest was the way in which people adapted, to the point that many could not remember, or even admit to, ever having been opposed to the measures in the first place. This emerged during research to discover who amongst drivers had experienced a change of heart. But the findings didn’t correlate because a disproportionate number claimed always to have been in favour of the congestion charges.
Strasbourg - from opposition to acceptance of traffic reduction
In 1992 Strasbourg, France embarked on a ‘plan de circulation’ that would see the expansion of central areas opened-up for public transport and active travel - cycling and walking - and closed to private cars. Following a familiar pattern, there were warnings that the exclusion of private cars from the centre would lead to ‘chaos’ and congestion. But, once again, the upheaval did not materialise.
The scheme was designed to improve quality of life, reduce pollution and make the city more attractive to residents and visitors by encouraging a full modal shift in people’s travelling habits, switching to active travel and public transport. Along with the scheme came a new tramline which led to a 17% reduction in traffic coming into the wider city area in its first year alone. Its success led to two further tramlines being installed by 2010. Over the course of a decade from 1989 to 1999, trips made by public transport went up from 11% to 30%.
But it wasn’t easy. There was a powerful opposition campaign that feared that the physical changes and pedestrianisation would reduce the number of customers. The city engaged in widespread consultation and also staged a major communications exercise – with a popular ‘bear’ symbol and comprehensive signage explaining the changes. There was also a phone-in advice line. The scheme ultimately proved to be a popular and political success with some businesses and residents even calling for a further expansion of traffic reduction measures. Property values were enhanced and the use of parking restrictions triggered greater turnover for businesses.
Strasbourg also innovated as the first city in France to use an ‘intelligent traffic management system’. The approach works by reducing the number of stop-and-go waves along its roads, cutting vehicle stops by 9% which lowers emissions of harmful nitrogen oxide and particulates by 8% and 9% respectively. Trams are also given priority over other forms of traffic.
Tallinn - Where public transport is free
It’s said that there’s no such thing as a free lunch but, increasingly, there is such a thing as free public transport. One of the cities to pioneer this way of making towns and cities more pleasant to live in and get around is the capital of Estonia, Tallinn.
City authorities view the measure as a way to encourage people to switch from cars to trams and buses, while improving the local economy in the process. Initially, the move was explained to the public and a subsequent vote delivered a result of over 75% in support. Experimentation in the early 2000s eventually resulted in free public transport becoming available to all the city’s residents in 2013 - the first European capital to do such a thing.
The immediate response was positive. Congestion fell by 15%, public transport use went up 12.6% and overall car use dropped 9% in just the first few months. Awareness of the move also had a surprise benefit. Attracted by the new policy, thousands more people registered as Tallinn residents, boosting municipal income by €20 million per year.
There was initial scepticism about the policy among local politicians, but now none of the main local political parties proposed removing the scheme.
To help the shift, the city authorities also raised parking fees and reduced the number of car parking spaces. The rest of the country is now following Tallinn’s example, with Estonia declaring an ambition in 2018 to introduce free public transport nationwide. Free buses have been introduced in 11 of the 15 counties. The example influenced Luxembourg to follow suit; it introduced free travel across the country in 2020. During the first year of the pandemic city traffic reduced by another 17% and time will tell if this shift further helps Tallinn kick the car habit.
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