Reducing car dependence in the heart of Europe: lessons from Germany, Austria, and Switzerland

Buehler, Ralph; Pucher, John; Gerike, Regine; Götschi, Thomas

doi:10.1080/01441647.2016.1177799

Cited by 252 publications

(154 citation statements)

References 26 publications

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“…They report that there has been a consistent downward trend in distances travelled by city residents by car since 1995 from 4700 kilometres annually in 1995 to 3800 in 2012 (UITP, 2015). Similar findings have been shown by Buehler et al (2016) in a number of large European cities.…”

Section: Discussionsupporting

confidence: 75%

“…In general, the academic literature with respect to sustainable transport is growing at a rapid pace. Reviews of such practice are frequently made from a multi-city perspective (see for example Buehler, 2008, 2009);Pucher et al, 2010;and Buehler et al, 2016). Whilst such multi-city perspectives are clearly useful for comparative purposes, they often cannot capture the important detail that is provided -(i.e.…”

Section: Introductionmentioning

confidence: 99%

“…The project deliberately did not look at the largest cities, though work has been undertaken for some large cities in Europe exploring how car use is declining, especially in the city centres (see Buehler et al, 2016 which examined change in 5 cities Munich, Berlin, Hamburg, Vienna and Zurich).…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Car-Free Urban Areas: A Radical Solution to the Last Mile Problem or a Step Too Far?

Tight¹,

Rajé²,

Timms³

2016

built environ

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This paper suggests an alternative and, arguably, more comprehensive definition of the last mile as a personal travel concept. This characterization of the last mile is used as a catalyst for discussion of a radical urban car free vision to explore how such urban areas might operate in practice. A range of international examples of places where substantial change in urban transport has occurred are included to illustrate the potential for change, how this has been brought about and how close different areas are to achieving very different urban transport futures.The overwhelming argument is that such urban areas can work and in the context of the last mile concept provide a neat solution to many of the associated issues and problems. It is shown that a number of urban areas appear to be moving towards such car free futures and others might be expected to follow once the benefits become clearer.

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Section: Discussionsupporting

confidence: 75%

Section: Introductionmentioning

confidence: 99%

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Car-Free Urban Areas: A Radical Solution to the Last Mile Problem or a Step Too Far?

Tight¹,

Rajé²,

Timms³

2016

built environ

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show abstract

“…São Paulo is even significantly higher than in the more attractive European cities that have traditionally been characterised as strongholds of transit and NMM [25]. (8) The relatively small (29.6%) of daily trips that are made by car and motorcycle in the SPMR are causing most of the damage (congestion, air pollution, traffic noise and traffic mortality) and are chiefly responsible for the region's reputation as a traffic disaster.…”

Section: São Paulomentioning

confidence: 99%

Is Automobile Dependence in Emerging Cities an Irresistible Force? Perspectives from São Paulo, Taipei, Prague, Mumbai, Shanghai, Beijing, and Guangzhou

Kenworthy

2017

Sustainability

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This paper analyses seven metropolitan regions that are all experiencing rapid motorisation and are perhaps appearing to capitulate to the automobile. Through 20 years of changes, evidenced in systematic data from the mid-1990s, a different perspective is found. None of the urban regions appear near to or even capable of becoming automobile cities. Physical limits are already being reached that make higher levels of private motorised mobility very problematic if transport systems are to remain functional and the cities livable. These limits appear already to be reversing the decline in non-motorised modes and creating an upturn in transit systems, especially urban rail. That these cities have been able to either hold their own, or somewhat increase their share of total motorised mobility by transit over a 20-year period, is some indication that they are 'hitting mobility walls' much sooner in the motorisation path than cities in North America and Australia, which grew up with and were designed around the spatial needs of cars. Like many cities in the developed world that have shown a decoupling of car use and total passenger mobility from GDP growth from 1995 to 2005, there is now evidence that this is happening in less wealthy cities. This is important because it assists global and local goals for reduced CO 2 from passenger transport, while allowing for economic progress. Such evidence suggests that automobile dependence is not an irresistible force in emerging economies.

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“…In recent years, some big German cities have expended great efforts in promoting cycling, for example, cities like Berlin, Munich, and Hamburg [12,14]. However, cycling promotion in big cities in Germany is challenging.…”

Section: Introductionmentioning

confidence: 99%

Barriers to Implementing Pro-Cycling Policies: A Case Study of Hamburg

Wang

2018

Sustainability

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Cycling is gaining increasing attention as a convenient, environmentally friendly, and fitness-improving mode of transport. While many policy interventions have been made to promote cycling, not enough research has focused on the barriers to implementing pro-cycling policies. For effective policy implementation, identifying major barriers and removing them is critical. This study took an in-depth look at Hamburg which started a major cycling promotion in 2008. According to expert interviews and literature surveys, the author found that the major barriers are physical, political and institutional, and social and cultural. Specifically, the city lacks enough physical space, political support, and the evaluation of travel behavior and demand. Also, some private stakeholders are reluctant to give up on-street car parking space for cycling lanes, and the negotiation process is difficult and time-consuming. To overcome these barriers, Hamburg requires cycling-oriented urban design, a strategic and integrated cycling action plan, strong political support, and target group-oriented communication.

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Reducing car dependence in the heart of Europe: lessons from Germany, Austria, and Switzerland

Cited by 252 publications

References 26 publications

Car-Free Urban Areas: A Radical Solution to the Last Mile Problem or a Step Too Far?

Car-Free Urban Areas: A Radical Solution to the Last Mile Problem or a Step Too Far?

Is Automobile Dependence in Emerging Cities an Irresistible Force? Perspectives from São Paulo, Taipei, Prague, Mumbai, Shanghai, Beijing, and Guangzhou

Barriers to Implementing Pro-Cycling Policies: A Case Study of Hamburg

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