UniSydney ARCH-9092 Urban Report

School of Architecture, Design and Planning

ARCH 9092 Urban Report 2021

Embracing Bike Share Scheme in Greater Metropolitan Sydney: A study of cycling infrastructures and street patterns

Suzy Zhu 490198258

Bike share is a first mile/last mile solution, helping to improve access to and from public transport. The integration of cycling and public transport makes up for the weakness of both. A bike share network designed to act as a feeder to public transport can substantially enhance the functional catchment of public transport.

——Elliot Fishman, 2020

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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Contents 1. Introduction The problems faced by Sydney What is Bike Share Scheme and the BSS in Sydney The overseen trigger for BSS's failure in Sydney Study Statement and Report Structure

2. Literature Review BSS is better integrated to transit than private bikes Spatial configuration affects Bike Share Scheme Conclusion of literature review

3. Method and Data Space syntax and the application Data source

4. Case Study Case 1: Copenhagen Case 2: Shanghai

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3 3 5 7 7

9 9 10 14 15

3 15 16

17 17 18

2

5. Study and findings

19

Metropolitan city scale analysis

19

Neibourhood scale analysis

28

Summary of findings

32

Study 1:The current cycling network and hypothetical speculation Study 2:Spatial relationship between cycling infrastructures and transit stations Study 3: Permeability of streets pattern in different neighbourhoods Study 4: Cycling infrastructures in neighbourhoods

6. Conclusion

33

7. Reference

35

Reference List Figure List

35 37

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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1 Introduction 1.1 The problems faced by Sydney To deal with the forecast population booming

made by private vehicles. The trips between city

and the current mismatch between home and

centers take up almost double as expected time,

job opportunities, the concept of a 30-Minute

which is partly caused by the lack of walking

City is set out for a more accessible, livable,

of cycling facilities (GTA, 2018). Moreover, it is

productive, and sustainable Greater Metropolitan

believed that if the current travel mode disparity

Sydney (Greater Sydney Commission, 2017, p4).

persists without encouraging more public

In the same vein, the Future Transport Strategy

transport usage, the 30-minute City catchments

2056 purposes a better-connected transport

across the city will be hardly achieved (INSW,

network in the Greater Metropolitan Sydney, as

2018).

shown by Figure 1 (Transport for NSW, 2020,

The NSW Government is operating mass

p5).

transit projects such as Sydney Metro and In contrast, the current transport network

Sydney Light Rail and the existing train system

in Sydney cannot support the ambition of a

(Transpor t for NSW, 2020, p74). The gap

30-minutes city. According to a study on the

between stations and final destinations, called

“30-minute city” (GTA, 2018), public transport

the “last mile problem”, is another challenge for

is low in use, and most short local trips are

transit becoming the dominant travelling method.

“people can access jobs and services in their nearest metropolitan city and strategic centre within 30 minutes.”

——Transport for NSW, 2020

Figure 1: 30-minute access map across Greater Metropolitan Sydney. (Source: Transport for NSW, 2020) The University of Sydney | School of Architecture, Design and Planning

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Cycling shows the potential for the NSW

streets are car-dominant designed prevent

Government to strengthen the integration to

people from cycling to transit stations (Figure 2).

transit and promote the “30-minute city” concept.

Due to various benefits on health, environment, and economy, cycling is globally recognized as an implementable solution to the “last mile problem” (Zhao, & Li, 2017; Pucher & Buehler., 2009). Compared to walking, cycling has proven to extend the adequate access shed to the distance of 2 to 5km (1.2 to 3.1 miles) while retaining the sustainability benefits of walking to transit (Griffin, & Sener, 2016). According to Future Transport Strategy 2056, the future

Figure 2: The Bridge Rd pop-up cycleway at the intersection of Bridge Rd and Ross St, while the cyclists have to share space with vehicles (Source: Simpson-Young, 2020)

cycling network will support more short trips and

There have been cycling implementation

connect people with public transport (Transport

to date in inner urban areas, while those

for NSW, 2020, p44).

infrastructures cannot meet the demand of

The existing cycling infrastructure in Sydney cannot provide cyclists with a friendly environment with safety, convenience and comfort. In Metropolitan Greater Sydney, there is an absence of strategies for improving the regional cycleway network. Simultaneously, the insecurity of cyclists in suburban areas where

cyclists adequately, for example, the new cycling lanes in the City of Sydney (City of Sydney, 2018) (Figure 3). The proposed strategy is impressive inception, while those new bike lanes are too separate and intermittent to meet the actual needs of cyclists, as the street system and infrastructures in Sydney are designed for drivers and pedestrians rather than cyclists.

Figure 3: The problem of current cycling strategy in Sydney. (Source: author, 2021)

City of Sydney

Where cars & pedestrians can go

Where "They" think cyclists want to go

Where cyclists actually want to go

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Introduction

1.2 What is Bike Share Scheme and the BSS in Sydney BSS is a shared transpor t program

South American cities with comparably lower-

where bicycles are available to the public for

density suburbs ad high automobile dominance

short term use at a specific price (Fishman,

(Fishman, Washington, & Haworth, 2014), where

2020, P2). Bike share scheme (BSS) is a

the urban structures are similar to Australian

relatively new transport method that provides

cities.

a complimentary travelling service releasing users from troubles of mode-switching, the risk of being stolen and the unavailability of secure parking (Griffin, & Sener, 2016).

BSS has been introduc ed to Sydney for the benefits of promoting cycling while it confronts numerous unforeseen challenges.

Since 2017, share bikes started appearing on the streets of Sydney. However, the low use and high vandalism drove Sydney's BSS to decline (Heymes, 2019) (Figure 5). Heymes (2019) c onducts research and found the majority of shared bikes in Sydney are not used most days. There are three bike-share operators currently on service, mainly running

Figure 4: Global presence of BSS in 2017. (Source: Consultancy.asia, 2018)

on City and inner south areas (City of Sydney, 2021). In rural suburbs where people suffer more from the "last mile problem", there is

BSS is famous worldwide and used to integrate with public transport to reduce cars

an obvious absence of bike-share services between transit stations and destinations.

dependency and increase public transport uses. Moreover, the integration of cycling and transit provides a more affordable and effective commuting method than driving (Fishman et al., 2015). Till 2018, BSS has been implemented in more than 2,000 countries (Fishman, 2020, p12) (Figure 4). Successful stories of the mode of "BSS+Transit" can be found not only in Asian cities with intense urban construction and high population density (Zhao & Li, 2017) but also in

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Figure 5: Damaged shared bikes found in a pile (Source: Billingsley ,2017)

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The unpopularity of cycling in Australia

The concern is whether the existing cycling

is another widely believed reason for BSS's

network allows Sydney to seize this opportunity

failure in Sydney. Apart from the unfavourable

to foster BSS and make the public transit better

regulations which discourage people from

integrated into this travelling method.

cycling (Heymes, 2019), the vehicle-dominated culture and urban environment make people view cycling as unsafe, inconvenient and even "Intolerable" (Law & Karnilowicz, 2014).

The built environment is an unignorable factor that deserves thorough considerations.

As a critical part of the built environment, Streets is the fundamental factor deciding safety,

However, recent research has found that

convenience, and comfort level (Bonham, &

cycling use increases obviously after improving

Suh, 2018; El-Assi, Salah Mahmoud, & Nurul

local cycling infrastructures (Crane et al.,

Habib, & 2015; Snizek, Sick Nielsen, & Skov-

2016; Rissel et al., 2015; Rissel et al., 2018).

Petersen, 2013). Studying the current spatial

Meanwhile, Covid-19 has been driving huge

configuration of roads and cycleways in Sydney

changes in travelling methods (Transport for

can illustrate the deficiency of exciting planning

NSW, 2020, p30). This cycling trend may spark

and guide future development.

a revolution in NSW's transport and create a huge opportunity for the rebirth of BSS and active public transport.

1.3 The overseen trigger for BSS's failure in Sydney Many arguments have criticized potential

the unsuccessful use of BSS in Sydney and

culprits of BSS's unpopularity from social and

indicates that the low uses and high level of

economic perspectives, such as cultural tradition

vandalism turn BSS unprofitable, which forces

(Law and Karnilowicz, 2014; Bonham, & Suh.

those operating companies to leave Sydney.

2018), high car ownership (Wardman, Tight, & Page, 2007), and the concern of safety from local people in Sydney (Zhou, 2017; Fuller, Waitt, Buchanan and Ozolins, 2018; Lannin, 2018).

H o weve r,

t h e r e i s l i m i te d r e s e a r c h

explaining why people are unwilling to use share bike, and little academic research has been done to explore whether the unfriendly streets

Heymes (2019) believes that the regulations of using cycling helmets lead to the low use level

are the real hindrance of BSS development in Sydney.

of BSS. The study (Heymes, 2019) investigates ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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Introduction

1.4 Study Statement and structure The above discussion shows that BSS

In this report, pertinent literature is reviewed

solves the "last mile" problem in Sydney and

systematically to discuss the difference between

help the "30 -minute city". BSS shows the

BSS and private bikes and explore what factors

potential effectiveness in strengthening the

may affect BSS. The existing studies on BSS

integration of bike and transit and increasing

in Sydney are also criticized for justifying the

the use of public transit (Train and Metro) in

gap of research. Street factors are analyzed

Greater Sydney, which will release the "last mile

at metropolitan scale and neighbourhood

problem" to a greater extent.

scale to explore the spatial configuration of

This report aims to study how the cycling infrastructure in Sydney can be upgraded to provide a more friendly environment for the continuous development of the Bike Share Scheme in the future.

cycleways in Greater Metropolitan Sydney. The metropolitan cycling network and its spatial relationship to transit station will be assessed at the metropolitan scale to explore whether the cycleways are well-connected and whether the cycleways make up the gap between transit catchments. At the neighbourhood scale, the

Specifically, those following questions will be studied to support the thesis.

Question 1: Why Sydney has to embrace BSS? Question 2: What are the differences between BSS and private bikes?

Question 3: What elements may affect the use of BSS?

street pattern around transit stations will be studied to measure the integration to public transit.

Copenhagen and Shanghai are studied as cases. Copenhagen is one of the world's most cycling-friendly city, and Shanghai has one of the world's most extensive BSS programs.

Question 4: What are the challenges of BSS development in Greater Metropolitan Sydney?

The built environment of these two cities has

Question 5: How can the infrastructures get improved to promote BSS ?

the street planning and design regarding

undergone significant changes, especially cycling. Greater Metropolitan Sydney can get inspired by the spatial characteristics of street planning in these two cities to provide a better cycling environment to embrace BSS.

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Introduction

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The following content of this report are structured into four sections. The literature on bicycle sharing systems and built environment factors which may affect BSS are reviewed in Section 2; the proposed methods and selected data are introduced in Section 3; case studies and multiple scale analysis are explored in Section 4 and 5, and the report is ultimately concluded in Section 6.

Figure 6: Report Structrue

Section 1 Introduction

The traffic issues faced by Sydney The international trend of BSS development

Q1: Why Sydney has to embrace BSS? Q2: What are the differences

Section 2 Literature Review

bet ween BSS and private

Advantages of BSS How do the spatial configurations affect BSS

bikes?

Q3: What elements may affect the use of BSS?

Section 3 Method & Data Section 4 Case Study

Objective 1: Assess the cycling infrastructure network in Greater Metropolitan Sydney to figure out whether they are well-connected (city scale)

Section 5 Study & Finding

Objective 2:Explore the spatial relationship between cycling infrastructres and transit stations (city scale) Objective 3: Analyze the reasons of the various cycling use in different neighbourhoods (neighbourhood scale) Objective 4: Predict the location of future cycling infrastructures

Q4: What are the challenges of BSS development in Greater Metropolitan Sydney?

Q5: How can the infrastructures get improved to promote BSS ?

which can serve cyclists most effectively.

Section 6 Conclusion

The conclusion of findings and suggestions for future work

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2 Literature Review To better explore how street system impacts the use of BSS, it is essential to identify the critical difference between BSS and private bikes. Theoretical analysis is needed to explore how the spatial configurations, especially cycling infrastrucutres, transit stations and street patterns affect BSS. After all, the local research on BSS in Sydney worth evaluation to show the gap of current studies.

2.1 BSS is better integrated to transit system than private bikes It is necessary to clarify that BSS has the

studies claim that the purpose and distance of

same benefits as private bikes and also get

journeys are critical when choosing the cycling

affected by built environment factors as private

mode (Fishman, Washington & Haworth, 2015;

bicycles (Castillo-Manzano, López-Valpuesta &

Handy et al., 2014). Private bikes are mainly

Sánchez-Braza., 2016).

for long distance and leisure journey (Castillo-

BSS provides a better solution integrating into public transit (Griffin, & Sener, 2016), and it is a better option than private bicycles when the ride is a relatively short journey between stations and final destinations. Recent academic

Manzano, López-Valpuesta, & Sánchez-Braza., 2016). Therefore, BSS is the preferred choice for most cyclists when the trip is to or from stations, and they can ride share bike for a short distance and switch the mode to public transport for a longer journey (Griffin, & Sener, 2016) (Figure 7).

Figure 7: BSS is a first/last mile solution that provide a convenient access between transit stations and home or office. (Source: author,2021) The University of Sydney | School of Architecture, Design and Planning

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Literature Review

2.2 Spatial configuration affects Bike Share Scheme Besides the factors of nature environments (e.g., topography and climate), as well as social

SPATIAL CONFIGURATION

affect cycling behaviour. As shown in Figure8-1, built environments have impacts on cycling

URBAN FUNCTION

infrastructures and networks, neighbourhood

has impacts on the travel behaviour of cycling.

MOVEMENT FLOW

choice for transport

streets, and public transport hub.

It is admitted that the built environment

feedback affect

affect

at multiple scales. In particular, the bicycle

lly ra te e ila nc un flue in

built environments are the factors that also

un il infl ater ue ally nc e

difference (e.g., population density and culture),

Figure 8-2: Spatial configuration influences the movement flow and people's preference of transport. Adapted from Hillier and Hanson, 1984. (Source: author, 2021)

Hillier and Hanson(1984) conceived that the function of a specific area is not determined

The riding of shared bikes is influenced by

by itself but by the configuration of space.

similar factors as private bikes, for example,

In other words, the relationship bet ween

street patterns and cycling infrastructures. At

this space and others plays a crucial role in

the same time, some specific factors may have

deciding urban functions and movement flow.

more significant impacts on BSS because of the

The following diagram shows a unilateral

integration with transit stations. The following

influence between the spatial configuration

analysis is therefore focused on three main

and transport options (Figure 8-2). The spatial

elements on spatial configuration:

structure determines people's movement

• Cycling infrastructure and its network,

tendency, and the preferred route fur ther

• Relationship of BSS and transit

determines people's choice of travel mode.

• Street patterns in neighbourhood.

Figure 8-1: Related research on spatial elements with regards to cycling (Source: author, 2021) ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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Literature Review

• Cycling infrastructure and network

• Relationship of BSS and transit

A complete bicycle network has more

Since BSS is usually used for integrating

significant positive impacts than simply adding

into public transits for long-distance commuting,

cycling lanes on roads. Cycling infrastructure

the spatial relationship between public transport

mainly refers to specific cycleways where motor

catchment and BSS servicing area is critical.

vehicles are excluded (Transport for NSW,

The integration can be treated as an individual

2013). Generally, good infrastructures contribute

system made up of transit catchments and

a higher probability of cycling (Zhao & Li, 2017).

BSS serving hubs (Li et al., 2015), and the BSS

It has been supported by the local case on the

serving hubs have to fill up the gaps of transit

obviously increased cycling amounts after the

catchment. Tavassoli and Tamannae (2020)

construction of a new cycling lane on George

create a mathematical model by building up a

Street, Sydney (Crane et al., 2016).

hierarchical street network across the city to

The size of the study area affects the outcomes of cycling infrastructures encouraging cycling greatly or not. Although even the bicycle infrastructure is believed effective in encouraging cycling, a group of studies draw the opposite conclusion that infrastructure has a limited or no effect on increasing the cycling rate (Dill & Voros.

predict the potential bike-and-transit network.

Moreover, the model illustrates the BSS hubs out of the public transport catchment desiring supplementation. Their study argues that finding the gaps of existing transit catchment and extending it into a bike-and-transit catchment can effectively utilise the BSS.

2007; Parkin et al., 2008). Such contrasting

A friendly cycling environment around the

findings may be caused by inconsistent study

station may encourage more integration of

approaches and the dif ferences of study

cycling into transit. The amount of BSS trips

areas. Marshall and Garrick (2011) suggest

around stations indicates whether this transit

the study scale causes the difference, and

station is accessible and whether people are

they believe that the well-organized cycling

willing to ride the share bike to stations. In

network is more influential for increasing

a study conducted in North American cities

cycling than the isolated facilities subjoin in

(Austin, Texas and Chicago, Illinois) (Griffin, &

a limited area. A larger-scale interconnected

Sener. 2016), BSS data using the specific area

bicycle network is far more important than

around stations are measured to filter which

improving individual facilities at the street level.

stations are more frequently visited by sharebikes. It turns out that people are more likely to ride to stations by shared bikes in areas

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Literature Review

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with better infrastructures and easier access to

are believed to support active transportation

stations.

suc h as cyc ling and walk ing other than

The more likely people ride shared bikes to stations, the more public transportation usage is likely to be generated. Thus, there is a symbiotic relationship between public transport and cycling (Mugion et al., 2018). The improved

automobiles (El-Assi, Salah Mahmoud, & Nurul Habib, 2015). In other words, the grid pattern with permeable dimensions can create a more friendly environment for cyclists to motivate BSS development.

public transport services are confirmed to

Street design is transforming into more

promote BSS, and the development of BSS also

and more vehicle-dominated, ignoring the role

encourages the higher use of public transport

of bicycles in traffic. In most car-dominated

(Mugion et al., 2018). Thus, the Sydney Trains

countries, the street net work design had

and the upcoming Metro project will bring up

evaluated from a f ine grid pattern into a

the possibility of BSS in Metropolitan Greater

dendritic, treelike street network (Figure 9-1)

Sydney.

to prioritize the dramatic increase in driving (Marshall, & Garrick, 2011). There are many distributor roads with few intersections and large block sizes, providing convenience for private vehicles and hindering cycling.

• The permeability of street Within the movement net work, the connectivity and permeability are decided by the street pattern. A well connected and highly integrated network will affect riding behaviour.

Compact and interconnected street networks

The street patterns of some rural suburbs (Figure 9-2) featured the street typology of the 1970s and 1980s. Moreover, such street patterns make it difficult to promote cycling and BSS in Sydney's most suburbs.

Figure 9-1: Evaluation of street pattern since 1900 shows how street designs adapted to the needs of the automobile over time and become less and less permeable.Adapted by author from Southworth and Owens 1993. (Source: author,2021) ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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Literature Review

The density of intersection is the decisive factor in permeability to prioritize pedestrians and encourage non-motorized uses. In a study of cycling experience conducted in Copenhagen, the intersection contributes to the road's negative cycling experience (Snizek, Sick Nielsen, & SkovPetersen, 2013). On the other hand, Marshall and Garrick (2011) state that high intersection density appears to be much lower crash severity. These two contradictory opinions indicate different trends of design priority. When the street network design is based on vehicle movement, intersections can control the driving speed and provide bicycle users enough time across the intersection to ensure safety. For instance, in cities with cycling as the mainstream, like Copenhagen, too many intersections will become temporal obstacles.

Therefore, the interconnected street with a moderate amount of intersections may provide a more friendly cycling environment.

These studies discuss the effects of cycleway networks, transit systems and street patterns on cycling. However, few articles systematically discuss these elements and speculate the impact on BSS at different scales. The later studies in this paper will fill this gap by exploring the integrated system made by transit and cycling network at a metropolitan scale and analysing whether the local street structures in the suburbs are conducive to BSS.

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Figure 9-2: Common street pattern in Sydney suburbs.

Adapted from Google Map. (Source: author, 2021)

Literature Review

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2.3 Conclusion of literature review Shared bikes can provide better connections

how those mentioned factors can affect the

to stations than private bikes and release the

rebirth of BSS in Sydney. The proposed Metro

"Last mile" problem. The built environment,

and existing Train system should be considered

specifically the cycling infrastructure and

to explore the integrated network at the city

network, transit station, and street patterns,

scale. A detailed study will also be taken on a

significantly impact BSS.

neighbourhood scale and explore whether the

Little research has been done to dissect

Figure 10: Mobike is one of the dockless bike share operators in Sydney. (Source: Mobike, 2021)

street pattern is friendly for cyclists.

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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3 Method and Data 3.1 space syntax and the application The study purpose of this repor t is to

reasonable to ignore the influence of land use

investigate whether Sydney's current street

and population density around the streets.

network and the integration with transit are friendly to cyclists and able to accommodate the potential BSS. It is essential to explore how the spatial structure affects human behaviour. Space Syntax is the research method which is a set of mathematical theories and techniques developed to describe space and find correlations between space and social activities.

The Space Syntax was first proposed in the 1970s by Bill Hillier of the Bartlett School of Architecture at University College London, UK. The general idea is that spaces can be broken down into components and analyzed as a network, and all streets are represented into axial lines for calculation (Figure 11). Then the mathematical outcomes are represented as maps and graphs to illustrate the relative connectivity and integration of spaces.

Spatial Syntax relies on mathematical m et h o d s t o a b s t r a c t a n d m o d e l s p at i a l relationships and linearizes human behaviour ignoring the subjective wellness of route choices in urban life. Since this study focuses on the ur ban street net wor ks related to function rather than the quality of space, it is

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Figure 11: Street and axial map (Source: author, 2021)

There are multiple ways to analyze the configuration of spatial elements objectively.

This research will use Integration and Choice.

These two measures reflect the two fundamental elements of human movement: the choice of destination and the choice of route (UCL).

Choice measures the passing flow of a street, and integration measures the ease of access.

Choice measures how likely a street axis to be traversed throughout the system or within a predetermined distance (radius) of a segment.

The choice measure can be understood as a "water flow" in street networks. It is possible to measure the potential of an element attracting traffic across the street. In other words, within the system, the higher choice-value a street has, the more people may use this street.

Therefore in this report, the choice measure will be performed on the analysis of Sydney's

Method & Data

street network, highlighting the streets with greater Choice value, which are more likely to be used by bicycles. These highlighted streets will

16

is.

Integration =

1 Total Depth

be compared to the existing cycleways to filter

Street network around transit stations in

out gaps within the network. It also indicates

Greater Metropolitan Sydney will be analyzed to

where the future urban planning work of cycling

examine whether the transit catchment is well

facilities is required.

connected to its surroundings. Copenhagen

Integration is used to measure the ease of access, calculating the required street-to-street transition to get from one street segment to other street segments in the network. Integration

and Shanghai are used as comparisons to demonstrate how the rational street networks integrated into the transit system and create a friendly environment for BSS.

is the reciprocal of Depth, which shows the

Streets of different suburbs in Sydney are

difficulty of moving from the center point of each

also analyzed at the neighbourhood scale to

street segment to other segments. Therefore,

investigate whether the permeability of street

the harder a street is to reach, the greater the

patterns affect cycling and assess which type of

Depth and the lower the integration value. In

street pattern facilitates BSS.

other words, the higher the Integration value of the street shows, the more accessible the street

3.2 Data source UCL DepthMap is the program used for

relationship of cycling infrastructure and transit

the space syntax analysis at both city scale

stations, the catchment of public transit will be

and neighbourhood scale. For example, to

restricted to the local radii of 1.5km.

analyze the cycling network and its spatial relationship to transit, the city-wide data on road systems, cycleway networks and transit stations in Sydney, Copenhagen and Shanghai are obtained from Open Street Map.

The analysis at the neighbourhood scale starts with filtering suburbs in Greater Sydney with different cycling levels. Regions to be studied with high and moderate bicycle use are selected according to the proportion of residents

As mentioned in the previous section, the

who ride to work (ABS 2016). The streets to be

average share-bike cycling distance is about

studied were limited to a 3km*3km area around

1.5km. Therefore, when studying the spatial

the train stations of the selected suburbs.

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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4 Case Study • Copenhagen Copenhagen has proven that with a simple,

green routes through Copenhagen (Thoem,

safe and connected network of infrastructure,

unknown). Furthermore, these infrastructure

cycling c an be a c ompetitive mode of

form a connected system prioritize cycling in

transportation for people of all ages and abilities.

any context. Even in areas such as waterfronts,

According to The Most Bicycle-Friendly Cities

rail tracks and highways, the off-street paths

of 2019, Copenhagen continues to inspire and

can stitch the network of cycleways. The

lead as the world’s most bicycle-friendly city

city of Copenhagen commits to expanding

(Copenhagenize Index,2019).

bicycle highways to provide comfor table

The success of Copenhagen can come down to the fundamental factor: Infrastructure.

There are four basic t ypes of bicycle infrastructure: traffic-calmed streets, painted cyc le lanes, separated cyc le lanes, and

and uninterrupted long-distance routes for commuters. The transit system and stations are improved to provide adequate parking spaces and extra carriages specifically for bikes to facilitate mixed-mode commuting.

Figure 12: On any given workday more than 40,000 people cycle across Queen Louises Bridge in Copenhagen.(Source:Thoem, unknown)

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Case Study

• Shanghai

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connected to stations from any destinations (e.g.

Home), riding through the branch streets and then the primary routes.

In 2017, one year after the launch of BSS, shared bike usage from all companies showed that 51% of shared bikes are actively used within a 500-meter area around metro stations, and the travel efficiency of connecting to the metro has increased to 1.6 times of previous.

BSS has been launched in Shanghai since

In addition, the travel radius almost doubled,

April 2016, and the number of shared bikes was

extending the radiation circle of Shanghai metro

about 1.2 million at the peak (The University

stations from 500 meters to nearly 1000 meters

of Tongji, 2020). BSS brings great changes to

(Jiemian.com, 2017). This shows that most users

Shanghai's transit system and street design. In

use BSS to access metro stations for long-

order to solve the serious "last mile problem"

distance travelling. Due to the impact of high

in Shanghai's central city, the planning work

usage of BSS, the facilities around the subway

upgrades cycling infrastructures and reform the

were built with full consideration of cycling

street network within the cycling area around

needs and promote the use of BSS further.

Shanghai Metro stations. Riders can get

By comparing the urban planning of bicycle-friendly cities, it can be concluded that there are complete cycling networks in cycling-friendly cities. Apart from separated cycleways, the streets pattern is highly permeable and accessible, prioritizing bicycle use. In Copenhagen and Shanghai, urban planning work keeps promoting a complete and coherent street network and adjust the transit system to meet the development of cycling. Copenhagen is named as the most cycling-friendly city, having coherent infrastructure at the metropolitan city scale.

Shanghai, homing thousand shared bikes, successfully integrates "BSS+Metro" to fill the gaps in rail service. Sydney can learn from Copenhagen's city-scale bicycle network and Shanghai's "Rail + Transit" integration and improve the urban environment to embrace the future of cycling better.

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

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5 Study and Findings 5.1 City-wide infrastructure study To promote BSS, a well-connected cycling network is more ef fective than providing par titioned cycling lanes. Meanwhile, it is necessar y to establish infrastructures

Copenhagen Denmark

around transit stations to integrate BSS into the transit system for city-wide commuting.

Shanghai China

Therefore, the city-wide cycleway network and its relationships to transit catchments should be examined in Greater Metropolitan Sydney.

Copenhagen and Shanghai are studied

Sydney Australia

as precedents to illustrate the city-wide comprehensive cycling networks and successful integration between cycling and transit.

Figure 13: The location of studies areas. Adapted from Open Street Map. (Source: author, 2021)

• Study 1：The current cycling network and hypothetical speculation In order to investigate whether the cycling

Choice algorithm of Space Syntax, and hotter

net wor ks are well - c onnected across the

colours highlight roads that are more likely to

metropolitan city area, the existing cycleways

be chosen by cyclists. In other words, providing

are shown and compared to hypothetical cycling

cycling facilities on those highlighted roads can

tracks on the map of the three cities individually.

better serve cyclists, and such roads can be

The map of cycleways illustrates the layout

considered as the "main road" within the cycling

of existing cycling networks of Copenhagen,

system and should be built first.

Shanghai and Sydney. The hypothetic al cycleway layouts are made according to the

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Study & Findings

20

Copenhagen

Metropolitan area: 2 778 km2

The cycleway net work in Copenhagen is extensive and delicate throughout the city, along with the extension of urban sprawl. By comparing Figures 14-1 and 2, it can be found that there have been built cycling infrastructures in reality on most hypothetical location. The main cycleways are displayed in a circular pattern around the city centre, consistent with the Five Finger Plan

Metropolitan Area

of Copenhagen, which provides a strategy for

Downtown

Figure 14-1: The cycling network in Copenhagen. (Source: author, 2021)

developing the Copenhagen metropolitan area (EROS, 2021). The well-connected cycling system allows cyclists to ride from the city center to surrounding urbanized area centres via a single mode of transport in Copenhagen.

Figure 14-2: The Choice analysis of street network in Copenhagen, and the highlighted streets by red are believed to prioritize cycling.

(Source: author, 2021)

Figure 15-1：Cycing highway type1-Bike lanes with a simple island, both bus passengers and cyclists can safely navigate an otherwise tricky situation. (Source: Thoem, unknown)

In Copenhagen's cycleway network, cycling lanes are mainly off-street, which serve as a trunk of cycleways to provide users with longdistance cycling without conflicts with vehicles

Figure 15-2: Cycing highway type2-The bicycle snake is a bridge design specifictly for cyclists.(Source: Thoem, unknown)

(Figure 15-1 & 2). The streets are designed to prioritize cycling with narrowed lanes and planter boxes to calm traffic by design (Figure 15-3).

Those streets are derived across the city and interconnected to stitch the cycling network.

Figure 15-3: Cycling lane on neighbourhood, the street is designed for calm traffic and speed control(Source: Thoem, unknown) ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

21

Study & Findings

Shanghai Shanghai's cycling infrastructures are clustered in the downtown, and those cycling

Metropolitan area: 6,340 km2 Downtown: 660 km2

lanes within downtown are displayed intensively (Figure16-1), creating an exemplary network.

Most theoretical lanes shown in Figure16-2 are not built in real life, and there are few cycling lanes outside the downtown. However, in reality, there are cycling infrastructures partly built outside the downtown. This error is caused by

Downtown

the insufficiency of OSM data, which does not

Metropolitan Area

capture data of cycling lanes outside downtown.

At the same time, Shanghai is megacity as

Figure 16-1: The cycling network in Shanghai. (Source: author, 2021)

three times the size of Copenhagen, making it challenging to construct a continuous cycling network across the metropolitan area.

Most of the existing facilities in Shanghai are established on both sides of the main roads, separated from driving lanes by fences, or share the space with pedestrians on the pavement.

Figure 16-2: The Choice analysis of street network in Shanghai, and the highlighted streets by red are believed to prioritize cycling. (Source: author, 2021)

Figure 17-1, seperated cycling lane from draving lanes with flower bed and trees. Nanjing Xi Lu,Shanghai (Source: Baidu Map, 2019)

The University of Sydney | School of Architecture, Design and Planning

Figure 17-2, Shared zone of cyclists and pedestrians.

Xizang Nan Lu,Shanghai (Source: Baidu Map, 2019)

Sydney

Study & Findings

22

Metropolitan area:12,367km2

Figure 19-1:Freeway cycling lanes on Wallgrove Road near Western Sydney Parkland (Google Map, 2021)

Figure 19-2:Cycleway shares space with pedestrian pavement on O'Connell Street near Bankwest Stadium, Parramatta (Google Map, 2021)

Metropolitan Area Central Cities

Figure 19-3:Bourke Street cycleway, Sydney.(GoogleMap,2021)

Figure 18-1: The cycling network in Sydney. (Source: author, 2021)

Figure 18-2: The Choice analysis of street network in Sydney, and the highlighted streets by red are believed to prioritize cycling.

(Source: author, 2021) ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

23

Study & Findings

Sydney is in short of cycling infrastructure,

could theoretically provide long-distance cross-

and those infrastructures are disconnected to

city access. However, as Figure19 illustrating,

create a secure, continuous network for Greater

these long-distance bike lanes share lanes

Metropolitan Sydney. Cycling facilities in Sydney

with cars, making the lanes unsafe. Therefore,

are mainly located in City and Inner South

cyclists are severely discouraged from riding

area and the surroundings (Figure 18-1). There

bicycles along the city-across cycling lanes.

are also limited facilities around Parramatta.

There are many gaps between those central cities, and gaps in the network undermine the attractiveness of the whole route to potential cyclists.

There are three long north-south and eastwest bike lanes connecting the central areas

As Copenhagen has demonstrated, highquality infrastructure that puts rider safety first will encourage more people to ride bikes rather than motor vehicles. Therefore, investment in separate and protected cycling infrastructure is critical to improving road safety for cyclists and expanding cycling usage.

and western regions. These lanes are located on the same as postulated in Figure 18-2 and

• Study 2: Spatial relationship between cycling infrastructures and transit stations In this section of Study 2, the outcome is

Copenhagen, Shanghai and Sydney are

mapped via overlapping the transit catchment

cities of various sizes and urban structures.

(radii = 3km) with the cycling net work to

Although, in addition, the transit systems of

investigate the integration of cycling and transit

these three cities are different, the selected

system. The outcome illustrates the geographical

stations of transit in this analysis are all rail

relationship between cycling infrastructures and

services that could provide long-distance capital

transit stations. It can be presumed that the

city-crossing commutes, such as Copenhagen

more facilities are involved within the catchment,

Metro and Trains, Shanghai Metro, and Sydney

the better the integration of cycling to the transit

Trains and Metros. Data on cycleways of these

system, which provides convenient access for

three cities refers to all types of cycleways

BSS.

available on the Open Street Map.

The University of Sydney | School of Architecture, Design and Planning

24

Copenhagen • •

•

The world’s most bicycle-friendly city Data Fact: 62% of citizens commuting to work and study by bikes, 600 miles of bike paths in Greater Copenhagen area Infrastructure: an extensive and wellconnected system of cycle tracks.

Downtown

Metropolitan Area

Figure 20: The cycling infrastructures and transit stations within the focused area (30km*30km) in Copenhagen. (Source: author, 2021)

In Copenhagen, the bicycle net wor k throughout the city is not laid out clearly correlated with transit distribution. While it still shows a distinctive integration of cycling to transit since the bicycle network is densely and evenly distributed throughout the city. Residents can ride to stations without challenges via the cycling-prioritized traffic network. The railway system in Copenhagen has also been improved (e.g. more bicycle parking near stations, special

cyclists.

Since the urban size of Copenhagen is comparably small, some residents live in peripheral areas of the city. As Figure 20 shows, the train stations in these peripheral areas are far apart, but there are extensive and dense cycleway networks around the stations. Thus, this design provides a convenient "bike + train" commute for residents living farther away.

carriages in trains) to make it more friendly for ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

25

Study & Findings

Shanghai • •

•

Featured a city-wide Bike-share service Data Fact: 51% of share-bike trips happening within 800m around metro stations Infrastructure:cycling infrastructures are well integrated to transit network

Downtown

Metropolitan Area

Figure 21: The cycling infrastructures and transit stations within the focused area (30km*30km) in Shanghai. (Source: author, 2021)

Shanghai's cycling facilities are mainly

characteristics determine such distribution

concentrated in the downtown area, with most

characteristics. Shanghai has a well-developed

cycling facilities built around subway stations.

metro commuting system and a large number

Moreover, the more stations in a specific area,

of BSS users. "Shared-bike + Metro" is the

the more cycling facilities there are. In those

primary commuting method of most residents.

rural areas far from downtown, cycleways

Therefore, the cycleway network is mainly built

are relatively fewer and more scattered, and

around the stations and expanded along the rail

those infrastructures are usually constructed

to better integrate with public transit.

around subway stations. The local BSS usage

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26

Study & Findings

Sydney

Key Map

Central Cities Metropolitan Area

Figure 22: The cycling infrastructures and transit stations within the focused area (30km*30km) in Sydney. (Source: author, 2021)

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

27

Study & Findings

The cycling network in Sydney is relatively

Both Copenhagen and Shanghai have

scattered and fragmented (Figure 22). In City

dense bicycle networks within their catchment.

and Inner Sydney area, there is denser public

Unlike Copenhagen having a city-wide bicycle

transport service with a concentration of transit

network, either Shanghai developing BSS-

stations. There is more concentration of bicycle

promoting cycling infrastructure around metro

lanes on those areas with denser public transit

stations, Sydney has a week integration

service, which are likely to be urbanized areas.

of cycling and transit network across the

As the city gradually sprawl towards the west,

metropolitan area. The distribution of facilities

south and northwest, the stations turn dispersed.

throughout Metropolitan varies significantly. The

There is few geographical relationship between

Inner-city area is relatively connected to the train

these bicycle lanes and transit stations, and the

stations, while in the remote areas, especially

bicycle network does not develop along with the

the south and southwest areas, facilities are in

expansion of the railway, rather congregating in

short around the train stations.

areas around train stations.

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Study & Findings

5.2 Neighbourhood-scale infrastructure study In addition to riding to stations and transferring to rail for long-distance commuting, riding from home to the adjacent city centre is one of the prominent roles BSS will assume in Sydney. Therefore, it is essential to analyze the cycling environment at the neighbourhood scale to speculate whether the BSS can be fully utilized in different neighbourhoods. Because cycling behaviour is influenced by street pattern, the more accessible streets are conducive to cycling.

Furthermore, a more friendly neighbourhood will enc ourage more resident s to r ide,

3.21%

encouraging more bike-sharing in the future.

2.27%

According to ABS Data 2016, the percentage

1.53%

these regional differences are related to the different local street patterns.

sa

Sou

ter

Bau

lkh

am

Hill

Ou

nd

Ha

wke

sbu

ry

n

th W est

ckt

Sou

0.23% 0.19%

th W est

0.24%

ow

0.25%

Bla

s

er S

out

tain

ast

0.36%

oun

l Co

0.37%

eM

ntra

Blu

Ce

and We st Ou

ter

d

atta ram

lan

2016). Therefore, it is worth exploring whether

Par

e Ryd

Sut

rns

by

hes

Ho

eac

and ney

Syd rth

No

rthe

rn B

s urb

er W est

Inn

out

Sub

er S Inn

tern

Eas

nd

No

and even 0.2% in the outer south-west (ABS,

ya

study, compared to about 0.4% in Parramatta

Cit

their primary method of daily travel to work and

h

City and Inner South people choose cycling as

0.43%0.39%

0.49%

her

0.67%

by locations in Sydney. For example, 3.2% of

Inn

0.92%

hW est

1.30%

of residents using bicycles varies significantly

Figure 23: Percentage of citizens chooce cycling as daily method to work and study in Sydney (SA4). (Source: author, 2021)

The City and Parramatta are the center Blacktown

Northern Beaches

Study Area

Ryde

North Sydney & Hornsby

of coastal area and western Sydney area.

The following studies will choose the area of City and Inner South and Parramatta as focus areas and use Space Syntax to

Parramatta

evaluate the permeability of local street Inner West

networks. Additionally, the existing cycling

Study Area

Eastern Suburbs South West

infrastructures will be compared to the hypothetical cycling paths to filter the

City & Inner South

gaps of the current cycling network in

Inner South West

neighbourhoods.

Figure 24: The location of studied neighbourhoods. (Source: author, 2021)

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

29

Study & Findings

• Study 3: Permeability of streets pattern in different neighbourhoods Figure 25 is the streets permeability map of a 3km*3km area in City and Inner South Sydney and Parramatta. Different colours highlight the streets to indicate the variation of integration, which measures the accessibility of the place.

The higher integration of the street, the hotter the colour of the street will be.

There are more streets in City and Inner South Sydney highlighted by hot colour than Parramatta, suggesting that the streets pattern in City and Inner South Sydney are more integrated than Parramatta. Theoretically, the street network is more friendly to cyclists in City and Inner South area. The hypothesis cycling preference is consistent with the fact that more residents cycle to work and study in City and

Figure 25-1: Ingetration measurement of street network in City and Inner South area via DepthMap UCL. (Source: author, 2021)

Inner South than Parramatta. It is speculative that the higher the permeability of the neighbourhood street network, the more cycling will be chosen as the primary travelling method.

Figure 25-2: Ingetration measurement of street network in Parramatta.

(Source: author, 2021)

The University of Sydney | School of Architecture, Design and Planning

Study & Findings

30

• Study 4: Cycling infrastructures in neighbourhoods Choice calculation is performed on the streets in both areas, it is possible to derive the roads that are theoretically more likely to be chosen by cyclists. The hypothetical cycling lanes were highlighted and compared with the existing infrastructure in both areas, and then Sydney and Parramatta were compared to analyze the differences of the facilities in the two areas.

Figure 26-1: Choice measurement of streets in City and Inner South area via DepthMap UCL. (Source: author, 2021)

Figure 26-2: Existing cycling lanes in City and Inner South area. (Source: author, 2021)

Figure 27-1: Choice measurement of streets in Parramatta via DepthMap UCL. (Source: author, 2021)

Figure 27-2: Existing cycling lanes in Parramatta. (Source: author, 2021)

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

31

Study & Findings

With the study of hypothetic al lanes

A comparison of Sydney and Parramatta

compared against actual constructions of

shows that there are far more facilities in City

cycleways, the following conclusions can be

and Inner South Sydney than in Parramatta, and

made:

there are some commonalities in the distribution

Firstly, there are more presumed bicycle lanes in the Sydney area. There are two main roads for the north-south direction: Crown Street and Brouke Street, and there are also clear connections in the east-west direction.

of infrastructures in both areas. The existing facilities are mainly located along presumed streets, and most of these roads are the main roads in the area. However, at the same time, due to the particular function of specific areas, there are lanes built in unpredicted places, such

Secondly, the current bicycle network is

as parks and rivers. The existing facilities are

not built on the presumed location. There are

localized around the main roads and public

only partial bicycle facilities built for north-south

open space with extension to the surrounding,

connections, and the east-west connections

but they are not well connected and forming a

are fragmented, with no complete long-distance

network.

east-west cycling lanes.

Thirdly, the hypothetical cycleways in the Parramatta are fewer than that in the inner Sydney area, with only one major road along O'Connell Street and secondary cycling lanes for the east-west connection.

Finally, some infrastructures in Parramatta are not built along the predicted street rather than across primary public green space.

The University of Sydney | School of Architecture, Design and Planning

Study & Findings

32

5.3 Summary of findings The studies at the metropolitan scale reveal

The studies at the neighbourhood scale

that the cycling network in Sydney is not well-

prove that the permeability of street patterns

interconnected and integrated into the transit

varies greatly and the local cycling infrastructures

system. Most existing infrastructures are in the

distributed unevenly in different neighbourhoods.

coastal area, and few cycling lanes built in the

Comparing the streets in the City and Inner

southern region. In addition, the cycling facilities

South area with those in Parramatta, it can

in Greater Sydney are not well integrated into

be assumed that the street net work with

the transit stations. The lack of cycling-friendly

great permeability is more conducive to BSS

facilities around train stations, especially in the

development. Whereas Sydney's street network

rural suburbs, challenges residents to choose

to date, especially the suburbs' street patterns,

cycling as a daily travel method.

are designed as massive blocks with dispersed intersections. Therefore, more intersections

The regionalized distribution of cycling facilities in Shanghai has inspired Sydney. However, since establishing a city-wide cycling network

need to be added into the patterns, especially around the city centre areas or near transit stations.

for a megacity is difficult, it is practical to create

At the same time, the study of existing

a regionalized cycling network in critical central

facilities in both areas shows that most of the

areas, such as downtown Shanghai, Sydney

existing infrastructures are on the main streets

CBD, and Parramatta. Furthermore, the layout

or around particular areas with high cycling

of the cycling network has to be integrated

demand, such as parks. Therefore, to meet the

into the transit network to fill the gap between

convenience of residents' activities within the

public transit catchment, creating a traffic mode

neighbourhood and increase the number of

consisted of BSS and public transit.

cycling infrastructures, these facilities have to be

The lessons learned from Copenhagen are to provide to build long-distance cycling facilities between each central cities and ensure

ensured as well-connected to make residents reach any destination within the neighbourhood from their homes easily.

the safety of cyclists by facilitating these longdistance infrastructures as off-street cycling highways.

ARCH 9092 Urban Report 2021 | Embracing BBS in Greater Metropolitan Sydney

33

6 Conclusion To fulfil the "30-min city" concept, beyond developing the transit network, it is also essential to increase the use of public transit and release the "last mile problem" by providing a sustainable travelling method integrated to stations. Cycling is a rational alternative to walking and increases the use of public transport by easing the conflict between the use of public transport and the difficulty of getting to the station.

Sydney 's bicycle net wor k is planned to be expanded as Figure 28. These proposed routes will stitch the cycling network in Greater

Figure 28-1: Existing (green) and proposed (red) cycling links including those without physical separation from motor traffic and pedestrians centred on the City of Sydney/Eastern Harbour City. (Source:Committee for Sydney, 2021,p22)

Metropolitan Sydney, providing more cycling lanes on major roads around central cities. In contrast, more research needs to be done to investigate and speculate whether those lanes are in appropriate locations and where there should be more cycling lanes.

The cycling network should also be combined with the transit network by providing more facilities within public transit catchments. At the same time, street networks should be optimized with greater permeability, especially in rural areas, to make the neighbourhoods more friendly to cyclists.

The University of Sydney | School of Architecture, Design and Planning

Campbelltown Figure 28-2: Existing (green) and proposed (red) cycling links including those without physical separation from motor traffic and pedestrians in Western Sydney (Source:Committee for Sydney, 2021,p23)

Conclusion

34

Enhancing the urban spatial configuration

The four research objectives of this report

is the primary method to encourage cycling

are reached through multiple-scale studies,

and revitalize BSS. However, cycling use is

and critical findings of Sydney are derived as:

low in Greater Sydney, and BSS development

1. The bicycle network is not disconnected

is challenged by multiple factors of social-

as a comprehensive network in Greater

economic and built environments.

Metropolitan Sydney

The spatial configurations have dynamic influences on cycling. Good infrastructures create a friendly environment and promote cycling in society. And then the more people ride, the more and better infrastructures will be created, thus encouraging more people to ride

2. Inadequate facilities around stations p r ov i d i n g a m o d e s h i f t f r o m p u b l i c transportation to cycling 3. Street patterns vary significantly from area to area, and there are more residents using bicycles in areas with higher permeability of stree network

In order to make the rebirth of BSS in

4. The current facilities are mainly built on

Sydney possible, more attention should be

main roads, and appropriate facilities are

given to cycling, adapting Sydney’s spatial

short on some secondary roads that could

character into more cycling-friendly.

be used by bicycle.

In summary, developing BSS is an important opportunity to alleviate the current traffic issues in Sydney, but Sydney still has a long way to go on improving the existing cycling infrastructures. Cycling strategies deserve to be involved into future transport network strategy, alongside the development of transit network. The integration will Sydney create a sustaibale traffic mode of “cycling+metro” and turn the concept of “30min city” into reality.

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Figure List Figure 1: Transport for NSW. (2020). Future Transport Strategy 2056, 2020, p127 Figure 2: Simpson-Young, V., (2020). The Bridge Rd pop-up cycleway at the intersection of Bridge Rd and Ross St, while the cyclists have to share space with vehicles. Retrieved 10 June, 2021 from: <https://www. glebesociety.org.au/bridge-road-pop-up-cycleway/> Figure 4:Consultancy.asia, (2018). Global presence of BSS in 2017. Retrieved 10 June, 2021 from: <https:// www.consultancy.asia/news/1463/roland-berger-study-confirms-china-the-worlds-leader-for-bike-sharing> Figure 5: Billingsley, L., (2017).Damaged shared bikes found in a pile. Retrieved 10 June, 2021 from: <https:// www.smh.com.au/national/nsw/pranksters-cause-headaches-for-sydney-councils-wanting-to-control-share-bikes20171013-gz0hvq.html> Figure 9-1: Southworth, M. & E.Ben-Joseph, (2003). Streets and the Shaping of Towns and Cities. Washington, DC: Island Press. Courtesy of Michael Southworth and Peter Owens.

Figure 10: Mobike, (2021). Mobike is one of the dockless bike share operators in Sydney. Retrieved 10 June, 2021 from: <https://mobike.com/au/>.

Figure 12: Thoem, J. (unknown). On any given workday more than 40,000 people cycle across Queen Louises Bridge in Copenhagen. Retrieved 10 June, 2021 from: <https://www.visitcopenhagen.com/copenhagen/activities/ what-makes-copenhagen-worlds-most-bicycle-friendly-city>.

Figure 15-1: Thoem, J. (unknown). Bike lanes with a simple island, both bus passengers and cyclists can safely navigate an otherwise tricky situation.Retrieved 10 June, 2021 from: <https://www.visitcopenhagen.com/ copenhagen/activities/what-makes-copenhagen-worlds-most-bicycle-friendly-city>.

Figure 15-2: Thoem, J. (unknown). The bicycle snake is a bridge design specifictly for cyclists. Retrieved 10 June, 2021 from: <https://www.visitcopenhagen.com/copenhagen/activities/what-makes-copenhagen-worldsmost-bicycle-friendly-city>.

Figure 17-1, Baidu Map, (2019). Shared zone of cyclists and pedestrians. Xizang Nan Lu,Shanghai. Retrieved 10 June, 2021 from: <https://map.baidu.com/@13523847.54,3640743.77,16.99z>.

Figure 17-2, Baidu Map, (2019). Seperated cycling lane from draving lanes with flower bed and trees. Nanjing Xi Lu,Shanghai.Retrieved 10 June, 2021 from: <https://map.baidu.com/@13522693.452658331,3633610.857625 163,14.57z>.

Figure 19-1: Google Map, (2021). Freeway cycling lanes on Wallgrove Road near Western Sydney Parkland.

Retrieved 10 June, 2021 from: <https://www.google.com/maps/@-33.848383,150.8524737,16.26z>.

Figure 19-2: Google Map, (2021). Cycleway shares space with pedestrian pavement on O'Connell Street near Bankwest Stadium, Parramatta. Retrieved 10 June, 2021 from: <https://www.google.com/maps/@33.8122317,150.9994523,17.56z>.

Figure 19-3: Google Map, (2021). Bourke Street cycleway, Sydney. Retrieved 10 June, 2021 from : <https:// www.google.com/maps/@-33.8865623,151.214298,16.52z>.

Figure 28-1: Committee for Sydney, (2021). Making Sydney a Cycling City, p22 Figure 28-2: Committee for Sydney, (2021). Making Sydney a Cycling City, p23