MRP

encouraging cycling in extreme heat environments:

An analysis of the barriers preventing active travel and a modal

shift toolkit for climatically challenging American suburbs

university college london

msc urban design and city planning

major research project (bpln0052)

ben meador

august 2022

1

“In many cultures – not least in North America – the bicycle is

still sadly misunderstood. It remains a tolerated tag-along in the

resplendent urbanism parade.”

Mikael Colville-Andersen

Copenhagenize

2

abstract

The bicycle has played a role in urban life

for over one hundred years. The positive

impacts of an environment conducive to

active travel are wide-ranging, while the

negative externalities associated with an

overreliance on cars is well understood.

After World War II, an explosion of American

suburban growth occurred, drawing city

dwellers from around the country to live in

newly created, car-centric neighbourhoods.

Cars were promoted as the pinnacle of

freedom in American society – eventually

making bicycles and active travel almost

obsolete outside a few major cities in the

US.

Over the past several decades, the financial,

social, physical, and climatic impacts of

prioritising the automobile have grown

increasingly evident. However, most of

the current dialogue surrounding the

reprioritisation of active travel and bicycling

– normally at the expense of cars – is

heavily skewed towards dense, climaticallytemperate

cities. While there might be a

correlation between a region’s climate and

the amount of active travel its residents

engage in, there lacks a comparatively

similar amount of research on active travel

in climates that experience extreme heat.

Moreover, much of the existing research –

although changing quickly – has centred

around best practices found in cities with

relatively high bicycle mode share instead

of the common barriers and challenges

residents face to bicycling in their built

environments. This Project aims to examine

and intervene in the latter, hoping to provide

a base foundation for future research into

the ways to mitigate these challenges

and barriers for residents living in places

that consistently experience extreme heat

events year-to-year.

acknowledgements

I’d like to first thank Matthias Wunderlich,

who helped guide me with consistent,

thorough, and adequate feedback through

the MRP process.

I want to thank Leyla, Maria, Yashvi, Narayan,

Diana, Lena, Euan, and Nick for being incredible

friends and for the support we’ve

been able to give each other throughout

the year. Wherever we may go after this,

these memories will be with us forever.

Mom and Dad - your endless love and support

is the foundation on which I’ve been

able to carry out one of my lifelong dreams.

Thank you.

Lastly, I want to extend the greatest gratitude

to my wife, Kieran, who - at every step

of the way - was willing to help when times

were stressful. Thank you for your walks

with Odie, your cooking, your support, your

great company. and, finally, your willingness

to always “go with the flow” - even if

that means moving across an entire ocean.

3

list of figures

F1a: Outline of Flower Mound, Texas

F1b: Change in Flower Mound’s built context over time

F2: Problem definition chart with location context

F3: Methodology

F4: Strategies, Principles, and Examples from Literature Review

F5: Design Principles origins

F6: Strategies and examples

F7: Average weather of case study cities & overview

F8: study site and case studies

F9: Case study of Sydney, Australia

F10: Sydney Cycle Map

F11: Case study of Taipei, Taiwan

F12: Taipei Cycle Map

F13: Case study of Carmel, Indiana

F14: Carmel Cycle Map

F15: Case study of Barcelona, Spain

F16: Barcelona Cycle Map

F17: Case study comparison

F18: Conceptual framework

F19: Strategies and their relevant Design Principles

F20: Explanation of Design Principles

F21: Separated cycle infrastructure

F22: Variation in pathways

F23: Shaded pathways and facilities

F24: Different types of bicycle users

F25: Activated spaces by Better Block

F26: Connected bicycle networks

F27: Safe junctions and their components

F28: The built form of Flower Mound & demographics

F29: Flower Mound’s existing trails and bikeways

F30a: American built environments through the 20th century

F30b: Streets, roads, buildings, and pathways in Flower Mound

F31: Study sites within geographic context

F32: Flower Mound’s vicinity to Dallas

F33: Site 1 Analysis

F34: Site 1 existing sections







F41: Junction 1 interventions & context


F43: Activation space example 1


F45: Site 1 proposed section interventions

F46: Site 1 Proposal







4

introduction

1

1. introduction

2. site issue context

3. key objectives

4. research questions

5. limitations

6. contribution to practice

7 - 8

9

9

9

10

10

methodology

2

1. methodology

2. ethical considerations

12 - 14

14

literature review

3

1. a car-centric society

2. barriers

15 - 16

18 - 22

case studies

4

1. case studies introduction

2. sydney, australia

3. taipei, taiwan

4. carmel, indiana, usa

5. barcelona, spain

6. case study comparison

23 - 25

26 - 27

28 - 29

30 - 31

32 - 33

34

framework & toolkit

5

1. conceptual framework

2. design toolkit

35 - 37

36 - 46

site analysis

6

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040

6. site 4: morriss road

48 - 50

51 - 53

54 - 55

56 - 57

58 - 59

60 - 61

implementation

7

1. safe junctions

2. activation of space

3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal

63 - 65

66 - 67

68 - 69

70 - 71

72 - 73

74 - 75

conclusions & reflections

8

1. conclusions & reflections

76 - 77

5

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


6

1.1 | introduction

This Major Research Project investigates the possibilities for the prompting

of modal shift from driving to bicycling in American suburbs that reliably

experience extreme heat. Examination strategies will look at existing dialogue

and literature on barriers to increased cycling and how chosen case studies

have mitigated the most cited barriers to active travel by bicycle in the context

of extreme heat environments. By using examples from cities around the

world with similar environments and best practices cited in literature, the

project looks to bring together lessons successes and failures in cities that

have increased their bicycle mode share and apply them in a climate-sensitive

design application for a study site located in a Dallas, Texas suburb.

Flower Mound

DFW Int’l Airport

Dallas

Fort Worth

10km

F1a: Outline of Flower Mound, Texas

Extreme heat is defined by the US Federal

Emergency Management Agency (FEMA)

as “a long period (2 to 3 days) of high

heat and humidity with temperatures

above 90 degrees [32C].” (Ready.gov,

2022) Places like Dallas, Atlanta, and

Phoenix can experience months-long

periods of extreme heat. While there are

myriad different influences on American

suburban residents’ choice to drive over

walking or cycling, extreme heat or cold

can operate as a deterrent for active

travel. (An et al., 2019; Butterworth &

Pojani, 2018) However, the relationship

between extreme heat, mode choice, and

barriers to bicycling or walking is not as

extensively studied, whereas research

into the correlations between weather

patterns, climate, and active travel trends

towards more temperate climates or those

that experience extreme weather on the

opposite end of the spectrum. (Masoumi,

2019) Many of the most cited exemplars

of bicycle-friendly environments are

geographically and climatically related,

often having flat landscapes and mild

weather patterns.

Research on the reasons why people

across North America choose to transport

themselves by car rather than by bicycle

points to several common barriers to

active travel. A study by Manaugh et al.

(2016) on residents near McGill University

in Montreal, Canada reveals that concerns

about safety, effort, and comfort are

frequently cited as the largest barriers to

overcome for people who bicycle or are

interested in bicycling, with others like

availability of bicycle parking, cost, and

distance also cited. Research by an array

of authors, such as Pucher & Buehler

(2006), Buehler & Dill (2016), Boufous et

al. (2021), Butterworth & Pojani (2018),

Higgins & Ahern (2021), and Pearson et al.

(2022) also suggest that barriers related

to culture and infrastructure significantly

impact the decision to walk, bike, or

use a car in the United States. However,

answering why people don’t cycle more

in places around the US involves an

almost-infinitely complex set of issues

and interconnected factors. (An et al.,

2019) Furthermore, little research exists

that examines bicycling as a mode of

active travel in environments that reliably

and consistently experience extreme

heat events for prolonged periods of time.

(Pearson et al., 2022)

7

1.2 | site-issue context

Flower Mound is a suburb located

by Groot (2016) and Rosen et al. (2007):

northwest of Dallas, Texas. The young

(1) coherence; (2) comprehensiveness;

suburban “town” exploded with

(3) directness; (4) attractiveness; (5)

development after Dallas-Fort Worth

safety; and (6) comfortability. Recently,

International Airport, located a 20-minute

however, the city has made progress in

drive to the south and the second busiest

addressing these challenges, as well as

airport by foot traffic in the US, was

the challenges formulated through the

completed in 1974 – becoming one of

following literature review in a new Trails

the fastest-growing communities in the

and Bikeways Masterplan. (Flower Mound

United States. While most of the eastern

Trails and Bikeways Master Plan, 2022)

part of the city is built up, the western

portion remains largely open and rural,

with neighbourhoods spread throughout

1.3 | key objectives

as farmhouses and ranches dot the

landscape. Much like the surrounding

region, Flower Mound is relatively flat, with

only gentle rolling hills. As is common in

suburban areas around the United States,

the city is much a result of post-World War

II movement patterns and prioritisation

of cars as the means of travel. Its land use

1. Examine existing dialogue on active

travel and bicycle infrastructure and

incorporate research and contextual

analysis of relatively bicycle-friendly

cities who reliably and consistently

experience extreme heat events yearto-year.

is also heavily separated, with relatively

little of its built-up area zoned as mixeduse.

Although it boasts an extensive 65.5-

mile disconnected network of trails – of

which include 8’ mixed-use pathways

and a small portion of unprotected onstreet

bicycle lanes – the network suffers

from a shortage of the factors needed

for a successful bicycle network defined

2. Gather best practices within literature

and aspects of case study cities that

have successfully helped increase

bicycle mode share and explore the

various principles that influence

peoples’ decision to bicycle/not bicycle.

3. Curate and implement a design toolkit

for application on study area (Flower

Mound, TX). Then, review and reflect

on findings of implementation.

1.4 | research questions

1. How can you augment American

suburbia to prompt residents living in

hot climates to decrease their reliance

on cars and increase bicycle usage?

2. In more temperate cities, cycling modal

share has jumped. How have other

cities achieved targeted and purposeful

increases in cycling participation?

F1b: Change in Flower Mound’s built context over time

3. What are the common barriers to cycling

in cities that experience extreme heat?

4. How can you change perceptions of

cycling for users who do not already

cycle?

8

american suburbia: active travel by bicycle in extreme heat

overarching barriers to cycling in the usa

culture infrastructure safety effort

comfort

the question

how can you augment american suburbia

to prompt residents living in hot climates

to decrease their reliance on cars and

increase bicycle usage?

site context

El Paso

Austin

Dallas

Houston

1.5 | limitations

With limited direct, built environmentrelated

primary research on the causes

and effects of active travel in extreme heat,

the Project is limited by the question of

whether extreme heat is a non-negligible

influence on people’s decisions to use a

car over a bike rather than other factors

like shading, routing, infrastructure

availability, and others.

The Project is also limited by the global

spread of the case study cities. The

global spread and appeal of bicycling has

created cities around the world to learn

from. Unfortunately, the author of this

Project was unable to visit most cities and

had to rely solely on academic literature

and secondary resources.

1.6 | contribution to practice

The myriad causal factors in influencing

the relationship between people and

their mode choices are well studied and

increasingly understood. However, there

is little research that tests the possible

correlation between extreme heat and

active travel, while more exists on colder

weather and in milder climate contexts.

This Major Research Project aims to pull

together literature from not only the fields

associated with the built environment,

but also health, physiology, psychology,

and finance, among others, to attempt to

better understand the relationships and

possible correlations between extreme

heat and active travel patterns.

Furthermore, the Project looks at ways to

cater design to meet the needs of a built

environment inherently hostile to travel

modes other than cars, with additional

regards to the needs of different age

groups. This catered design is theoretically

applied to the study site and tested

through a research-led design approach.

flower mound, texas, usa

F2: Problem definition chart with location context

9

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


10

2.1 | methodology

This Project’s methodology for research,

design, and implementation first began

with an initial literature review following

a research question on the overarching

barriers to bicycling in urban/suburban

environments, specificities as to how

humans operate in extreme heat, and

climate-sensitive catered design solutions.

(February – April 2021). Examination of

case studies and construction of a design

framework followed (April – June 2021),

which helped inspire the creation of a

design proposal for the study site (June

– August 2021. Lastly, reflections and

conclusions regarding the theoretical

and practical implementation of the

design proposal and design framework

were collected (August 2021).

The initial literature review analysed

various pieces of academic literature,

government data, contemporary

professional dialogue, and subject books

relevant to active travel and urban design

around the world. An emphasis on climatesensitive

research and examinations in

literature guided the Project’s pursuit of

questioning whether places that reliably

experience extreme heat events yearto-year

could be conducive to higher

bicycle mode share. Commonalities

between cities and suburban areas

around the world that have successfully

increased the number of residents that

bicycle (commuting, leisure, or both)

were connected. Disparities between

research on colder-climate areas and

warmer-climates were found, where the

former seems to draw more attention

as more temperate cities may be more

conducive to active travel by bicycle. This

Project aims to contribute to the existing

vacancies in active travel dialogue for

extreme weather climates.

The four case studies include (1) Sydney,

Australia; (2) Taipei, Taiwan; (3) Carmel,

Indiana; and (4) Barcelona, Spain. These

locations were chosen based on a mix

of their relative similarities in climate to

the study site’s (Flower Mound, Texas)

politics, cultural similarities, exemplary

solutions to the overarching barriers

to bicycling in the US, and/or their built

environment. These similarities enable the

transposition of successful interventions,

implementations, and initiatives found in

these cities to the study site in conjunction

with the constructed design framework.

Four roads in Flower Mound, Texas were

chosen to apply the conceptual design

framework. These thoroughfares serve a

vast majority of north-south and east-west

traffic in the city but are underutilised

in serving non-car modes of travel. The

framework does not aim to provide

solutions for long-distance, intraregional

bicycle travel in the Dallas-Fort Worth

region. It instead looks at the potential to

replace cars with bicycles for local trips

to supermarkets, schools, workplaces,

and others – scaled to fit similar built

environment contexts in American

suburbs. Connecting the existing bicycle

network with safe bicycle infrastructure

on these roadways can potentially induce

local commuter and leisure trips.

The theoretical implementation of

the design proposal and conceptual

framework provide the basis for reflections

of the entire process and outcomes at the

final stages of the Major Research Project.

Following conclusionary reflections, the

potential for future research, literature,

and debate on bicycles as a mode of

comprehensive active travel in extreme

heat environments is made clear.

11

initial research question

2.2 | ethical considerations

As part of this Major Research Project,

secondary research on existing literature

and review of contemporary dialogue on

urban design theory and practicum within

professional discourse was undertaken.

No primary data, personal data (including

identity information), or special category

data pertaining to the General Data

Protection Regulation was collected as part

of the project.

background

contextual research

construction of conceptual

framework & initial toolkit

literature review on

problem / issue-at-hand

site selection

choice and analysis of

case studies

site analysis

(author’s hometown)

agglomeration of findings

application of framework &

toolkit on selected site

conclusions, reflections, &

further implementation

F3: Methodology

12

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


13

The Project’s literature review revolves

reliance that has occurred in the past 70+

problem. In part, it may be exacerbated by

some of the musculoskeletal effects of

around the study and research into five

years. (Bureau of Transportation Statistics,

Americans’ reliance on cars as their primary

general aging and sedentary lifestyles,

(5) common, interrelated barriers found

2020; Marohn, 2019) Lastly, motorists, on

method of transportation. (Jacobson,

recreational cycle infrastructure and

and often cited within the literature: (1)

average, fail to accurately estimate the

King, & Yuan, 2011) The difficulty of active

ebikes can provide additional mobility

culture; (2) infrastructure; (3) safety; (4)

total costs incurred for the maintenance

travel in excessive heat is exacerbated by

options for older residents who may lose

comfort; and (5) effort. Additionally, it

and upkeep of their cars. (Farr et al., 2021)

the obesity epidemic in the United States

their ability to drive a car, helping them

expands briefly on the effect of extreme

and elsewhere. The ability of the human

maintain independence by providing

heat on different age groups, as well

It is well known that the transportation

body to cool down and counteract some

mobility freedom. By encouraging more

as the financial and health/climate

sector plays a large role in the direct

of the negative effects of excessive heat is

cycle activity, older residents can also

externalities associated with car-centric

anthropogenic causes of climate

directly correlated with a person’s fitness

maintain social activity through cycle

environments and – contrarily – active

change. (Anable, Maibach, & Steg, 2009)

levels and daily activity. Creating a more

clubs and social riding activities. (Boufous

travel environments.

Additionally, pollution created by NOx,

positive culture for bicycling and other

et al., 2021)

CO2, tyres, and PM2.5/10 is well known

active travel methods in the United States

3.1 | a car-centric society:

to be the cause of significant negative

can not only help Americans become

Overall, cycling is a healthy and sustainable

finance · health · climate

health and wellbeing externalities. Active

more physically fit – but also help them

form of transportation compared to

Having such large distances between

travel methods like cycling and walking

better adapt to warming climates and

driving either ICE or electric cars. The

work and home impacts both the

are virtually emissions-free. Electric cars

excessive heat. Effectively inducing more

activity also promotes an array of physical,

individual and society. (Prud’homme &

while a step-up from Internal Combustion

usage of bicycles to commute by creating

mental, and social benefits and actively

Lee, 1999) Relying on car infrastructure is

Engine (ICE) automobiles, are still cars

safe and comfortable travel environments

contributes to the reduction of emissions

financially detrimental to many American

and require expensive maintenance,

can positively benefit the health of society

in society.

cities, and the cost to both the individual

operation, and infrastructure. Particles

in American suburban environments.

and society by driving is six times greater

(PM2.5/10) produced by vehicles tyres,

(Whitehurst et al., 2021; Pearson et al.,

than cycling. (European Commission,

CO2, and NOx contribute to countless

2022)

2015; Goessling, Nicolosi, & Litman, 2015;

health issues. Moreover, electric cars

Cortright, 2015) Cars also cost more to

create upstream emissions and require

Bicyclists over the age of 50 cite “physical

operate and maintain than cycles and

exploitative metals like Cobalt for their

and mental health as the main reasons

relying on cars as the primary means

batteries. (Pope, 2007)

for riding”, and “were more likely to

of transport in the United States does

report mental health reasons compared

nothing to address the socioeconomic

It is no secret that the United States

to older groups”. In addition to providing

and financial shortcomings of such

struggles with an obesity and health

necessary physical exercise to combat

14

More

likely to

achieve

long-term

change

Enables

more local

trips by

bicycle

Incremental

steps help

adaptation

Increases

Safety

Creates a

snowball

effect

nudge

Showing people the alternative

Giving people the means to bicycle

dedicate

infrastructure

Reduces

Toxic &

Dangerous

Interactions

Visualise

Benefits

Community

Events

Bike/eBike

Hire

safety

Signalling

Routing &

Wayfinding

Physical

Separation

examples examples

culture

s t r a

c h a

l l

t

effort

e g i e s

Accommodating for Commutes + Local + Leisure Trips

e n g

designing for

bicycling in

extreme heat

environments

e s

examples

infrastructure

Catered Design + Designing for Humans in the Heat

F4: Strategies, Principles, and Examples from Literature Review

examples

Tax Incentives

Reduction in

Car Parking

Spaces

Public Space

Activation

comfort

Adequate

Shading

Showers,

Toilets, &

Lockers

Secure

Bicycle

Parking

Appeals to

people who

don’t already

desire to bicycle

more

incentivise

Giving people a reason to bike

Fulfilling the needs of bicycling

facilitate

Encourages

local trips by

bicycle

Activates

under-utilised

spaces

Initiates a

positive policy

feedback loop

Provides

places for

people to

shower

Alleviates

barrier related to

secure parking

availability

15

3.2 | barriers:

Young demographics will experience

Infrastructure

why don’t people cycle more?

climate change in more ways than their

Cycle paths and tracks strongly correlate

Bicycle infrastructure that caters to

older counterparts. While also taking

with increased use of bicycles as a form of

different age groups and travel patterns

Culture

an increased interest in the issue than

active travel. (Manaugh et. al., 2016; Buehler

(commuting vs. leisure) and publicises

The visibility and physical nature of

generations before them, they also have

& Dill, 2016; Pearson et al., 2022; Fields et al.,

the act bicycling can encourage higher

bicycling as a form of active travel can work

the most to lose from inaction while

2022) Existing research points to evidence

bicycle mode share. Men, women, children,

against positive advancements in bicycling

holding the least amount of power to enact

that latent demand exists for bicycling as

the elderly, and minorities – among other

infrastructure in car-centric places. For

widespread change. The physical, social,

a form of transportation in many American

groups – all experience travel in different

children and young adults, using a bicycle

and mental benefits to children who lead

cities. (Fields et al., 2022) However, the

ways. (Heesch et al., 2012; den Hoed &

to get to or from their place of education

active lifestyles is well documented. During

existence of bicycle paths and tracks are

Jarvis, 2021) For example, young bicyclists

in extreme heat environments and without

such formative years, the establishment

not the only determinants for how much a

are often overlooked in contemporary

adequate end-of-trip facilities can create

of healthy habits and other positive

city or neighbourhood cycles, nor do they

multi-modal infrastructure design. Even

concern regarding appearance, hygiene,

externalities point to the importance of

particularly correlate with higher levels of

if infrastructure like bike pathways, cycle

and class status. (Higgins & Ahern, 2021)

ensuring that built environments cater

cycling in auto-dominated environments

tracks, and trailways exist, they are often

to young demographics. (Sun et al., 2021;

or with people who are unfamiliar with

intersected by dangerous junctions –

Even if a child wants to bicycle, many

Lubans et al., 2011)

cycling. (Dill & Carr, 2003; Dill & Voros, 2007)

where most accidents occur. Ensuring that

parents and guardians who are unfamiliar

Aspects like network connectivity (Titze et

these junctions are especially safe for young

with biking or who grew up in car-centric

Social pressures to maintain certain ideals

al., 2008; Saelens et al., 2003), separation

cyclists can benefit older demographics as

environments hostile to active travel

relating to appearance also appear to be a

of cycle infrastructure from auto

well.

methods may not allow their children

deterrent to cycling for women. Excessive

infrastructure (Higgins & Ahern, 2021; Dill

to travel independently. Girls and young

heat can exacerbate this concern,

& Voros, 2007), variation and frequency

The coherence, comprehensiveness,

women are often afforded less freedom

creating barriers for both young and older

of cycle-specific markings, bike boxes,

directness, attractiveness, safety, and

by their parents or guardians than boys

demographics. (Higgins & Ahern, 2021;

and coloured lanes, distance between

comfortability of a bicycle network all

and young men. (Higgins & Ahern,

Masoumi, 2019) Additionally, negative social

home and destination, geography, and

influence how people perceive their ability

2021) In addition to empowering young

attitudes (including assumptions about

separation of land uses (Butterworth &

to ride a bicycle – either for commuting or

children to maintain an important form

class status) towards bicyclists can function

Pojani, 2018), all influence bicycle mode

leisure – in their own environments. (Groot,

of independence, better infrastructure

as another barrier to cycling. (Pearson et al.,

share. Therefore, dedicated infrastructure

2016; Rosen et. al, 2007) Additionally, the

that accounts for both safety and heat can

2022) Creating an inclusive environment

that allows residents to travel between

use of colours and special, visible markings

create a cultural shift – prompting parental

that deconstructs these barriers is essential

home and destination safely, comfortably,

to signify bicycle infrastructure increase

figures to consider allowing their child to

to widening the appeal of cycling instead

and efficiently – at any age – is critical to

and relate to the attractiveness, route

use a bicycle to get around their own town

of driving in car-centric environments.

increasing active travel mode share in

legibility, and safety across junctions of

or city.

extreme heat environments.

bicycle networks. (Autelitano & Giuliani,

16

2021; Pearson et al., 2022) This evidence

of excessive heat – local officials and built

Safety is cited more often as a concern

the bicycles down and eventually stops

points to a need for a diverse approach

environment professionals can ensure that

by women bicyclists than males. (Bopp

them once inside the Dismount Zone.

to implementing bicycle infrastructure

all residents have safe, comfortable cycle

et al., 2012; Heesch et al., 2012) According

(Texas A&M University, 2018) Prioritising the

networks in American suburbs, as simply

infrastructure.

to Garrard, Crawford, & Hackman (2006),

reduction of toxic interactions between

placing down bicycle lanes does not directly

sexual harassment was reported by women

cars, bicyclists, micromobility users, and

correlate with increased ridership.

Safety

at a rate of 25 times more than males.

pedestrians can increase safety and reduce

A vast array of safety issues and concerns

Additionally, bicycling is more public in

concerns associated with the barrier.

Even with robust cycle infrastructure, heat

serve as barriers to existing and potential

nature than driving, making the activity

can deter older demographics because of

cyclists around the world. Safety is also

more susceptible to physical, verbal, and

According to a survey by Boufous et al.

their increased susceptibility to the effects

commonly the most cited barrier to

sexual abuse from motorists. (Higgins &

(2021) on older cyclists in New South Wales,

of intense heat and sunshine and increased

bicycling. (Higgins & Ahern, 2021; Manaugh

Ahern, 2021) While the root of this issue

Australia, the majority of those surveyed

likelihood of immobility. However, even with

et al., 2016) Toxic interactions with motorists

won’t simply be resolved by fully separating

indicated that safety concerns related

potential deterrents like excessive heat,

and incompatible levels of traffic, high

bicyclists from motorists, there is potential

to interactions with motorists and cars

rain, snow, or other extreme weather, some

speeds, and the lack of adequate and

to decrease these toxic interactions

were among their top barriers to cycling.

research indicates that older demographics

separated infrastructure, specifically,

and provide safer environments for

Specifically, issues like lack of separation

who maintain active lifestyles fare better

are commonly cited as safety barriers to

active travellers by providing exclusive

between motorists and cyclists, motorist

in the heat, thus benefitting the case for

cycling. (Boufous et al., 2021; Pearson et al.,

infrastructure for those using bicycles.

aggression, and traffic speeds were among

better active travel infrastructure in the

2022) Moreover, cyclists generally prefer

the most cited safety concerns. Notably,

United States and elsewhere. (Schuster et

separation from motorists over riding on

While interactions between motorists

however, when asked what factors might

al., 2017) Ensuring that active travellers are

shared roadways. (Buehler & Dill, 2016) This

and bicyclists or pedestrians are the most

encourage them to cycle more, respondents

shaded and kept comfortable throughout

concern extends beyond the act of bicycling

dangerous, the interactions between

cited better modal separation, better

their journey can assist young people,

as well, with concerns over adequate, safe

bicyclists and pedestrians are also

cultural attitudes towards cycling, and

adults, and the elderly in maintaining a

bicycling parking adding to perceived

important in understanding the barriers to

better cycle infrastructure. (Boufous et al.,

base level of comfort in extreme heat.

and actual barriers. (Vietinghoff, 2021;

cycling and other active travel methods. At

2021)

Pearson et al., 2022) These concerns can

Texas A&M University, “Dismount Zones”

The existing literature precisely points to the

be mitigated with a mix of investments

have been implemented where large

In addition to the elderly, children are more

importance of a broad and comprehensive

into high-quality infrastructure, facilities,

numbers of bicyclists and pedestrians cross

prone to the effects and consequences of

approach to the implementation

and incentive policies – like bicycle signals,

paths. Users of the Veo Ride bikeshare

intense heat than adults. (Sun et al., 2021)

of successful bicycle infrastructure.

bike boxes, and bicycle-specific phases at

program are required to dismount their

They are also less aware of the dangers of

By designing adequately for these

intersections. (Buehler & Dill, 2016)

bicycles and walk, reinforced by the

excessive heat exposure and are more at-

environments – particularly in the context

university’s technology system that slows

risk of experiencing problems like heat

stroke.

17

Buehler & Dill (2016)

Butterworth & Pojani (2018)

Manaugh et al. (2016)

Higgins & Ahern (2021)

Prud’homme & Lee (1999)

Marohn (2019)

Boufous et al. (2021)

Manaugh et al. (2016) Pearson et al. (2022)

designing for all ages & abilities

in extreme heat environments

value of a bicycle-centric landscape

challenges of american car-centric

extreme heat environments

children

adults

women

elderly

• Intuitive (incl. new learners)

• Enough space for families

• Shaded routing near schools

• Perceived safe by parents

• Routing for local trips

• Shower facilities (not just work)

• Reduce toxic interactions

on-street and at junctions

• Adequate lighting

• Routes stay active throughout day

• Safe junctions & separation

• Various speeds

• Commute vs. leisure/recreation

• Infrastructure connects to

age-specific interest points

• Safe surfacing & fall spots

socio-economic

children

financial

climate

health

• Better mobility for lower incomes &

people with disabilities

• Enables more space for housing

• Encourages mixed-uses

• Enhances social activity

• Bicycles are cheaper than cars

• Higher land value

• Cheaper infrastructure costs

• Decreased noise & air pollution

• Encourages climate-sensitive

design

• Decreased energy consumption &

fossil fuel reliance

• Enables & encourages active living

• Better air quality

• Can improve mental health

children culture

infrastructure

safety

children comfort

effort

• Hostility towards other modes

• Lack of education on bicycling

• Perceived & actual barriers to

active travel caused by cars

• Not designed to human scale

• Prioritises / induces cars for all trips

• 80th-percentile road design unsafe

for pedestrians & bicyclists

• Frequent interactions between

cars and bicycles

• No end-of-trip facilities

• Roads designed for fast car speeds

• Little shade to protect from

extreme heat

• Lack of intuitive routing

• Pavements meant for leisure

• Long distances between different

stops, i.e. grocery store, food, etc.

design principles

separation variety

shading safe junctions routing activation

connectivity

18

F5: Design Principles origins

Effort

(2) effort; (3) comfort; (4) safety; (5) cost;

hot environments. (Bigazzi et al., 2022)

heat on physical activity relates more to

Weather patterns influence the inclination

and (6) presence of bicycle parking. There

Additionally, factors like the adjacency of

their physical fitness and general health

of residents to use active travel for

is also evidence that points to a correlation

fast-moving traffic, large and unprotected

levels than their age. Ensuring that the

commuter or leisure purposes. (An et al.,

between the amount of mixed-uses (living,

junctions, and the quality of roads

built environment safely and comfortably

2019; Pearson et al., 2022) To what extent

shopping, fitness, education, office, etc.)

increased stress and decreased comfort.

invites active travel throughout the stages

is lesser known, but the definitively exists

and the likelihood that residents walk or

Emphasising stress reduction for bicyclists

of a person’s life can benefit their ability

and is important in understanding how

cycle between these destinations. (Saelens

and pedestrians in the context of PSC

to combat heat stress later in life. By

to construct environments conducive

et. al., 2003; Pucher & Buehler, 2006)

measurements – among other factors – can

providing adequate mid-route and end-

to healthier, cheaper, socially beneficial,

assist in understanding how to increase the

of-trip facilities and a functional network

financially stable, and more climate-friendly

The rise of eBikes and microtransit offer

share of residents who use these modes as

of shaded infrastructure, active travel –

modes of travel. Existing literature focuses

the potential to attract an increase in active

active travel rather than cars.

including eBikes and microtransit – can

extensively on climates that are normally

travel for users who emphasise effort as

mitigate the perceived and actual barriers

much cooler than the temperatures,

a large barrier. Particularly within hotter

A disconnected bicycle network

associated with comfort regarding active

humidity, and conditions found in places

climates, those that experience extreme

decreases user comfort level. Intersection

travel. (Pearson et al., 2022)

closer to the equator. (Pucher & Buehler,

heat, and built environments with long

design and perceived safety also play roles

2006)

distances between uses, reducing the

in residents’ decisions to cycle or walk.

Bringing together these five different

amount of effort required to use a bicycle to

(Buehler & Dill, 2016) According to Bigazzi

barriers, four strategies are created that

Perceived distances play a role in peoples’

get from point A to point B, in conjunction

et al. (2022), bicyclists travelling at high

look to address the biggest physical,

perceptions of effort as a barrier to bicycling.

with other efforts, can help mitigate

speeds, pedestrian and bicyclist safety, and

mental, and social issues people face when

(Manaugh et al., 2016) However, there is

the perceived obstacles associated with

path capacity all decreased user comfort.

bicycling or thinking about bicycling:

strong evidence that significant latent

exertion in these climates. (Pucher &

demand exists for trips less than 2.5km

Buehler, 2006; Noland, 2021

Hot weather can deter young bicyclists

1. “Nudge” aims to visualise the alternative

– especially within the context of sprawling

as they age to and through puberty as

to car-centric environments.

built environments like those found in

Comfort

social pressures change and increase.

2. “Incentivise” brings together policy

many American cities and suburbs. (Krizek

Perception of Safety and Comfort

Hygiene and personal appearance play

and design to give people valid and

et al., 2009; Butterworth & Pojani, 2018)

(PSC) is a measurement focused on the

increasingly prominent roles in these

attractive reasons to bicycle.

Additionally, in Manaugh et al.’s study

perceived, relative safety and comfort

demographics’ lives, and excessive heat

3. “Dedicate Infrastructure” provides

(2016), distance was found to be the “second

associated with bicyclists’ and pedestrians’

can create complicated circumstances

residents of all ages the physical means

least important barrier” – after cost – out of

built environments. Extreme heat can

for young bicyclists. According to Sun et.

to actually bicycle for commutes, leisure,

the six most-commonly cited barriers by

increase physiological stress on active

al (2021), older demographics’ sensitivity

or local trips.

residents surveyed in Montreal: (1) distance;

travellers and decrease PSC in car-centric,

to heat stress and the impacts of intense

4. “Facilitate” attempts to fulfill the needs

of active travel in extreme heat.

19

Santander Cycle Hire

London

Programming

Monon Boulevard, USA

Low Traffic Neighbourhood

London

“Safe Routes to Schools”

Barcelona

“DJ on a Bike”

Dom Whiting

nudge

Visualising the alternative

incentivise

Giving people a reason to bike

Better Block’s empty lot activation

MLK Park, Dallas, Texas

strategies

Giving people the means to bicycle

Fulfilling the needs of bicycling

Bicycle Signaling

dedicate infrastructure

facilitate

Cycle parking

Heidelberg Hauptbahnhof

Sydney Cycle Map

End-of-trip facilities

Sydney, Australia

Cycle Superhighway 3

London, UK

Shaded cycle parking and repair station

Ikea, Greenwich, London

F6: Strategies and examples

20

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


21

4.1 | case studies introduction

Four case studies from around the

world were chosen according to various

similarities to the study site’s context.

Briefly, Sydney’s culture towards bicycling

is reminiscent of the Dallas region’s –

where cars are so engrained into society

that people who don’t use one are at-risk

of breaking strong cultural mores.

Taipei’s success in its climate and bike share

programme provides an excellent example

of how to pursue increased bicycle travel in


Carmel, Indiana’s Monon Boulevard has

brought life to the midtown of an Industrial

Belt suburb.

Lastly, Barcelona’s climate proves that

with the right environment, hotter climates

can successfully attract and induce bicycle

usage.

Overall, these case studies and the various

aspects of their bicycle networks, culture,

and built environment are brought

together to assist this project’s conceptual

framework and design toolkit in application

on the study site.

SYDNEY

AUSTRALIA

Known as “the city that hates bikes”, Sydney continues

to push forward with new bicycle tracks,

paths, and pop-up lanes - with plenty of room still

yet to grow.

TAIPEI

TAIWAN

Taipei’s YouBike bike share programme and integrated,

tree-covered network is an exemplar for

cities around the world.

CARMEL

INDIANA, USA

temperature (ºC/ºF)

32

27

21

16

10

4

-1

-7

-12

-18ºC

average monthly temperatures (all case studies + flower mound)

J *J F *J M*A A *S M*O J *N J *D A *J S *F O *M N *A D *M

sydney*

month

barcelona

taipei

carmel

flower mound

*Month alignment changed to match Northern Hemisphere

90

80

70

60

50

40

30

20

10

0ºF


This Indianapolis suburb proves that car-centric

built environments in the US can, in fact, re-orient

themselves around pedestrian-friendly and

bicycle-friendly landscapes that are financially,

socially, and politically attractive.

BARCELONA

SPAIN

While not perfect, the Catalonian capital is

well-known for its expansive bicycle network and

educational outreach programmes that cater to

all types of users.

F7: Average weather of case study cities & overview

22

carmel

barcelona

taipei

*flower mound

sydney

F8: Study site and case study cities

23

2018

context

Considered “the city that hates bikes”, Sydney has

long been a hostile place to cyclists. However, the

city has come a long way in newly reformatting

their built environment to cater to more bicyclists.

Sydney serves as an important example of

implementation in a complex environment.

Although one of the comparable milder climates

studied, Sydney’s comprehensive approach to

increasing cycling and is noteworthy.

Location: Sydney, Australia

Bicycle Network: ≈120km / 75mi

Average Yearly High: 81°F / 27°C

Avg. # Extreme Heat Days/year: 4

Main Strength: Nudge (momentum)

sydney, australia

dedicate

infrastructure

• Separated & shared bicycle paths

• Protected & pop-up lanes

• Commuter, local, and recreational networks

2021

facilitate

• Network of bicycle pumps and repair facilities

• Bicycle hire scheme

• Secure bicycle parking

incentivise

• Publishing of self-guided rides on website

• Free community bicycle events

• Bike parking requirements for new developments

nudge

• City-sanctioned cycling courses

• Use of tactical urbanism

• Visual on-street cycle counters

mitigation of

challenges

culture infrastructure safety effort comfort

4.2 | sydney, australia F9: Case study of Sydney, Australia

takeaways

• Sydney has come a long way in increasing the

number and types of bicycle users, with an

increasingly well-connected network of an

assortment of bicycle infrastructure.

• According to a city survey, 60% of those who

responded said they feel at least moderately safe

while bicycling around Sydney.


average monthly temperatures (sydney, australia)

32

27

21

16

10

4

-1

-7

-12

-18ºC

J J A S O N D J F M A M

month

90

80

70

60

50

40

30

20

10

0ºF

24

STREET

YSTAL LA

RY LA

ST

ARTHUR ST

T ST

AM

STREET

JOHN ST

DERBYSHIRE ST

WILLIAM ST

STANLEY ST

HERILL STREET

ROAD

WHARF ROAD

ICK ST

ET

T

STREET

THORNLEY

STREET

WEST

CRYSTAL

BALMAIN ROAD

STREET

FREDERICK

STANMORE

TREET

BALMAIN

NEWINGTON

POINT ST

LEICHHARDT ST

PROSPECT

BRIGHT ST

ALFRED ST

MARSHALL ST

MIDDLDETON ST

BALMAIN ROAD

HILL STREET

HAY STREET

ST

DOUGLAS STREET

ADDISON

HELENA STREET

PIPER

COLERIDGE ST

CATHERINE STREET

CARRINGTON ST

JOSEPH

AINSWORTH STREET

ANNESLEY STREET

MACKENZIE

WESTBOURNE

WESTBOURNE

X ST

ST

PARK AVE

BALMAIN ROAD

ROAD

MARGARET

CHARLES

STREET

ST

BUDDS LANE

STREET

STREET

LANE

STANMORE

MANNING ST

CATHERINE STREET

WHITES

NGLAND AVE

MAIDA STREET

GROVE STREET

LONSDALE

O’NEILL STREET

STREET

CATHERINE STREET

EMMA ST

ALBION

ALBION

ALBANY ROAD

STREET

ROSEBY AVE

ST

LINK

GORDON

VICTORIA

ROAD

HOLT ST

PERCIVAL LA

AR ST

LILYFIELD

CAVENDISH

MYSS

PALING ST

PERCIVAL ST

ILKA ST

MOORE STREET

AUBREY

ST

LA NE

C R EEK

ROAD

PERCIVAL

JUSTIN ST

STYLES STREET

ROAD

ROAD

NORTH STREET

MIDDLE ST

SYDNEY

COLLEGE

OF THE

ARTS

ROAD

MYRTLE ST

CR

ROAD

ROAD

PETERSHAM

CALLAN ST

BROWNS AVE

JOHN STREET

STREET

OXFORD ST

MOODIE ST

PARK ST

CECILY

ALBERTO ST

STREET

STARLING ST

EDNA ST

S

WHITE

YOUNG LANE

GLADSTONE ST

RESERVE ST

YOUNG STREET

PARRAMATTA

CORUNNA

MARGARET ST

TERRY

LILYFIELD

CR E EK LA

CORUNNA

MACAULAY

MACAULAY

ALBANY

SALISBURY

CAMBRIDGE ST

ROSEVEAR

RAILWAY

HARROW

MERCHANT ST

WHITE ST

YOUNG STREET

COLLINS STREET

NORTHCUMBERLAND AVENUE

ALMA AVE

AVENUE

STREET

TUPPER ST

JOHNSTON

CAVENDISH LANE

ROAD

CAMBRIDGE STREET

ROAD

LIBERTY STREET

ROAD

CARDIGAN

JUL

STREET

ROZELLE BAY

LANE

CARDIGAN

EDGEW

ST

CARDIGAN

LANE

ENMORE ROAD

REIBY

METROPOLITAN RD

CHESTER

STREET ROWLEY ST

STAFFORD

ROAD

FOTHERINGHAM ST

PRITCHARD ST

HUTCHINSON ST

STREET

ROAD

ROAD

STREET

STAFFORD

BREILLAT ST

LANE

PIPER LA

TRAFALGAR STREET

CARDIGAN

VIEW

COLLINS STREET

ANNANDALE STREET ANNANDALE ST

LANE

TRAFALGAR

FOUCART

WATERLOO ST

COOK ST

CHELTENHAM

STREET

DENISON STREET

STREET

BELMORE ST

RED LION ST

EVANS STREET

STREET

STREET

BOOTH STREET

STREET

LANE

LANE

SALISBURY LA

STREET

ROAD

STANMORE

ROAD

HARRINGTON ST

F10: Sydney Cycle Map

STREET

WELLINGTON ST

NEWINGTON ROAD

STREET

DENIS O N ST

CITY

TERRY STREET

GLASSOP

NELSON STREET

MERTON STREET

DARLING

STREET

VICTORIA

ROZELLE

LILYFIELD

STANMORE

BRIDGE ROAD

LONDON ST

LAWSON

HIGH

BE

GORDON ST

QUIRK ST

WEYNTON ST

ROSE STREET

JOHNSTON STREET

STREET

TRAFALGAR

NELSON STREET

SUSAN STREET

KINGSTON ROAD

KINGSTON LANE

GLADSTONE

CAVENDISH

HAMPTON ST

ELLIOT STREET

STREET

ST

ATTIE STREET

BRENT ST

– WEST LINK ROAD

ANNANDALE

HORNSEY ST

TRADE ST

BEDFORD

STREET

TRAFALGAR

BELMORE S T

STREET

GOODSIR

MANSFIELD

ROAD

NELSON

HORDERN

PLACE

PHILLIP ST

MARIAN STREET

LANE

SALISBURY

BIRCHGROVE

LANE

SIMMONS

ST

BIGNELL LA

DENISON ST DENISON STREET

DERBY ST

ST. MARYS STREET

REIBY ST

MARGARET ST

LAYTON ST

AUSTRALIA AUSTRALIA

ROSS ST

BALTIC ST

ST

STREET

TAYLOR ST

ETON ST

PROBERT STREET

CHELMSFORD

KING ST

REYNOLDS ST

MOORE

STREET

DARLING

BOOTH STREET

PYRMONT BRIDGE

NEWTOWN

STATION ST

COLLEGE

CHURCH

FOWLER ST

ALBERMARLE ST

STREET

MULLENS

ROBERT

ST

TERRACE

CARDWELL

STREET

NORTH ST

MONTAGUE ST

BALMAIN

RD

CRESCENT

ST

ST

ROSSER STREET

CRESCENT

ALEXANDRA

MALLET STREET

EGLINGTON RD

JUBILEE PARK

MAXWELL RD

ROSS STREET

SCOTSMAN

RD

LAMBERT ST

PURKIS ST

FOWLER LA

ST ST

ROAD

HOPETOUN ST

KING

LYONS RD

BRIGGS ST

VICTORIA RD

DUNBLANE ST

LUCAS ST

STREET

CHURCH

LENNOX STREET

STREET

ROAD

MACQUARIE

ROWNTREE ST

CREEK ST

DR

THOMAS

ST

GIPPS

ROWNTREE

PHILLIP

WORTLEY STREET

SMITH STREET

STE R LING

BEATTIE

REYNOLDS

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STREET

CURTIS

VICTORIA

MINOGUE

WIGRAM

ALFRED RD

CCT

ROBERTS ST

ELIZA ST

HEREFORD

CROSS ST

SHORT ST

CHURCH

STREET

STREET

STREET

HYAM ST

ST

BUCHANAN ST

NORTHWOOD ST

PALMER

ARCADIA RD

ALLEN ST

BELL ST

ROSS STREET

CHARLES ST

MARY ST

ALLEN LA

TOXTETH ST

BOYCE ST

STREET

RAPER ST

RAILWAY LA

NEWMAN ST

NEWMAN LA

HAROLD ST

MUNNI ST

ANGEL ST

ST

CAMERON

ROAD

ST

STREET

BOOTH

HORDERN ST

ST

O’CONNELL

PROSPECT ST

STREET

ST

GLEBE POINT ROAD

ST

MANSFIELD ST

COOK ST

WIGRAM LANE

JUNCTION

PARRAMATTA

MISSENDEN

CARILLON

MORT

STREET

ROAD

CAMPERDOWN

BIRCHGROVE

WHAT ELEY

ST

CLAYTON

BRADFORD ST

LANE

DONNELLY

HEREFORD STREET

YORK

YORK LA

ST

JOHN STREET

ROAD

ST

LA

BROWN

ERSKINEVILLE ROAD

ROAD

ROCHFORD ST

ROSPECT ST

ORRISSEY RD

FORSYTH ST

SOUDAN

WATKIN ST

BUCKNELL ST

LA

JOHN ST

STREET

FERRY

BRIDGE ROAD

ARUNDEL

KING STREET

LODGE ST

GEORGINA ST

ROAD

FITZROY ST

GLEBE

SCIENCE ROAD

CHARLES ST

GLEBE POINT

PHYSICS RD

DERWENT LA

DERWENT ST

MACDONALDTOWN

ERSKINEVILLE

LCOLM

TREET

TALFORD ST

QUEEN ST

FORBES ST

PYRMONT

JOHN STREET

SQUARE

RAILWAY ST

DARLING STREET

BROUGHTON ST

COLBOURNE

AVE

ST JOHNS ROAD

AVENUE

WILSONSTREET

ALBERT

STREET

ST

THAMES ST

BUCKLAND LA

CAMPBELL ST

WATERVIEW ST

GLADSTONE STREET

ST

NEWTOWN

TROUTON ST

BURREN STREET

STREET

ST

SWANSON

WELLS

ST

VINCENT ST

CAROLINE

WESTERN DISTRIBUTOR

GLEBE

STREET

GROSE FARM

LANE

CLAR A

ST

DARGHAN LA

DARGHAN ST

GLEBE STREET

CAMPBELL ST

CAMPBELL LA

CATHERINE STREET

WESTER N

AVENUE

ADOLPHUS ST

EWENTON ST

GRAFTON

JUBILEE

PARK ST

BRIDGE

MONKS LA

BELLEVUE LANE

BROUGHTON ST

EXPLO RER ST

NEWTON

ST

PI R RA M A

FISH

MARKET

COWPER

ROAD

RENRICK

HARRIS

PYRMONTROADROAD

ROAD

GOLDENGROVE ST

FISHER RD

UNIVERSITY PL

ROAD

MITCHELLSTREET

ARUNDEL STREET

EASTERN AVE

BUTLIN AVE

DARLINGTON RD

CITY ROAD

RAILWAY PARADE

STREET

PL

L. NICHOLSON

STREET

DARLING STREET

ST

FOREST

LODGE

UNIVERSITY

OF

SYDNEY

BALMAIN

EAST

PYRMONT

WENTWORTH PARK

UNIVERSIT Y

MAZE CR

CODRINGTON ST

MILLER STREET

THE STAR

WENTWORTH PARK

STREET

HENDERSON LA

ROAD

QUEEN ST

CROWN ST

ALEXANDER STREET

SUTTOR ST

STREET

GREEK STREET

FRANCIS STREET

CITY

PYRMONT BAY

KELLY ST

ST

ROAD

SHEPARD

PIRRAMA

HARRIS

PYRMONT BRIDGE

FIG STREET

WATTLE

BAY STREET

BAY STREET

MYRTLE

LANDER STREET

PYRMONT

ST

STREET

STREET

GRAFTON ST

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JENNINGS ST

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MEAGHER ST

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BLACKWATTLE LA

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CLEVELAND

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CAROLINE ST

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WAY

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HARRIS

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DISTRIBUTOR

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ST

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EXPRESSWAY

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PH

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MUSEUM

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BORONIA ST

TELOPEA ST

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BELMORE ST

SMITH ST

ANN

ST

BAPTIST LANE

STREET

BELLEVUE ST

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STREET

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WATERLOO

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GALLERY

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EXPRESSWAY

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STREET

ROAD

JOHN YOUNG

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STREET

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PALMER

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STREET

STREET

ST

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PARKHAM LA

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CRESCENT STREET

ST

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CATHEDRAL

DISTRIBUTOR

DISTRIBUTOR

EASTERN

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FLINDERS

THOMSON ST

N DISTRIBUTOR EASTERN DISTRIBUTOR

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STREET

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STREET STREET

FORBES

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NICHOLSON ST

STREET FORBES ST

CLAPTON PL

ALBION AVE

SELWYN ST

DARLEY ST

STREET

IRIS ST

DOWLING

NAPIER ST

MCELHONE ST

FARRELL AVE

KIRKETON

HARDIE ST

RD

ST

WEST ST

BROUGHAM

CLEVELAND STREET

DACEY AVENUE

BROADWAY

BOUNDARY ST

R ST

COMBE

HO

STREET

WOOLLOOMOOLOO

NIMROD

ST

VICTORIA

STREET

KINGS

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HOPEWELL ST

PEWELL LA

CAMPBE LL

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AVENUE

CHALLIS AVE

HUGHES ST

ST

DARLINGHURST RD

SURREY ST

GLENMORE

GIPPS ST

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MCDONALD LA

POTTS POINT /

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STREET

GREENKNOWE

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MCLACHLAN

STREET

ORMOND

AVE

ST NEILD

HEELE Y

AVE

ELIZABETH BAY /

GURRAJIN

AVE

COOPER

PADDINGTON

Scale 1:14,000

0 200 400 600 800 1,000

AVE

RENNY ST

STEWART ST

LEINSTER

GARDENS

BAYSWATER

ST

LA WSON

STREET

STREET

GOODHOP ST

GLE NMOR E

BROUGHTON

STAFFORD ST

UNDERWOOD

STREET

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E LI Z A B E TH BAY

WARATAH

ROAD

BENT ST

DUXFORD

ST

ST

STREET

OXFORD

POATE ST

CENTENNIAL

ROAD

CAMBRIDGE ST

GURNER STREET

ST

WILLIAM ST

POATE LANE

HOPETOUN

ST

VICTORIA RD

GORDON STREET

STREET

RD

RUSHCUTTERS

BAY

STREET

COOK ROAD

LANE

CASCADE STREET

QUEEN RD

ELIZABETH STREET

GLENMORE RO A D

GEORGE ST

NEW

ROYLSTON ST

SOUTH

SUTHERLAND STREET

HARGRAVE LANE

HARGRAVE STREET

WINDSOR STREET

PADDINGTON LANE

PADDINGTON STREET

MITCHELL

STREET

LANG ROAD

Metres

JERSEY ROAD

HEAD

ROAD

EDGECLIFF

QUEEN STREET

Separated off-road cycleway

Low traffic street or bike lane

Off-road shared path

Direct route with higher traffic

Routes with wayfinding signage

Steep hill (arrows point up hill)

Stairs Lift Pump

EDGECLIFF

HOLDSWORTH STREET

BOWDEN ST

WOOLLAHRA

OCEAN ST

YORK ROAD

25

2009

context

Ranked #17 / 20 in the 2019 Copenhagenize Index,

Taipei is one of the hottest cities that consistently

finds itself in the lists and rankings of the best

cycling cities in the world. While it has plenty of

room to grow in the bicycle-commuter

infrastructure region, it boasts a vast network of

recreational routes that connect citizens across the

city.

Location: Taipei, Taiwan

Bicycle Network: ≈600km+ / 373mi+



Main Strength: Facilitate (YouBike Hire)

taipei, taiwan

2022

dedicate

infrastructure

• Shared paths (bike + pedestrian)

• Quickly-expanding network

• Extensive recreational routes

2"3#.3$43&5

facilitate

• Bicycle hire scheme

• Recreational paths connect to sports facilities

• Bicycle pathways frequently shaded by trees

incentivise

• YouBike is free for first 30 minutes

• YouBike integration with public transport network

• Taiwan is 2nd-largest exporter of bicycles

nudge

• Intuitive, easy, & wide access to YouBikes

• 50/50 male-female split among Taipei bicyclists

• Culture-led push for better bicycle conditions

!"#$%"&"$'()(($*++,-.

mitigation of

challenges


4.3 | taipei, taiwan F11: Case study of Taipei, Taiwan

takeaways

• The YouBike programme is well-referenced by

other Asian cities and serves as an important

example of how a comprehensive bike share

scheme can help create a foundation for

bicycling in cities.


32

27

21

16

10

4

-1

-7

-12

-18ºC

average monthly temperatures (taipei, taiwan)

J F M A M J J A S O N D

month

90

80

70

60

50

40

30

20

10

0ºF

26

F12: Taipei Cycle Map

27

2018

context

A relatively non-descript location compared to

major global cities, Carmel, Indiana’s revitalisation

of an old rail corridor includes an award-winning

boulevard that has attracted hundreds of millions

of dollars in investment while successfully helping

incentivise and nudge its 90,000+ residents to

bicycle more. PeopleForBikes’s City Ratings rank

Carmel 37th overall out of 1105 cities in the US.

Location: Carmel, Indiana




Main Strength: Incentives, Nudge

dedicate

infrastructure

• Integration with trails and greenways

• N-S-E-W regional path connections

• Award-winning design that caters to all modes

1"20.-

carmel, indiana

facilitate

• Bike Share programme

• Showers and restrooms at trailheads

• Benches, play areas, bike parking, water features

incentivise

• Shops, housing, and amenities surround bike path

• Seamless and comfortable integration with daily life

!"#$%"&"$'()(($*++,-. ($/0$

2022

nudge

• Visual bicycle count signs

• Visibility of bike path directly down centre

mitigation of

challenges


4.4 | carmel, indiana, usa F13: Case study of Carmel, Indiana

takeaways

• There are plenty of similarities between Flower

Mound and Carmel, including population size

and composition, to median incomes and

geographic landscape. However, Carmel shows

that American suburbia benefits greatly from

investment in places like Monon Boulevard, and

similar projects could find success in places like

Flower Mound as well.


32

27

21

16

10

4

-1

-7

average monthly temperatures (carmel, indiana)


month

90

80

70

60

50

40

30

20

10

0ºF

28

F14: Carmel Cycle Map

29

2014

context

It’s no secret that the Catalonian capital is already

well-known as a great place to bicycle. It ranks 15th

out of 20 in the Copenhagenize Index, with plenty

of room for improvement. However, Barcelona has

been innovative and fast-acting in their approach

towards bicycling as a better mode of

transportation. Their creation of Superblocks,

closure of streets to cars, vast network of cycle paths

and lanes make it a great example of bicycle-centric

priorities.

Location: Barcelona, Spain



Avg. # Extreme Heat Days/year: 5-7

Main Strength: Dedicate Infrastructure

barcelona, spain

dedicate

infrastructure

• Vast network of pathways and protected lanes

• Narrow urban canyons create adequate shade

• Superblocks (Supermanzanas)

2022

facilitate

• Bike boxes (ZAB)

• “Bicing” bike share programme

• Bicycle Pay-to-Park programme + reg. parking

:"24/60+"

incentivise

• City-backed “Bicycle Strategy for Barcelona”

• “On your bike” (BICIA’T) programme

• Promoting safe routes to school for children

nudge

• City-sanctioned training, rides, courses, and events

• Bike share integrated with transport system

• Mainstreamed education on the benefits of cycling

for in-school programmes

!"#$%"&"$'()(($*+,&-$./012-$3"450+"67$.0016/ ($89$

mitigation of

challenges


4.5 | barcelona, spain F15: Case study of Barcelona, Spain

takeaways

• Barcelona’s emphasis on bicycling as a cleaner,

more efficient form of getting from place to

place represents the type of fervour cities and

governments should have about increasing

bicycle mode share in everyday life. While Flower

Mound is not Barcelona, it can learn quite a bit

from the way the capital prioritises the way its

citizens move around.


32

27

21

16

10

4

-1

-7

average monthly temperatures (barcelona, spain)


month

90

80

70

60

50

40

30

20

10

0ºF

30

F16: Barcelona Cycle Map

31

4.6 | case study comparison


sydney, australia

The city’s efforts to fight

several battles on different

fronts - including against the

New South Wales

government and powerful

voice of motorists - have been

semi-fruitful in influencing its

bicycle culture. But there’s

still plenty of room to grow.

Sydney’s infrastructure

strengths lie in its variety.

With an array of bike lanes,

paths, commuter routes, and

recreational pathways there is

no lack of choice. Where it

falls short, however, is its

overall connectivity.

The NSW capital is still very

much a car city. Yet, its bicycle

infrastructure, facilities,

educational outreach, and

access to online cycling

materials help create a

culture of safety on its

netwoks.

The variation in commuter,

recreational, and leisure

routes allow for different users

to bicycle around Sydney for

different reasons. The city’s

network allows for either

direct or leisurely routes, but

often don’t contain adequate

shading.

Government guidance on the

inclusion of end-of-trip

facilities has helped increase

the amount of showers,

toilets, and lockers available

to bicyclists who need them

for their commute or

recreational trip.

taipei, taiwan

carmel, indiana, usa

“The Bicycle Kingdom” gets

its namesake from its

behemoth bicycle export

industry. But until recently,

Taipei’s cityscape catered

almost solely to cars. The

YouBike hire programme,

however, has been

monumental to the curation

of a cycle culture.

While its recreational paths

are noteworthy, inner city

bicycle paths rely heavily on

shared spaces with

pedestrians. This can create

toxic interactions and be

counterintuitive to increasing

the amount of people who

commute by bicycle.

Many of Taipei’s inner city

routes are either shared with

pedestrians or cars, often

changing between one or the

other. The mix of scooters,

cars, and bicycles on the

roadways can create

dangerous interactions

before, at, and after junctions.

The YouBike programme’s

seamless integration with the

public transport system is an

example any city with a share

programme should strive for.

Many of the inner city routes

are shaded by tree canopies

and building shadows,

helping alleviate some of the

discomfort of bicycling in the

heat.

barcelona, spain

Carmel undoubtedly suffers

from some of the same issues

that other suburban

American cities encounter,

but it has taken tremendous

steps to draw investment in

bicycle infrastructure and

prove that multi-modal

infrastructure is an attractive

financial model.

Carmel and its surrounding

areas maintain high

connectivity, with recreational

pathways along district

boundaries also serving as

commuter

routes,

intermingling with new

developments along Monon

Boulevard and elsewhere.

The bicycle network is mostly

separated from cars, but may

share space with the

occasional pedestrian or

jogger in the more rural

routes. Online materials and

safety courses help teach

residents safety basics.

While Monon Boulevard is an

ideal example, the rest of

Carmel’s trail system and

typical separation of land use

and distance between home,

work, and leisure work

against the city’s increased

emphasis on bicycles.

Aside from Monon Boulevard

and shower/toilet facilities at

trailheads, commuting in

Carmel and throughout the

region - especially in hotter

weather - can deter people

from ditching their cars to

commute by bicycle.

The Barcelona government

has been a monumental force

in the reformation of its city

blocks as places for people

instead of cars. However, its

been more difficult to fully

convince a larger portion of its

population to get around by

bicycle.

There’s no lack of solid bicycle

infrastructure that caters to

all users in the city. However,

its famous centred bicycle

tracks in the middle of some

thoroughfares draws some

concern for safety,

accessibility, and comfort.

The layout, urban canyons,

and design of many of

Barcelona’s streets are

conducive to safer speeds

than wide thoroughfares.

Government-backed

education measures allow

residents of all ages to grow

into their bicycles safely.

The Bici hire scheme’s

integration with Barcelona’s

transit system, extent and

variation of the city’s bicycle

network, and land use allow

for residents to get where

they need by bicycle without

undergoing an extensive

workout.

Government guidance on the

inclusion of end-of-trip

facilities has helped increase

the amount of showers,

toilets, and lockers available

to bicyclists who need them

for their commute or

recreational trip.

F17: Case study comparison

32

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


33

5.1 | conceptual framework

5.2 | design toolkit

This Project’s conceptual framework and

subsequent design toolkit aim to address

the challenges and barriers of bicycling in


The five identified challenges are used

contextually to examine and extract

relevant information from the study sites.

With a comprehensive investigation,

extrapolation, and utilisation process, seven

key design principles naturally emerge.

These design principles – which are

extensively inspired by the literature review

and case study analysis – look to physically

address these challenges and barriers to

bicycling.

The entire framework serves as an

expandable and scalable set of strategies

and principles that can be applied to built

environments elsewhere.

Emerging from the framework are seven

key design principles aimed at physically

addressing the challenges, barriers, and

vacancies of extreme heat environments in

American suburbs:

1. Separation

2. Variety

3. Shading

4. Safe Junctions

5. Routing

6. Activation

7. Connectivity

These are then used to propose design

interventions on the study sites, where the

framework and toolkit are theoretically

tested.

34

1

Identify the specific needs and barriers to bicycling in the physical and political environment

Investigate challenges

3

2

Gather applicable and climate-sensitive aspects to induce increased bicycle mode share

culture infrastructure

safety effort comfort

4 Extrapolate solutions

5

Contexualise & Analyse

missing

components

existing routes

& types

land use

& urban form

existing

mode share

6

Utilise comprehensive strategies

nudge

dedicate infrastructure

facilitate

incentivise

7

Identify applicable design principles

8

Transpose design principles to site

separation variety shading safe junctions routing activation

connectivity

F18: Conceptual framework

35

strategies

objective(s)

design principles

nudge

1. Incrementally “nudge” residents to move from cars to

bicycles

2. Aim first to increase local trips, as many Flower Mound

residents’ commutes to work are long and difficult to

immediately replace

3. Target “first movers” - or those most likely to pick up

bicycling initially - which may encourage other residents

to think about changing their mode choice

4. Increase demand for better bicycling conditions

routing

separation

incentivise

1. Give people reasons to ditch their cars for bicycles - by,

for example, decreasing available parking and replacing

vacant space with bicycle and pedestrian-only

programming

2. Promote financial incentives with policy, community

events, tax deductions, etc.

3. Introduce educational programmes not only for children,

but all ages - however, educating children at an early age

can help change and create a bicycle-aware culture

adjacency

activation

dedicate

infrastructure

1. Separate infrastructure to give existing and new

bicyclists better safety conditions and intuitive routing

2. Dedicate bike-specific investment that gives residents

commuter and leisure routes, allowing commutes across

the city and local tasks by bicycle

3. Commuter routes should follow direct paths

4. All route types (commuter, leisure, local) should aim to

utilise existing greenery, tree canopies, and narrow

urban canyons for shading

separation

variety

shading

safe junctions

facilitate

1. Build dedicated public shower and toilet facilities along

local, leisure, and commuter routes

2. Incentivise local businesses to include end-of-trip

facilities for commuters

3. Provide safe, adequate, and visible parking/storage

facilities along routes and at destinations

4. Include adequate shading (trees, quick-build canopies &

structures) and water features along routes that help

mitigate extreme heat and hot weather

shading

connectivity

variety

36

F19: Chart of Strategies and their relevant Design Principles

5.3 | design principles

separation

Separation of bicycle infrastructure with

protected lanes, paths, and tracks and all of

the facets that create adequate separation

routing

Utilising existing thoroughfares to create

intuitive commuter routes, while providing

leisure and local routes that use some of the

same space and consider different speeds,

ages, and trip goals

Providing a variety of facilities and route

types that cater to different needs of various

age groups and abilities

Replacing underutilised space (i.e. parking

lots, malls, etc.) with activated places

(Better Block, pop-ups) that cater specificly

to bicyclists and pedestrians

variety

activation

shading

Considering existing sources of shade and

building upon these resources to mitigate

extreme heat and hot weather - includes

covered rest areas, water features, play

spaces, and locals’ spaces

connectivity

Ensuring that the bicycle network is

connected and all route types are

integrated

safe junctions

Protecting bicyclists and pedestrians by

integrating innovative and best-practice

crossing facilities - which must also include

changes on existing policies and

engineering dialogues

F20: Explanation of Design Principles

37

38

F21: Separated cycle infrastructure

F22: Variation in pathways

39

40

F23: Shaded pathways and facilities

F24: Different types of bicycle users

41

42

F25: Activated spaces by Better Block

43

Travbaneparken

Travbaneparken

Idrætsanlæg

Idrætsanlæg

Kastrup

Kirkegård

Kastrup

Kirkegård

Kastrup

Idrætsanlæg

Kastrup

Idrætsanlæg

Kastrup

Strandpark

Kastrup

Strandpark

Kastrup Strandpark

Kastrup Strandpark

Viemose-

Parken

Viemose-

Parken

Dyssegårds

Parken

Dyssegårds

Parken

ØRESUNDSMOTORVEJEN

ØRESUNDSMOTORVEJEN

VANDTÅRNSVEJ

TÅRNBYVEJ TÅRNBYVEJ

TÅRNVEJ

TÅRNVEJ

TÅRNVEJ

SØBORG HOVEDGADE

STRANDVEJEN

SLOTSHERRENSVEJ

SALTVÆRKSVEJ

SALTVÆRKSVEJ

RØDOVREVEJ

RØDOVREVEJ

RYVANGS ALLÉ

ROSKILDEVEJ

NOVEMBERVEJ

MØRKHØJVEJ

MOTORRING 3

MOTORRING 3

MOTORRING 3

LØJTEGÅRDSVEJ

LØJTEGÅRDSVEJ

LYNGBYVEJ

LYNGBYVEJ

KONGELUNDSVEJ

KETTEVEJ

KASTRUPVEJ

KASTRUPVEJ

KASTRUPLUNDGADE

JYLLINGEVEJ

INDENRIGSVEJ

HØJE GLADSAXE VEJ

HVIDOVREVEJ

HVIDOVREVEJ

HVIDOVREVEJ

HVIDOVREVEJ

HOLBÆKMOTORVEJEN

HOLBÆKMOTORVEJEN

HILLERØDMOTORVEJEN

HERLEV RINGVEJ

GLADSAXE MØLLEVEJ

GLADSAXE RINGVEJ

GLADSAXEVEJ

GLADSAXEVEJ

GAMMEL KØGE LANDEVEJ


ENGLANDSVEJ

DYSSEGÅRDSVEJ

BYVEJ

BYVEJ

BYVEJ

BRØNDBYØSTERVEJ

BROSTYKKEVEJ

BROSTYKKEVEJ

BERNSTORFFSVEJ

AVEDØRE TVÆRVEJ

AMAGER STRANDVEJ

AVEDØRE HAVNEVEJ

AVEDØRE HAVNEVEJ

AVEDØRE HAVNEVEJ

AVEDØRE HAVNEVEJ

AMAGERMOTORVEJEN

AMAGERMOTORVEJEN

AMAGER LANDEVEJ

AMAGER LANDEVEJ AMAGER LANDEVEJ

ALLINGVEJ

ALLÉEN

ALLÉEN

0 200 400 600 800 1000

Åmarken

Station

Tårnby

Station

Lufthavnen

Station

Kastrup

Station

Friheden

Station

Avedøre

Station

Rødovre St. Hvidovre St.

Carlsberg

Station

Peter Bangs Vej

Station

Lindevang

Station

KB Ha len

Station

Frederiksberg

Station

Forum

Station

Flintholm

Station

Fasanvej

Station

Grøndal

Station

Station

Fugleba ken

Station

Emdrup

Station

Sjælør

Valby Station

Station

Nytorv

Kongens

Station

Islands Brygge

Station

Station

Center

Be la

Station

Ørestad

Station

Vestamager

Station

Husum

Station

Islev

Station

Jyllingevej

Station

Svanemøllen

Lergravsparken

Station

Station

Amagerbro

Station

Station

Station

Nordhavn

Ryparken St.

Langgade St.

Dybbølsbro St.

Station

Vesterport

Station

He lerup

Station

Østerport

Dr Byen

Femøren

Station

Amager Strand

Station

Øresund

Station

Christianshavn

Sundby

Hovedbanegård

Københavns

Ny Ellebjerg

Station

Vigerslev

Station

Danshøj

Station

Ålholm

Station

Station

Sydhavn

Station

Nørrebro

Station

Station

Bispebjerg

Vanløse

Station

Nø report

ÅRHUSGADE

ÅLHOLMVEJ

ÅLEKISTEVEJ ÅLEKISTEVEJ

ÅGADE

ÅBOULEVARD

ÅBOULEVARD

ØSTRIGSGADE

ØSTER VOLDGADE

ØSTER SØGADE

ØSTER FARIMAGSGADE

ØSTERBROGADE

ØSTERBROGADE

ØSTBANEGADE

ØRESUNDSVEJ

ØRESUNDSMOTORVEJEN

ØRESTADS BOULEVARD ØRESTADS BOULEVARD

ØRESTADS

BOULEVARD

ØRESTADS BOULEVARD

VINDEBROGADE

VIGERSLEVVEJ

VIGERSLEVVEJ

VIGERSLEV

ALLÉ

VIGERSLEV ALLÉ

VIGERSLEV ALLÉ

VESTER

FARIMAGSGADE

VESTERBROGADE

VERMLANDSGADE

VEJLANDS ALLÉ

VEJLANDS ALLÉ

VEJLANDS ALLÉ

VASBYGADE

VALBY LANGGADE

VALBY LANGGADE

UPLANDSGADE

UNIVERSITETS-

PARKEN

TUBORGVEJ

TUBORGVEJ

TRIANGLEN

TORVEGADE

TOMSGÅRDSVEJ

TIETGENSGADE

TAGENSVEJ

TAGENSVEJ

TAGENSVEJ

SYDHAVNSGADE

STRANDØRE

STRANDVEJEN

STRANDPROMENADEN

STRANDBOULEVARDEN

STRANDBOULEVARDEN

STORMGADE

STORE KONGENSGADE

SLOTSHERRENSVEJ

SLOTSHERRENSVEJ

SJÆLLANDSBROEN

SJÆLØR BOULEVARD

SCANDIAGADE

SALLINGVEJ

SALLINGVEJ

RØDE MELLEMVEJ

RØDE MELLEMVEJ

RYVANGS ALLÉ

ROSKILDEVEJ

REBILDVEJ

PRAGS BOULEVARD

PETER BANGS VEJ

PEDER LYKKES VEJ

P. KNUDSENS GADE

NØRRE VOLDGADE

NØRRE SØGADE

VESTER SØGADE

NØRRE FARIMAGSGADE

NØRREBROGADE

NØRREBROGADE

NØRRE ALLÉ

NØRRE ALLÉ

NORDRE FRIHAVNSGADE

NORDRE

FASANVEJ

MØRKHØJVEJ

LYNGBYVEJ

LYNGBYVEJ

LYGTEN

LYGTEN

LERSØ PARKALLÉ

LERSØ PARKALLÉ

LANGEBRO

KRISTIANIAGADE

KONGELUNDSVEJ

KONGELUNDSVEJ

KLØVERMARKSVEJ

KASTRUPVEJ

KASTRUPVEJ

KASTRUPVEJ

KALVEBOD BRYGGE

KALKBRÆNDERIHAVNSGADE

KALKBRÆNDERIHAVNSGADE

KALVEBOD

BRYGGE

JYLLINGEVEJ

JYLLINGEVEJ

JAGTVEJ

JAGTVEJ JAGTVEJ

ITALIENSVEJ

ISLEVHUSVEJ

INGERSLEVSGADE

INGERSLEVSGADE

HUSUMVEJ

HULGÅRDSVEJ

HULGÅRDSVEJ

HILLERØDMOTORVEJEN

HELSINGØRMOTORVEJEN

HILLERØDGADE

H. C. ANDERSENS

BOULEVARD

HARESKOVVEJ

GYLDENLØVESGADE

GRØNJORDSVEJ

GRØNDALS PARKVEJ

GOTHERSGADE

GAMMEL

KONGEVEJ



FÆLLEDVEJ

FREDERIKSSUNDSVEJ

FREDERIKSSUNDSVEJ

FREDERIKSBORGVEJ

FREDERIKSBORGVEJ

FREDERIKSBORGGADE

FREDENS-

BRO

FOLKE BERNADOTTES ALLÉ

FOLEHAVEN

ENGLANDSVEJ

ENGLANDSVEJ

ENGHAVEVEJ ENGHAVEVEJ ENGHAVEVEJ

ENGVEJ

ELLEBJERGVEJ

DAG HAMMARSKJÖLDS

ALLÉ

CHRISTIANS

BRYGGE

CENTER BOULEVARD

BØRSGADE

BORUPS ALLÉ

BORUPS ALLÉ

BREDGADE

BLEGDAMSVEJ

BLEGDAMSVEJ

BISPEENGBUEN

BERNSTORFFSGADE

BACKERSVEJ

BACKERSVEJ

ARTILLERIVEJ

ARTILLERIVEJ

ARTILLERIVEJ

AMAGER STRANDVEJ

AMAGER STRANDVEJ

AMAGERMOTORVEJEN

AMAGERFÆLLEDVEJ

AMAGER BOULEVARD

AMAGERBROGADE

AMAGERBROGADE

NORDHAVNSVEJ

DANNESKIOLD-SAMSØES ALLÉ

VESTERBROGADE

SØNDRE FASANVEJ

SØNDRE FASANVEJ

SMALLEGADE

ROSKILDEVEJ

ROSKILDEVEJ

ROSENØRNS

ALLÉ

ROLIGHEDSVEJ

PILE ALLÉ

PETER BANGS VEJ

NORDRE FASANVEJNORDRE FASANVEJ

H.C. ØRSTEDS VEJ

GODTHÅBSVEJ

GODTHÅBSVEJ

GAMMEL KONGEVEJ

FALKONER

ALLÉ

ALLÉ GADE

Vestvolden

Vestvolden

Vestvolden

Vestvolden

Tingbjerg Idrætspark

Tingbjerg Idrætspark

Ryvangen

Naturpark

Ryvangen

Naturpark

Rosenborg Slotshave

Rosenborg Slotshave

Moseparken

Moseparken

Mosaisk

Begravelses-

Plads

Mosaisk

Begravelses-

Plads

Mindelunden

Mindelunden

Lersøparken

Lersøparken

Langelinie-

Parken

Langelinie-

Parken

Klosterfælleden

Klosterfælleden

Kildevældsparken

Kildevældsparken

Kagsmose

Kagsmose

Husum

Idrætspark

Husum

Idrætspark

Holmens

Kirkegård

Holmens

Kirkegård

Hans

Tavsens

Park

Hans

Tavsens

Park

Garnisons

Kirkegård

Garnisons

Kirkegård

Fugleøen

Fugleøen

Fredens Park

Fredens Park

Fiskeøen

Fiskeøen

Emdrup

Søpark

Emdrup

Søpark

Emdrupparkens

Idrætsanlæg

Emdrupparkens

Idrætsanlæg

Brønshøj

Kirkegård

Brønshøj

Kirkegård

Brønshøj-

Parken

Brønshøj-

Parken

Classens

Have

Classens

Have

Blegdamsfælleden

Blegdamsfælleden

Bispebjerg Kirkegård

Bispebjerg Kirkegård

Bispe-

Parken

Bispe-

Parken

Bananna

Park

Bananna

Park

Husumparken

Husumparken

Vanløse Idrætspark

Vanløse Idrætspark

Krogebjergparken

Krogebjergparken

Helgoland

Helgoland

Svanemøllestranden

Svanemøllestranden

Arsenaløen

Arsenaløen

Genforenings-

Pladsen

Genforenings-

Pladsen

Bellahøjmarken

Bellahøjmarken

Rødklde

Park

Rødklde

Park

Ryparkens

Idrætsanlæg

Ryparkens

Idrætsanlæg

Hørsholmparken

Hørsholmparken

Vester

Fælled

Vester

Fælled

Bellahøjparken

Bellahøjparken

Zoologisk Have

Zoologisk Have

Zoologisk Have

Zoologisk Have

Søndermark Kirkegård

Søndermark Kirkegård

Frederiksberg

Kirkegård

Frederiksberg

Kirkegård

Vor Frelsers

Kirkegård

Vor Frelsers

Kirkegård

Vigerslev-

Parken

Vigerslev-

Parken

Vigerslev-

Parken

Vigerslev-

Parken

Vigerslev-

Parken

Vigerslev-

Parken

Vestre Mosaisk

Kirkegård

Vestre Mosaisk

Kirkegård

Tiøren

Tiøren

Sundby-

Vester-

Parken

Sundby-

Vester-

Parken

Sundby

Idrætspark

Sundby

Idrætspark

Solbjerg Kirkegård

Solbjerg Kirkegård

Skyde-

Bane-

Haven

Skyde-

Bane-

Haven

Saxoparken

Saxoparken

Rødegård-

Parken

Rødegård-

Parken

Rosenhaven

Rosenhaven

Remiseparken

Remiseparken

Linde-

Vangen

Linde-

Vangen

Lergravsparken

Lergravsparken

Parken

Parken

Katolsk

Vestre

Kirkegård

Katolsk

Vestre

Kirkegård

Kastrup

Fort

Kastrup

Fort

Kammas

Have

Kammas

Have

J.C. Jacobsens

Have

J.C. Jacobsens

Have

Idrætsanlæg

Idrætsanlæg

Havne

Parken

Havne

Parken

Grøndalsparken

Grøndalsparken

Femøren

Femøren

Fasanskov

Fasanskov

Enghaveparken

Enghaveparken

Carl

Jacobsens

Have

Carl

Jacobsens

Have

Bavnehøj

Idrætsanlæg

Bavnehøj

Idrætsanlæg

Amorparken

Amorparken

Amaliehaven

Amaliehaven

ØRSTEDS-

PARKEN

ØRSTEDS-

PARKEN

TIVOLI

TIVOLI

KONGENS HAVE

KONGENS HAVE

ASSISTENS KIRKEGÅRD

ASSISTENS KIRKEGÅRD

FÆLLEDPARKEN

FÆLLEDPARKEN

FÆLLEDPARKEN

FÆLLEDPARKEN

NØRREBRO-

PARKEN

NØRREBRO-

PARKEN

BISPEBJERG KIRKEGÅRD

BISPEBJERG KIRKEGÅRD

UTTERSLEV MOSE

UTTERSLEV MOSE

GRØNDALSPARKEN

GRØNDALSPARKEN

DAMHUSENGEN

DAMHUSENGEN

FREDERIKSBERG HAVE

FREDERIKSBERG HAVE

SØNDERMARKEN

SØNDERMARKEN

BOTANISKHAVE

BOTANISKHAVE

KLØVERMARKEN

KLØVERMARKEN

KALVEBOD FÆLLED

KALVEBOD FÆLLED

AMAGERFÆLLED

AMAGER STRANDPARK

VALBYPARKEN

VALBYPARKEN

NORDRE KLAPPER

NORDRE KLAPPER

VALBY IDRÆTSPARK

VALBY IDRÆTSPARK

VESTRE KIRKEGÅRD

VESTRE KIRKEGÅRD

ØSTRE ANLÆG

ØSTRE ANLÆG

SUNDBY KIRKEGÅRD

SUNDBY KIRKEGÅRD

Vej med cykelsti

eller cykelbane

Grøn Cykelrute

Supercykelsti

Metro Station

S-tog Station

Bycykler

Road with cycle

track or cycle lane

Green Cycle Route

Cycle Super Highway

Metro Station

S-train Station

City Bikes

FERDIGSTILLES AUG. 2019

Profe sor Kohts vei

Oksenøyveien

Skogsvingen

Philip Pedersens vei

Li løyveien

Kilenveien

Oksenøyveien

Fornebuveien

Bomba ken

Dicks vei

Fridtjof Nansens vei

Parkveien

Forneburingen

O d Nansens vei

Snarøyveien

Martin Linges vei

Snarøyveien

Lango dveien

Rolfsbukta l en

Pelvikveien

Haldenskogveien

Rolfsbuktveien

RolfstangveienBergheimveien

Teistveien

Halden te ra se

Haldenveien

Strømstangveien

Framnesveien

GREFSENKOLLEN

FROGNERSETEREN

LI LESTRØM

NI TEDAL

KØBENHAVN/FREDRIKSHAVN - OSLO

KIEL - OSLO

LILLESTRØM

KOLBOTN

MOSS

NØKLEVANN

ULSRUDVANN

NØKLEVANN

DRAMMEN

BE KESTUA

ULLEVÅL

STADION

BJERKE

TRAVBANE

Stokkvann

Breisjøen

Store Gryta

Lille Aklungen

Langevann

Setertjern

Sognsvann

Lillevann

Steinbruvann

Maridalsvannet

Lysakerelva

Øvresetertjern

Lusetjern

Rolandsjoen

Lille Rolandsjoen

Tommerholtjern

Askvann

Trollvanna

Sølvdobla

Svartkulp

Rundvann

Smalvann

Trollvann

Eriksvann

Grispytten

Sor-Elvaga

Solbergvann

Rundtjern

Bøler bad

Nøklevann

Ulsrudvann

Hauktjern

Igletjern

Fri-Elvaga

Skraperudtjern

Sagdammen

Nord-Elvaga

Langvann

Kroktjern

Lauvtjern

Lutvann

Katten

Hvervenbukta

Steinsrudtjern

Gjersrudtjern

Isdammen

Fossumdammen

Bogstadvannet

Strømsdammen

Jegersborgdammen

Alnsjøen

Frysja

Østensjøvannet

Skøyenputten

Vesletjern

Svarttjern

Svartkulp

Bantjern

Kringla

Tøyenbadet

Huk

Paradisbukta

Frognerbadet

Nordstrands bad

Sørenga

Holmendammen

Bygdøy sjøbad

Solvik

Lysakerelva

Akerselva

Alnaelva

Ljan Bad

SKARPSNOPARKEN

VESTRE AKER

KIRKEGÅRD

TØYENPARKEN

BOTANISK HAGE

KAMPEN

PARK

SOFIENBERGPARKEN

STENSPARKEN

ST. HANSHAUGEN

BIRKELUNDEN

VÅR FRELSERS

GRAVLUND

KUBA PARK

SLOTTSPARKEN

FROGNERPARKEN

SKØYENPARKEN

VESTRE GRAVLUND

NORDRE GRAVLUND

TORSHOV

KIRKEPARK

ILADALEN

PARK

TORSHOVPARKEN

TORSHOVDALEN

BJØLSENPARKEN

MUSELUNDEN

KONGESKOGEN

GAMLEBYEN

GRAVLUND

SVARTDALSPARKEN

EKEBERGPARKEN

ØSTRE GRAVLUND

ØSTRE AKER

KIRKEGÅRD

ALFASET

GRAVLUND

VOKSEN

KIRKEGÅRD

GRORUDPARKEN

ROMMENSLETTA

GREFSEN KIRKEGÅRD

HØYBRÅTEN

KIRKEGÅRD

VÆKERØPARKEN

OLA NARR

EKEBERGSLETTA

MIDDELALDERPARKEN

LINDØYA

NAKKHOLMEN

GRESSHOLMEN

BLEIKØYA

LANGØYENE

HOVEDØYA

VOLDSLØKKA

SOGN

HAGEKOLONI

Grünerløkka

Frogner

Sagene

Gamle Oslo

Nordstrand

Søndre

Nordstrand

Østensjø

Alna

Stovner

Grorud

Bjerke

Nordre Aker

Vestre Aker

Ullern

St. Hanshaugen

Sognsvann

Gressholmen

Hovedøya

ULLEVÅL

SYKEHUS

RIKSHOSPITALET

LOVISENBERG

SYKEHUS

AKER

SYKEHUS

LEGEVAKT

Zinoberveien

Sorkedalsveien

Bomveien

Lilloseterveien

Rødkleivfaret

Gryteveien

Sørkedalsveien

Li leva nsveien

Orreskogen

Lysebuveien

Voksenko lveien

Ullveien

Øvreseterveien

Voksenkollveien

Holmenko lveien

Øvreseterveien

Haugako lveien

Ka landveien

Setervo lveien

Kringlebe kveien

Ragnhild Schi byes vei

Gamle Trondheimsvei

Blåbærsvingen

Grindbakken

Arnulf Øverlands vei

Jerpefaret

O reveien

O reba ken

Gjøkbakken

Hospitsveien

Voksenkollveien

Thorleif Haugs vei

Radioveien

Bre keveien

Ytre Ringvei

Lachma ns vei

Langsetveien

Solemskogveien

Hukenveien

Sve re Iversons vei

Karen Platous vei

Martha Tynes' vei

Banka lstubben

Nico Hambros vei

Vestlisvingen

Sørkedalsveien

Olaf Bu ls vei

Svar trostveien

Nils Collett Vogts vei

Voksenliveien

Li leva nsveien

Harestien

Røslyngveien

Hospitsveien

Måltrostveien

Kongeveien

Frognerseterveien

Ve taliveien

Ve taliveien

Huldreveien

Minister Ditle fs vei

Folke Bernado tes vei

Olav M. Troviks vei

Sognsveien

Langmyrgrenda

Kringsjågrenda

Øvre Langås vei

Øvre Skjoldvei

Grinda

Svensenga

Skjoldveien

Hansemyrveien

Peder Grøns vei

So ligrenda

Frysjaveien

Daniel Walstads vei

Sømveien

Frysjaveien

Kjelsåsveien

Midto dveien

Rø ningveien

Asbjørnsens vei

Je teveien

Myrerveien

Lachma ns vei

Rundhaugveien

Furuko lveien

Fallanveien

Li loseterveien

Gruvelia

Parkenga

Alundamveien

Gjerdesmu ten

Fje lhøiveien

Belgerudveien

Ammerudveien

Ammerudgrenda

Ammerudgrenda

Bergensveien

Hagalø ka

Hagelundveien

Ravnko lba ken

Nedre Rommen

Rommiba ken

Sveiva

Rommiskogen

Fo sumveien

Odvar Solbergs vei

Jacobine Ryes vei

Margrethe Parms vei

Fossumveien

Tokeru dalen

Inga Bjørnsons vei

E len Gleditsch vei

Tokerudberget

Ankerveien

Nordengveien

Golfstu ben

Nordengstu ben

Bjerkeba ken

Ekraveien

Bjerkeba ken

Wildenveyba ken

Ankerveien

Setra vei

Oberst Ange ls vei

Trostefaret

Aslaug V as veg

Ankerveien

Li leva nsveien

Doktor Holms vei

Dagalikroken

Midtstugrenda

Sigbjørn Obstfelders vei

Ankerveien

Svenstuveien

Skogry gveien

Kristianiasvingen

Gu leråsveien

Planetveien

Bantjernveien

Stjerneveien

Trosterudveien

Melkeveien

Nordbergveien

Storkene bveien

Flesåsveien

John Brandts vei

Hamborgveien

Nilserudkleiva

Borgestadveien

Kongleveien

Peder Ankers vei

Jansbergveien

Holsteinveien

Krokusveien

Østhornveien

Nypeveien

Kongleveien

Nordbergveien

Hansegata

Bålveien

Fje lstien

Barliveien

Korsvo lbråtan

Åmotveien

Veita

Langmyrveien

Rødbråtba ken

Steingardveien

Raba ken

Carl Kjelsens vei

Brekkelia

Skibakkeveien

Korsvo lba ken

Langåsveien

Korsvo l te ra se

Saturnveien

Merkurveien

Marsveien

Engebråtveien

Hesteskoen

Kape lveien

Kjelsåslø ka

Kjelsåsveien

Nordhagaveien

Nordstjerneveien

Kjetils vei

Arilds vei

Hareveien

Neptunveien

Tro lfaret

Mikael Hertzbergs vei

Grefsenkollveien

Kurveien

Revefaret

Lachmanns vei

Alunsjøveien

Tjernveien

Ammerudhe linga

Ammerudveien

Pastor Bl auws vei

Rosenbergveien

Grorudveien

Dagmarbakken

Vestbyveien

Romsåsveien

H avard Martinsens vei

Ringnesveien

Tante Ulri kes vei

Fjellstuveien

Stovnerveien

Olaus Fjortofts vei

Aasta Hansteens vei

Karl Fo sums vei

Fo sumveien

Fo sumberget

Tangerudveien

Tre teba ken

Gravdalsveien

Sørsle ta

Linhusveien

Bjerkeba ken

Ekraveien

Røato pen

Nordengveien

Røahe linga

Røakne ken

Landingsveien

Landingsveien

Voksenhagen

Olav Aukrusts vei

Ryghs vei

Jarba ken

Ankerveien

Krags vei

Kragstu ben

Lybekkveien

Holmenko lveien

Lø kaskogen

Krags te ra se

Va sfaret

Gaupefaret

Bjørnveien

Dagaliveien

Dagaliveien

Gu leråsveien

Skådalsveien

Faunveien

Frognerseterveien

Te nisveien

Ekornveien

Gråkamveien

Risbe kveien

Gaustadveien

Sognsva nsveien

Rolf E. Stenersens a lé

Staudeveien

Bra telia

Pilveien

Almeveien

Nils Bays vei

Rektorhaugen

Havnaba ken

Tirilveien

Nordbergba ken

Dyrlandsveien

Bregneveien

Konva lveien

Lersolveien

Nordbergveien

Tåsenveien

Bergrådveien

Heierstuveien

Tåsen te ra se

Skoleba ken

Rolf Wickstrøms vei

Betzy Kjelsbergs vei

Othilie Tonnings vei

Brannvaktveien

Orionveien

Jupiterveien

Gamle Kjelsåsvei

Siriusveien

Lyngåsveien

Thorleifs a lé

Lilloe-Olsens vei

Platåveien

Nordlysveien

Glads vei

Nandrups vei

Ki kutveien

Sandtakveien

Grefsenko lveien

Årvo lveien

Dugnadsveien

Sidsel Sidsærks vei

Hans Aanruds vei

Bjerkastien

Hestehagen

Rasmus Engers vei

Arthur Nordlies vei

Doktor Londons vei

Apa lø kveien

Sandåsveien

Rødtvetveien

Rødtvetkroken

Li loseterveien

Kristian Bogneruds vei

Karl Flods vei

Rasmusba ken

Flaenveien

Flaengrenda

Kalba kveien

Be kenstenveien

Sagstuveien

Sagstuveien

Ha lvard Bergves vei

Kirkesvingen

Vestbyveien

Grorudveien

Stjerneblo kveien

Jernkroken

Jernkroken

Kristo fer Robins vei

Garver Y teborgs vei

Tante Ulri kes vei

Smiuvegen

Smiuvegen

Jorines vei

Fo sumveien

Stovnerba ken

Stovnerfaret

Harald Løvenskiolds vei

Røa te ra se

Bjerkeba ken

Melumveien

Harald Løvenskiolds vei

Røahagan

Li leveien

Sørkedalsveien

Landingsveien

Lybe kveien

Flyveien

Gamle Hovsetervei

Luftfartsveien

Hovseterveien

Amagerveien

Pilotveien

Eddaveien

Hemingveien

Sturlas vei

Holmengrenda

Holmensle ta

E daveien

Stasjonsveien

Bjørnveien

Holmendammen te ra se

Tråkka

Bjørnehiet

Bi neveien

Parkdammen

Dalsveien

Bjørnveien

Frognerseterveien

Stasjonsveien

Trosterudveien

Slemdalsvingen

Risveien

Jegerveien

Heyerdahls vei

Te nisveien

Lyveien

Ekelyveien

Risa léen

Rugdestien

Brantenborgveien

Rugdeveien

Sognsva nsveien

Klaus Torgards vei

Bergslia

Jon P. Erliens vei

Irisveien

Kloverveien

Syrenveien

Humleveien

Nils Laurit søns vei

Pastor Fangens vei

Hauges vei

Nygård terra se

Einar Hoigards vei

Blåsbortveien

Ba kehaugveien

Ustvedts vei

Nygårds A lé

Nydalsveien

Nydalsveien

Sandakerveien

Nydalen a lé

Nygårdsveien

Tamburveien

Spikerveien

Gullhaug torg

Gullhaugveien

Maridalsveien

Kape lveien

Engveien

Bjerkealléen

Gu nar Schjelderups vei

More ls vei

Kastanjeveien

Glads vei

Bråtena léen

Ogmunds vei

Grefsen a lé

Arnes vei

Doktor Smiths vei

Iver Olsens vei

Lindea léen

Frennings vei

Aschehougs vei

Akeba keskogen

Ymers vei

Fri gs vei

O to Blehrs vei

Kildeveien

Steinba ken

Årvollveien

Kildeveien

Selvby gerveien

Selvby gerveien

Stølsvegen

Østreheimsveien

Anna Rogstads vei

Kru tveien

Kristine Bo nevies vei

Ragna Nielsens vei

Årvo lia

Grevlingveien

Po temakerveien

Ka kelovnskroken

Martin Skatvedts vei

Bredtvetveien

Akerlia

Stanseveien

Kalba kslyngen

Kalba kstu ben

Gårdsveien

Gangstuveien

Nordtvetveien

Nordlisvingen

Stanseveien

Stålfjæra

Nordlisle ta

Micheletveien

Grorudveien

Grorudveien

Gransdalen

Maria Dehlis vei

Haugenstuveien

Vestre Haugen

Nyby gerveien

Ole Brumms vei

Linjeveien

Idre tsveien

Stovnerba ken

Ruths vei

Linjeveien

Hagaveien

Brolandsveien

Nø teveien

Kristian Auberts vei

Fi nhaugveien

Melumveien

Ostadalsveien

Porfyrveien

Aslakveien

Røaveien

Tore Hals Mejde ls vei

Stasjonsveien

Persbråtan

Husebygrenda

Skjerstadveien

Øvre Smestad vei

Arnebråtveien

Bernhard Herres vei

Østre Holmensvingen

Slyngveien

He leveien

Aspehaugveien

Bamseveien

Jensmessveien

Holmenkollveien

Grimelundsveien

Lø nhaugen a lé

Grimelundshaugen

Dalsveien

Giskehagen

Holmenveien

Risba ken

Risstu ben

Ri skolevei

Borgenveien

Tuengen a lé

Charlo te Andersens vei

Aasmund Vinjes vei

Gaustada léen

Rasmus Winderens vei

Ivar Aasens vei

H akon den godes vei

Forskningsveien

Bu ken Bruses vei

Vestgrensa

Niels Henrik Abels vei

Eventyrveien

Bergsa léen

Vestgrensa

Askela dveien

Tyrihansveien

Hjorteveien

Elgveien

Tiurveien

Dampla sen

Vålveien

Bredo Stabe ls vei

Løvåsveien

Langlia

Claus Borchs vei

Ugleveien

Spångbergveien

Tåsen a lé

Vinkelveien

John Co letts a lé

Jutulveien

Sarpsbor gata

Carl Grøndahls vei

Godals vei

Stavangergata

Bergensgata

Maridalsveien

Badeba ken

Li logata

Holmestrandgata

Moldegata

Mor Go'hjertas vei

Kristo fer Aamots gate

Fernanda Ni sens gate

Birch-Reichenwalds gate

Sandakerveien

Engveien

Amtma n Meinichs gate

Vitaminveien

Disenveien

Kape lveien

Åsensvingen

Fagerliveien

Haraldsheimveien

Tonsenveien

Le tvintveien

Kjelsåsveien

Disengrenda

Lofthusveien

Damveien

Kolderups vei

Liaveien

Eikelundveien

Christian Schous vei

Sophus Aars' vei

Traverveien

Bård Skolemesters vei

Å rundveien

Øivinds vei

Østvangveien

Årvo lveien

Brobe kveien

Refstadsvingen

Refstadveien

Selvbyggerveien

Økernveien

Rødbergveien

Øvre Lunden

Lunden

Utfartsveien

Linderudsle ta

Erich Mogensons vei

Veitvetstu ben

Sle telø ka

Statsråd Mathiesens vei

Veitvetsvingen

Beverveien

Rådyrveien

Hubroveien

Veitvetveien

Sven Oftedals vei

Bedriftsveien

Micheletveien

Bruba kveien

Kurlandstien

Ulsholtveien

Lerkeveien

Furuset a lé

Slåtteveien

Høybråtenveien

Granstangen

Bjørnheimveien

Skanseveien

Solba ken allé

Be kevo lveien

Sport stien

Folkvangveien

Vardeheimveien

Lyngtrekket

Bergtunveien

Fredheimveien

Granliveien

Kleiva

Bikuben

Vardeheimveien

Myrba kveien

ElvefaretFådveien

Møllefaret

Ove Kristiansens vei

Myrhaugen

Moseko len

Mosera ben

Vestliveien

Torjusba ken

Husebyba ken

Hagan te ra se

Morgedalsvegen

Nordheimba ken

Smithsvingen

Gjøaveien

Sørbyhaugen

C.A. Torstensens vei

Holmenveien

Holmenkollveien

Smestadveien

Munkengveien

Svalbardveien

He geliba ken

Hjørungveien

Borgenba ken

Li le Borgen vei

Reidar Kobros vei

Apalveien

Vi laveien

Hafslundveien

Ivar Aasens vei

A ne Maries vei

Havna a lé

Problemveien

Moltke Moes vei

Sem Sælands vei

Prestegårdsveien

U levalså leen

Tåsenveien

Kierschows gate

Thulstrups gate

Kongsberggata

Maridalsveien

Sandefjordgata

Kongsvingergata

Kristiansands gate

Stockfleths gate

Bentsegata

Hammergata

Grimstadgata

Mogata

Arendalsgata

Bentsebrugata

Bergensgata

Agathe Grøndahls gate

Ivan Bjørndals gate

Ålesundgata

Åsengata

Brochma ns gate

Gjøvikgata

Treschows gate

Nordka pgate

Ky re Gre ps gate

Bre tevi les gate

Hans Nielsen Hauges gate

Olav Hegnas vei

Kjelsåsveien

Storoveien

Ne likveien

Åkerøveien

Eltonveien

Refstad allé

Sinsenveien

Oreliveien

Skogvo lveien

Haugma nsveien

Martin Bo rebe kens vei

Krokliveien

Lundliveien

Gurinestu ben

Økernliveien

Kry sveien

Refstadveien

Veksthusfløtten

Brobekkveien

Vo lebe kveien

Linderudveien

Gamle Leirdals vei

Bruba kveien

Ulsholtveien

Lø neveien

Alnaparkveien

Søren Bu ls vei

Furusetveien

Trygve Lies pla s

Gamle Strømsvei

Jerikoveien

Sam Eydes vei

Fjeldhøikroken

Trygve Nilsens vei

Trygve Nilsens vei

Skansen te ra se

Pionerstien

Edvard Munchs vei

Dragonstien

Karihaugveien

Karl Andersens vei

Harald Sohlbergs vei

Henrik Sørensens vei

Per Krohgs vei

Lyseveien

Kvernveien

Gregers Grams vei

U lernkammen

Vesteråsveien

Åsba ken

U lernko len

Østba ken

Ho fsjef Løvenskiolds vei

Frits Kiærs vei

Silurveien

Øvre U lern te ra se

Slalåmveien

Sondrevegen

Montebe lo te ra se

Montebe loveien

Husebyveien

Noreveien

U lernchau s en

Ho fsveien

Monolitveien

Ho fsveien

Gu lkroken

Be keliveien

Konventveien

Priorveien

Guldbergs vei

He geliveien

Skøyenveien

Tuengen a le

Volva te ra se

Thaulows vei

Diakonveien

Borgenveien

Tårnveien

Gardeveien

Suhms gate

Trudvangveien

Li le Frøens vei

Gydas vei

Apalveien

Blindernveien

Wilhelm Færdens vei

Schønings gate

Stensgata

Thulstrups gate

Fagerbor gata

Vidars gate

General Birchs gate

Geitmyrsveien

Anton Schjoths gate

Fayes gate

Linderngata

Lovisenber gata

Co letts gate

Maridalsveien

Bierma ns gate

Ole Bu ls gate

Tverrba ken

Sandakerveien

Askergata

Trøndergata

Torshovgata

Krebs' gate

Oskar Braathens gate

Presidentgata

Holsts gate

Johan Svendsens gate

Edvard Griegs a le

Sigurd Lies gate

Vo segata

Schoute ra sen

Båhusveien

Bjørn Sta lares vei

Mailundveien

Sinsenveien

U lagerveien

Olaf Schous vei

Lørenveien

Bahusveien

Breisjåveien

Ribstonveien

Spireaveien

Peter Mø lers vei

Lørenvangen

Liljeveien

Dag Hammarskjølds vei

Ra beveien

Økernveien

Økern torgvei

Nordalveien

Wilsters vei

Johan Sverdrups vei

Nordalveien

Oreliveien

Rislø ka léen

Anton Tschudis vei

Rislø kfaret

Rislø kveien

Midtveien

Kabelgaten

Haraldrudveien

Brobe kveien

Alfasetveien

Alfaset 3. industrivei

Lindebergveien

Lindeberglia

Hockeyveien

Lindebergåsen

Jerikoveien

Lindebergveien

Strømsveien

Grønliveien

Kløfterhagen

Ludvig Karstens vei

Lyseskrenten

Kvernfaret

Bjørnslettveien

Sportsveien

Kvernka lveien

Myntfu nveien

Bjørnera ben

Hartma ns vei

Lysehagan

Skogfaret

Generallunden

Åsstubben

U lern a lé

Ullern Gårds vei

Åsjordet

Nedre Ullern te ra se

Geologsvingen

Veslekroken

Be kefaret

St. Georgs vei

Gråbrødreveien

A bediko len

Montebe loveien

Jarlsborgveien

Gustav Vigelands vei

Monolitveien

E sendrops gate

Mi delthuns gate

Majorstuveien

Jacob Aa ls gate

Fridtjof Nansens vei

Neuber gata

Harald Hårfagres gate

Ole Vigs gate

Rosenbor gata

Schultz' gate

Sporveisgata

Åsaveien

Lyder Sagens gate

Hammerstads gate

Vibes gate

Sorgenfrigata

Suhms gate

Co letts gate

Eugenies gate

Sofies gate

Joha nes Bruns gate

Pilestredet

Louises gate

U levålsveien

Casparis gate

Va legata

Pavels' gate

Fougstads gate

Herman Fo s' gate

Geitmyrsveien

Øvrefo s

Schleppegrells gate

Kingos gate

Voyensvingen

Maridalsveien

Darres gate

Mø leparken

Seilduksgata

Romsdalsgata

Dælenen gata

Københavngata

Falsens gate

Christies gate

Stockholmgata

Fagerheimgata

Malmøgata

Hammerfestgata

Dynekilgata

Rosenho fgata

Hasleveien

Seljeveien

Sinsenveien

Olaf Schous vei

Hasleveien

He kveien

Haslevangen

Frydenbergveien

Fougners vei

Haslevangen

Lørenveien

Karvesvingen

Dro ning Margretes vei

Knud Bryns vei

Tårngata

Haraldrudveien

Alnabruveien

Alf Bjerckes vei

Ti tutveien

Vo laveien

Ti tutgrenda

Stu berudveien

Verkseier Furulunds vei

Alfaset 1. industrivei

Lutva nsveien

Tevlingveien

Lindebergåsen

Ospestien

Ole Reistads vei

Mariholtveien

Munkebe ken

Gamle Strømsvei

Sponho gba ken

Vestveien

Ørakerstien

Sponho gveien

Guvernørens vei

Ørakerveien

Li leakerveien

Doktor Baches vei

U lernchau s en

Ho fsjef Løvenskiolds vei

So lerudveien

Tyriba ken

Furulundsveien

Bestumveien

Jonas Dahls vei

Øvre Skogvei

Ba keveien

Holgerslystveien

Blo kaveien

Fagertunveien

U lernfaret

U lernveien

Harbitzalleen

Bestumveien

Tunveien

Elmholtveien

St. Edmunds vei

Sigurd Iversens vei

Tingstuveien

Adventveien

Ho fsveien

Askeveien

Karenslyst Allé

Thorvald Erichsens vei

Thunes vei

Madserud a le

Prinse sealleen

Jonsrudveien

Hafrsfjordgata

Heia

Nobels gate

Kristinelundveien

Fearnleys gate

Fuglehauggata

Munthes gate

Gyldenløves gate

Briskebyveien

Industrigata

Holtegata

Josefines gate

Uranienborg te ra se

Holmboes gate

Uranienborgveien

Daas gate

Professor Dahls gate

Eilert Sundts gate

Oscars gate

Holbergs gate

Underhaugsveien

Welhavens gate

Sofies gate

Dalsbergstien

Frydenlundgata

Bisle tgata

Akersba ken

Frima ns gate

Bje reg ards gate

Damstredet

Stensber gata

Waldemar Thranes gate

Schwensens gate

Bergstien

Nordre gate

Nedre gate

Korsgata

Telthusba ken

Grüners gate

St enstrups gate

Fo sveien

Øvre gate

Vulkan

Trondheimsveien

Tromsøgata

Fje lgata

Helgesens gate

Sni pen

Sofienber gata

Karlstadgata

Lan gata

Gøtebor gata

Conradis gate

Sverdrups gate

Rathkes gate

Sofienberggata

Monrads gate

Solhauggata

Haslevo len

Einars vei

Tore Hunds vei Haslekroken

Bertrand Narvesens vei

Eindrides vei

Fi ns vei

Bergljots vei

Haralds vei

St. Jørgens vei

Li lebergveien

Ulvenveien

Persveien

Caspar Storms vei

Ole Deviks vei

Strømsveien

Lavrans vei

Ragnfrids vei

Breivollveien

Haugerudtunet

Gu nulvs vei

Hagapynten

Johan Castbergs vei

Haugerudveien

Dr. Dedichens vei

Ole Messelts vei

Ombergveien

Kirkehaugsveien

Haråsveien

Li leakerveien

Vækerøåsen

Vækerø te ra se

Skogbrynet

Brø nveien

Bestumveien

Sørvangen

Ve nersborgveien

Sjølystveien

Hengsengveien

Bygdøyveien

Frøyas gate

Erling Skjalg sons gate

Mogens Thorsens gate

Niels Juels gate

Frognerveien

Frederik Stangs gate

Thomas Heftyes gate

Sko veien

Inkognitogata

Arbins gate

Lø keveien

Sko veien

Riddervolds gate

Colbjørnsens gate

Cami la Co le ts vei

Kristian IV's gate

Kristian Augusts gate

Tullins gate

Universitetsgata

Karl Johans gate

Wergelandsveien

Pilestredet

St. Olavs gate

Mø lergata

Munchs gate

Akersgata

Fredensborgveien

We sels gate

Akersveien

Youngs gate

Rosteds gate

Thor Olsens gate

U levålsveien

Trondheimsveien

Storgata

Markveien

Torggata

Bernt Ankers gate

Calmeyers gate

Badstugata

Bre neriveien

Tor gata

Mariboes gate

Osterhaus' gate

Mø lergata

Christian Krohgs gate

Søndre gate

Hammersbor gata

Tøyengata

Jens Bjelkes gate

La kegata

Urtegata

Motzfeldts gate

Fr is' gate

Herslebs gate

Heimdalsgata

Nylandsveien

Vahls gate

Sexes gate

Hagegata

Sigurd Hoels vei

Ansgar Sørlies vei

Njåls vei

Gladengveien

Hovinveien

Frederik Selmers vei

Grønvo l a lé

Malerhaugveien

Li lebergsvingen

I nspurten

Va lefaret

Karl Staa fs vei

Agmund Bolts vei

Prost Hallings vei

Regnbueveien

Rimveien

Teisenveien

Harald Halvorsens vei

Smalvo lveien

Wilhelm Stenersens vei

Sigrid Undsets vei

Nå kves vei

Kristins vei

Erlends vei

He lerudveienRundtjernveien

Haugerudveien

Bjørnstadbakken

Haugerudhagan

Landeroveien

Venåsvegen

Stjernemyrveien

Larsbråtveien

Holsts vei

Christian Frederiks vei

Dro ning Blancas vei

Oscarsha lveien

Wedels vei

Munkedamsveien

Thomles gate

Gabels gate

Framnesveien

Filipstadveien

Ruselø kveien

Dokkveien

Cort Adelers gate

So ligata

Huitfeldts gate

Parkveien

Hansteens gate

Rosenkrantz' gate

Nedre Vollgate

Olav Vs gate

H akon VII's gate

Prinsens gate

Ski pergata

Kirkegata

To lbugata

Grensen

Øvre Slo tsgate

Kirkeristen

Rådhusgata

Pløens gate

Fred Olsens gate

Kongens gate

Grubbegata

Nedre Slo tsgate

Storgata

Stenersgata

Langkaigata

Grønlandsleiret

Norbygata

Platous gate

Breigata

Grønland

Smedgata

Enerhau gata

Tøyenbe ken

Manda ls gate

Sve res gate

Sørligata

Brinken

Kolstadgata

Bøgata

Kampengata

Norderhovgata

Ni tedalgata

Skedsmogata

Brinken

Magnus' gate

Sigurds gate

Eiriks gate

Bor gata

Åkebergveien

Jens Bjelkes gate

Hagegata

Rolf Hofmos gate

Odalsgata

Hedmarksgata

Svovelstikka

Langengen

Etterstadsletta

Fyrsti ka leen

Brynsengveien

Surstoffveien

Brynshøgda

E terstadkroken

Brynsa léen

Nils Hansens vei

Klosterheimveien

Ole Deviks vei

Fyrsti kba ken

Baneveien

Thygesons vei

Simon Da res vei

Smalvo lveien

Sigrid Undsets vei

Skøyenbrynet

Damfaret

Solåsveien

Stordamveien

Stordamsnaret

Vetlandsveien

He lerud Gårdsvei

Hellerud te ra se

Trolldalsveien

Stordamveien

Grankollveien

He lerudgrenda

Stormyrveien

Lovisenlund

Bygdøy te ra se

Bygdøy Kape lvei

Langviksveien

Strømsborgveien

Huk aveny

Me lbyedalen

Dro ninghavnveien

Fredriksborgveien

Museumsveien

Christian Be neches vei

Filipstadkaia

Akershu stranda

Akershu stranda

Dro ningens gate

Operagata

Nylandsveien

Trelastgata

St. Halvards gate

Kong Håkon 5s gate

Jordalgata

Normannsgata

Arups gate

Birkebeingata

Kværnerveien

Turbinveien

Eneba kveien

Våleren gata

Smålensgata

Islands gate

Sveriges gate

Danmarks gate

O plandgata

E terstadsle ta

E terstadgata

Arnljot Gellines vei

Svartdalsveien

Fagerlia

Solba keveien

Furuveien

Brynsengfaret

Johan Evjes vei

Skøyenba ken

Høyenhallveien

Hjemliveien

Be keveien

Høyenha lveien

Dalba kveien

Skøyen a lé

Peter Aas vei

Låveveien

Fugleliveien

Promenaden

Solbergliveien

Godliaveien

Solbergliveien

Arne Garborgs vei

Traso pte ra sen

Tro låsveien

Hellerudfaret

Theodor Løvstads vei

Grandeveien

Konsul Schjelderups vei

Fredriksborgveien

Strømsborgveien

P. T. Ma lings vei

Løchenveien

Langviksveien

Admiral Bø resens vei

Bygdøynesveien

Bygdøynesveien

Kongshavnveien

Sørengkaia

Ekebergveien

Kongsveien

Oslo gate

Ryenbergveien

Konows gate

Svingen

Eikeveien

Røhrts vei

Ekebergveien

Bra nfje lveien

Freserveien

Li neaveien

Fiolveien

Utsikten

Simensbratveien

Svaleveien

Eirik Raudes vei

Baglerfaret

Konows gate

Traktorveien

Emil Korsmos vei

Johan Hirsch' vei

Lundveien

Manglebergveien

Østre vei

Kildals vei

Steinborgveien

Magnefaret

Drivhusveien

Gartnerveien

Svartdalsveien

Wetlesens vei

Rognerudveien

O to Sogns vei

Manglerudveien

Granhe kveien

Skappels vei

Fugleliveien

Grønlibakken

Terra seveien

Låveveien

Sveiserveien

Formerveien

Skøyenasveien

Mekanikerveien

Vetlandsfaret

Solbergliveien

Kranveien

Vetlandsveien

Filerveien

He lerudsvingen

Haukasveien

Schio ts vei

Damma ns vei

Bygdoøylund

Karlsborgveien

Stamhusveien

Jonsokveien

Olleveien

Dråga

Enøks vei

Vårveien

Lyngveien

Benveien

Vidjeveien

Symreveien

Solfje lshøgda

Plogveien

Ryenstubben

Havreveien

By gveien

Rugveien

Våro nveien

Beiteveien

Plogveien

Haakon Tveters vei

Vetlandsveien

O psal te ra se

Jørnslø kveien

Løypeveien

O psaltoppen

O psalstu ben

Kampheimveien

Bjartveien

U nare net

Eftasåsen

Tyristubbveien

Vilbergveien

Haugerveien

Sjursøya

Høgdefaret

Smedstusvingen

Jomfrustien

Frierveien

Vardeveien

Liba kfaret

Bauneveien

Vestengveien

Bra nfje lveien

Liba kveien

Ryensvingen

Høgdaveien

Treskeveien

Skigardveien

Skuronnveien

Grasveien

Vekterveien

Valborgs vei

O psalveien

Østbyfaret

Tores vei

Jøranstien

Glitreveien

Aagots vei

Lu nestien

Østensjø te ra se

Østbyveien

Østmarkveien

Guristuveien

Ulsrudfaret

Sarabråtveien

John G. Ma tesons vei

Ulsrudveien

Olav Nygards veg

Østmarkveien

Østmarkveien

Skogbakken

Kongshavnveien

Kong stien

Samvirkeveien

Sle tenveien

Bestemorstien

Bra tbakken

Be kelagsveien

Framveien

Heiasvingen

Jomfrubråtveien

Marienlundveien

Kirkeba ken

Skoleveien

Skogroveien

Einerveien

Sandstuveien

Asliveien

Kirkeåsveien

Tormods vei

Granstuveien

Håvalds vei

Dovresvingen

Steingrims vei

Østerliveien

Frøydis' vei

Østerli terra se

Abildsøveien

Agronomveien

Smedbergveien

Kringko len

Bølerveien

Bølersvingen

Bølersle ta

Bølerba ken

Protonveien

Olav Nygards veg

Haraløkka

Utmarkveien

Tor Jonssons veg

Bølerlia

Ormsundveien

Singasteinveien

Ormsundveien

Grønsundveien

Ormsundba ken

Solvangveien

Heimliba ken

Fisker Syversens vei

Alvheimveien

Skrenten

Dalheimveien

Gro tenveien

Smed Kjeldsens vei

Steinhammerveien

Torsborgveien

Pareliusveien

Raschs vei

Seterhøyveien

Utsynsveien

Nordseterveien

Frodes vei

Hy geveien

Skogholtveien

Jotunveien

Granveien

Kåres vei

Østerliveien

Gisles vei

Raschs vei

Steinliveien

Radarveien

Gina Krogs vei

Nylænde

Lambertseterveien

Langerudsvingen

Langerudsvingen

Langerudhaugen

Svaneveien

Grågåsveien

Martin Linges vei

Bølerskrenten

Bogerudveien

Bogerudslyngen

Eterveien

Bølerlia

Nøklesvingen

Nøkleveien

Bølerskogen

Nøkleva nsveien

Sundveien

Ormøyba ken

Ulvøybrua

Fiskekroken

Be kelagste ra sen

Furubråtveien

Nyquistveien

Mid tunveien

Ca pelens vei

Holtveien

Å siden te ra se

Vestbrynet

Ringshusveien

Kaste lhagen

Lunaveien

Birger Olivers vei

Bernt Knudsens vei

Gamlehagen

Skiferveien

He linga

Mylskerudveien

Cecilie Thoresens vei

Feltspatveien

Marmorveien

Ante neveien

Feltspatveien

Løvsetfaret

Langerudveien

Eneba kveien

Sta lerudveien

P al Bergs vei

Rustadgrenda

Rustadsaga

Bra toddveien

Sundveien

Barnålveien

Skjellveien

Høyboveien

Vargveien

Vargveien

Fjordveien

Pans vei

Måkeveien

Via Nova

Axel Huitfeldts vei

Rundingen

Vikingveien

Solveien

Seterliveien

Kaste lba ken

Kastellveien

Nordsetergrenda

Ivar Knutsons vei

Tyslevkroken

Jordbærveien

Bakkerudveien

Nordseter te ra se

Karistuveien

Lindbäckveien

Mikrobølgen

Sigurd Joha nesens vei

Langbølgen

Feltspatveien

Me lombølgen

Glimmersvingen

Steinspranget

Gråsteinveien

Bergkrysta len

Glimmerveien

Kvartsveien

Gamle Eneba kvei

Avsti keren

Olaf Helsets vei

Johan Schar fenbergs vei

Skullerudveien

Welding Olsens vei

Korallveien

Skinnerba ken

Fo silveien

Malmøyveien

Bjerkelia

Spiralen

Kro kleiva

Nordstrand te ra se

Erling Schiotz' vei

Vingolfveien

Floraba ken

Fje lklangveien

Seterveien

Li lebakken

Ki tel-Nielsens vei

Tyslevveien

Lindbäckveien

Åsdalsveien

Munkerudveien

Vangen

Freidigveien

Postdamveien

Munkelia

Kaptein Oppeg ards vei

Øgårdsveien

Urtestien

Grusveien

Granittveien

Skullerudba ken

Leirska len

Smedveien

Leirska lsvingen

General Ruges vei

Sku lerudveien

Langs Linjen

Breidabli kveien

Åsry gen

Solveien

Birgi te Hammers vei

Stu tvegen

Poppelstien

Kransen

Midtåsen

Rosendalsveien

Ole Moes vei

Ta lbergveien

Oberst Rodes vei

Tungebråtveien

Munkerudvo len

Breiens vei

Stenbråtveien

Munkerudkleiva

Frostveien

Rådyrstien

Bra tvo lveien

P. A. Holms vei

Slireveien

Graneba ken

Leirska lba ken

Gamle Bygdevei

Oscar Dahls vei

Nordre Dals vei

Ljansba ken

Vestlia

Ljan terra se

Nielsenba ken

Ingiers vei

Ljabruba ken

Knud Øyens vei

Munkerudåsen

Vendomveien

Ljabruba ken

Østvollveien

Ba keto pen

Stenbråtveien

Stenbråtveien

Marta Steinsviks vei

Olasrudveien

Dalsløkka

Dal svingen

Bjørn Lies vei

Avlangruds vei

Bre naveien

Dalsåsen

Peder Holters vei

Gladvo lveien

Furumoen

Von Øtkens vei

Kruttverkveien

Madame Maren Juels vei

Gladvo lveien

Kronveien

Storåsveien

Øvre Ljansko l vei

Ingolf R uds vei

Kantare len te ra se

Hauketoveien

Bispeluelia

Mortensrudveien

Jordstjerneveien

Lofsrudhøgda

Lofsrudhøgda

Lofsrudveien

Lofsrudveien

Helga Vaneks vei

Bilittkroken

Bre nastu ben

Smalåkeren

Bre nagrenda

Gamle Brennavei

Dalsroa

Bre naveien

Dalsnaret

Bjerkefaret

Ha lagerba ken

He regårdsveien

Asperudlia

Asperudåsen

Asperudveien

Sloreåsen

Olaves Hvervens vei

Bjørnerudveien

Hauketosvingen

Lerdalsfaret

Ne bejordet

Brunas vei

Bla kens vei

Klemetsrudveien

Pasoplia

Langre ta

Pasopsvingen

Pasopveien

Gamlelinja

Ravnkroken

Ravnkroken

Asperudto pen

Holmlia Senter vei

Ravnåsveien

Lerdalstoppen

Liako lveien

Øvre Prinsdals vei

Sveavegen

Berglyveien

Lerdalsveien

Lunhvileveien

Rådyrlia

Elgtrå ket

Sørliveien

Øverliveien

Tjernlia

Grønmoveien

Dølerudveien

Nordåsveien

Ljansbrukveien

Bjørn Bondes vei

Åsbråtstien

Lusetjernveien

Tiriltunga

Nordåsveien

Holmliveien

Liako lveien

Skausnaret

Snoggveien

Høydalsveien

Sponstugrenda

Sponstuveien

Høgåsveien

Grevlinglia

Geviret

Bjørnefaret

Bjørnåsveien

Nyjordstu ben

Nyjordeveien

Maurtuveien

Grensestien

Gamle Mossevei

Åsbråten

Bertramjordet

Dyretråkket

Holmsåsen

Holmsåsen

Rosenholmveien

Prinsdalsfaret

Berglyveien

To påsveien

Trygve Strømbergs vei

Thorn Dønhaugs vei

Mina Beiteplukksvei

Seterbråtveien

Granbergstu ben

Meklenborgåsen

Åslandhellinga

Hanåveien

Slimeveien

Snipemyrveien

Meklenborgveien

Snipemyrlia

Prestlia

Beverko len

Trollstien

Åslandveien

Maurtuveien

Stensrudlia

Stensrudåsveien

Stensrudsvingen

Lyberget

Delebe ken

Si gerudveien

Thomas Heftyes gate

Frognerveien

Schives gate

President Harbitz' gate

Nordr aks gate

Tidemands gate

Eckersbergs gate

Elisenbergveien

Gimleveien

Sophus Lies gate

Odins gate

Løvenskiolds gate

Balders gate

Thorvald Meyers gate

Elverumgata

Per Kvibergs gate

Husebyba ken

Biskop Heuchs vei

Nils Laurit søns vei

Holmenveien

Hemmestveitba ken

Dalbakkveien

Plogveien

Ulvenveien

Solveien

Langbølgen

Vingolfveien

Munkerudveien

Nordåssløyfa

Slimeveien

Eneba kveien

Terminalveien

Holmenko lveien

Arnebråtveien

Arnebråtveien

Holmenko lveien

Tryva nsveien

Li leakerveien

Nordahl Bruns gate

Sofies gate

Strømsveien

Astrids vei

He lerudveien

Idasvei

Tangerudba ken

Tjonerudveien

Stovnerveien

Høybråtenveien

Starveien

E lingsrudveien

Nu gerudveien

Oberst Rodes vei

Oberst Rodes vei

Myrerskogveien

Bogstadveien

Hegdehaugsveien

Bygdøy a lé

Drammensveien

Drammensveien

Pilestredet

Uelands gate

Mo seveien

Bygdøy a lé

Grefsenveien

Trondheimsveien

Sørkedalsveien

Eneba kveien

Eneba kveien

Strømsveien

Ekebergveien

Kongsveien

Kongsveien

Mo seveien

Nordstrandveien

Nordstrandveien

Ekebergveien

Ljabruveien

Ljabruveien

Mo seveien

Eneba kveien

Eneba kveien

Eneba kveien

Østensjøveien

Nedre Kalbakkvei

Tvetenveien

Østre Aker vei

Østre Aker vei

Ytre ringvei

Ytre ringvei

Strømsveien

Profe sor Birkelands vei

Trondheimsveien

Trondheimsveien

Trondheimsveien

Østre Aker vei

Østre Aker vei

Trondheimsveien

Østre Aker vei

Tvetenveien

Østensjøveien

Strømsveien

Trondheimsveien

Østre Aker vei

Grefsenveien

Grefsenveien

Maridalsveien

Maridalsveien

Sognsveien

Slemdalsveien

Sørkedalsveien

Sørkedalsveien

Vækerøveien

Griniveien

Økernveien

Grenseveien

Grenseveien

Kirkeveien

Sognsveien

Sognsveien

Henrik Ibsens gate

Halvdan Svartes gate

Thereses gate

Tåsenveien

Vogts gate Sandakerveien

Grefsenveien

Trondheimsveien

Sars' gate

Økernveien

Ensjøveien

Schweig ards gate

Dyvekes vei

Konows gate

Ryenbergveien

Kongsveien

Sandstuveien

Erlandstuveien

Ekebergveien

Ekebergveien

Lambertseterveien

Lambertseterveien

Ljabruveien

Mortensrudveien

Ljabrudiagonalen

Slemdalsveien

Slemdalsveien

Vækerøveien

Bærumsveien

Tvetenveien

Tvetenveien

Østensjøveien

Østensjøveien

Frognerstranda

Vækerøveien

Nedre Prinsdals vei

Nedre Prinsdals vei

Ekebergveien

General Ruges vei

General Ruges vei

Sku lerudveien

He lerudveien

Kjølber gata

Finnmarkgata

Christian Michelsens gate

Hausmanns gate

Uelands gate

Maridalsveien

Sa nergata

Parkveien

Toftes gate

Traso pveien

Dronning Eufemias gate

E 6

E 6

E 6

Ring 2

Ring 2

Ring 2

Ring 2

Ring 3

Ring 3

Ring 3

Ring 3

Ring 3

Ring 3

Ring 3

Ring 1

Ring 1

Ring 1

Ring 1

Ring 3

Ring 2

E 18

E 18

E 6

E 6

E 6

E 6

E 6

E 6

E 6

E 18

E 18

E 18

E 18

E 18

Griniveien

E 18

E 18

E 18

E 18

E 6

Valha lveien

Nedre Kalbakkvei

Nedre Kalba kvei

Holmliaveien

OSLO S

STORTINGET

T

JERNBANETORGET

T

GRØNLAND

T

TØYEN

T

TØYEN

BJØRNSLETTA

T

JAR

T

ÅSJORDET

T

ULLERNÅSEN

T

MONTEBELLO

T

SMESTAD

T

BORGEN

T

MAJORSTUEN

T

NATIONALTHEATRET

T

SKØYEN

LYSAKER

RYEN

T

MANGLERUD

T

BRATTLIKOLLEN

T

KARLSRUD

T

MORTENSRUD

T

BOGERUD

T

BØLER

T

ULSRUD

T

OPPSAL

T

SKØYENÅSEN

T

GODLIA

T

HELLERUD

T

HØYENHALL

T

BRYNSENG

T

HELSFYR

T

ENSJØ

T

TVEITA

T

HAUGERUD

T

TROSTERUD

T

LINDEBERG

T

FURUSET

T

ELLINGSRUDÅSEN

T

ROMMEN

T

STOVNER

T

ROMSÅS

T

GRORUD

T

AMMERUD

T

RØDTVEDT

T

KALBAKKEN

T

VEITVET

T

LINDERUD

T

VOLLEBEKK

T

RISLØKKA

T

ØKERN

T

LØREN

T

HASLE

T

CARL BERNERS PLASS

T

SINSEN

T

STORO

T

NYDALEN

T

TÅSEN

T

ØSTHORN

T

HOLSTEIN

T

KRINGSJÅ

T

SOGNSVANN

T

BERG

T

ULLEVÅL STADION

T

FORSKNINGSPARKEN

T

BLINDERN

T

MUNKELIA

T

BERGKRYSTALLEN

T

SKULLERUD

T

FRØEN

T

STEINERUD

T

GAUSTAD

T

RIS

T

SLEMDAL

T

GRÅKAMMEN

T

GULLERÅSEN

T

SKÅDALEN

T

MIDTSTUEN

T

BESSERUD

T

HOLMENKOLLEN

T

VOKSENLIA

T

SKOGEN

T

LILLEVANN

T

VOKSENKOLLEN

T

FROGNERSETEREN

T

GREFSEN

NYDALEN

KJELSÅS

BRYN

ALNA

NYLAND

GRORUD

HAUGENSTUA

HØYBRÅTEN

ROSENHOLM

HOLMLIA

HAUKETO

LJAN

NORDSTRAND

VESTLI

T

MAKRELLBEKKEN

T

HOLMEN

T

HOVSETER

T

RØA

T

EKRAVEIEN

T

LØRENSKOG

VINDEREN

T

VETTAKOLLEN

T

LAMBERTSETER

T

EIKSMARKA

T

OSLO

AKERSHUS

OSLO

AKERSHUS

OSLO

AKERSHUS

Skilt for syklister

Signs for cyclists

Gang- og sykkelvei

Separat vei der syklister deler

veien med gående. Vis hensyn!

Separate shared-use path for

cyclists and pedestrians

Kilometer

0,25 0,5 1

N

Layout og kartproduksjon Bymiljøetaten Trykk TS Trykk

Foto Bymiljøetaten, Oslo Bysykkel Illustrasjon Uredd, Bymiljøetaten

Opplag 15 000 Kartgrunnlag OpenSourceMap, Uredd – Juli 2019

Sykkelvei

Separat vei for syklister

Separate bicycle path

Sykkelfelt – Eget felt for

syklister i kjørebanen

Bicycle lane in the street

Veivisningsskilt

Bicycle route sign

Veivisningsskilt

Bicycle route sign

Blindvei unntatt sykkel

Dead-end, cyclists excepted

Innkjøring forbudt unntatt

sykkel

One-way street, cyclists excepted

Enveiskjøring unntatt sykkel

One-way street, cyclists

excepted

Tegnforklaring

Map legend

Tilrettelagte sykkelveier

Sykkelfelt, sykkelvei og gang- og sykkelvei

Bicycle lanes and shared pedestrian/bicycle paths

Sykling i blandet trafikk – lite trafikk

Anbefalte ruter – ikke tilrettelagt

Cycling in mixed traffic, low traffic

Sykkelvennlige turveier

Sykling på gåendes premisser

Bicycle-friendly walking trails. Be mindful.

Sykehus/legevakt

Hospital

Offentlig badeplass

Public swimming area

Gågater

Sykling på gåendes premisser

Pedestrian street. Be mindful.

T-bane

Metro

T

Tog

Train

Trikk

Tram

Utsiktspunkt

Scenic viewpoint

Sykling i blandet trafikk – middels/mye trafikk

Anbefalte ruter – ikke tilrettelagt

Cycling in mixed traffic, medium/high traffic

Grønne sykkelruter

Green bicycle routes

Syklistenes Landsforening har kartlagt naturpregede og bilfrie

sykkeltraseer i Oslo. Dette er «opplevelses-alternativer» for

både pendlere, familier og eldre; trygge, grønne traseer hvor

du kan komme unna støyen og stresset fra bilveiene. Husk å

vise hensyn til gående og andre syklende.

Se oversikt over rutene her: grønnesykkelruter.no/oslo

Du finner også rutene som et eget lag i den digitale versjonen

av sykkelkartet.

The Norwegian Cyclists’ Association has mapped green and

car-free cycling routes in Oslo. These are scenic alternatives for

both commuters, families and elders; safe paths where you

can get away from the noise from the roads.

Be mindful of pedestrians and other cyclists.

See the routes here: gronnesykkelruter.no/oslo

F26: Connected bicycle networks

44

F27: Safe junctions and their components

page left blank

45

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


46

Location: Flower Mound, Texas, United States

Population: 78,570

Median Income: $141,152 (£120,120)

Median Age: 39 years

Average # Extreme Heat Days: 90

low density / rural

flower mound age distribution (2022)

medium-low density / suburban

flower mound, texas

F28: The built form of Flower Mound & demographics

0-4

5-9

10-14

15-24

25-34

35-44

45-54

55-64

65-74

75-84

85+

6.1 | site context

Much of Flower Mound’s built environment

revolves around the operation and storage

of cars. Four ‘main’ roads – two each –

run north-south and east-west across

the city, serving a large amount of traffic

and connecting residents to surrounding

suburban areas. Three of these roads

originally served as routes for farmers to

get their products to and from older cities

closer to Dallas. While their street names

represent historical aspects of the city,

such as Long Prairie Road or Cross Timbers

Road, they also officially go by their former

Farm-to-Market designations – FM 2499

and FM 1171, respectively, for example.

The four “study sites” are (1) FM 2499 Long

Prairie Road); (2) FM 1171 Cross Timbers

Road; (3) FM 3040 Flower Mound Road; and

(4) Morriss Road. Flower Mound’s extensiveyet-disconnected

trail and bikeway system

fails to utilise these roads, where ample

space for cycle tracks and pathways could

help increase the amount of residents who

not only use bicycles to get to or from their

workplace in the city, but also for grocery

shoppers, restaurant-goers, children, and

others.

The author’s growing up and familiarity

within the city and region allow for a

unique perspective on the specific issues

in its built environment and influences the

site for selection.

47

Community Context 28

FIGURE 2.13: EXISTING TRAILS

LEGEND

48

F29: Flower Mound’s existing trails and bikeways

6.8.2022 DRAFT

6.2 | site analysis

Flower Mound’s built environment is

reminiscent of other American suburbs

constructed after World War II in the

United States. Whereas cities like New York

and San Francisco – constructed before

the mass adoption of the car – follow a

grid pattern, places like Flower Mound

were built with winding road patterns that

stopped at dead-ends (AKA Cul-de-Sac).

The diagrams to the right show Flower

Mound’s building concentration, existing

bikeways, and car streets and roads. The

disconnection of the existing bikeway

network prompts evaluation for better

ways to connect areas within the city by

active travel methods.

Flower Mound’s existing trailway network

is extensive for the size of its population,

but it remains disconnected. Furthermore,

infrastructure for commuter travel barely

exists and the connection between

commuter and leisure pathways is almost

nonexistant.

The city’s east-west connection is minimal,

even for car standards. As Flower Mound

continues to grow and expand, it will be

critical for its residents’ health, safety, and

prosperity to connect these different areas.

BUILDINGS

EXISTING BIKEWAYS

commuter routes

leisure routes

on-street bike lanes

STREETS & ROADS

F30b: Streets, roads, buildings, and pathways in Flower Mound

F30a: American built environments through the 20th century

49

denton, texas

fm 2499

fm 1171

morriss rd

fm 3040

n

dfw int’l airport

F31: Study sites within geographic context

50

flower mound

dfw int’l airport

40 - 60 minutes (driving) | 3 hours (bicycling)

no transit access within 20 minutes of flower mound

dallas, texas

n

F32: Flower Mound’s vicinity to Dallas and DFW Int’l Airport

51

Name: FM 2499 | Long Prairie Road

Speed Limit: 45-55mph

Lanes: 4 + turns

6.3 | site 1: fm 2499

FM 2499 runs north-south through the

middle of Flower Mound. To the south, it

turns into a state-controlled roadway that

merges with Interstate Highway 35 (I-35). It

carries a large amount of car traffic within

and through the city. Commercial and

office use is found adjacent to this road,

and residential is often blocked off with

walls to mitigate sound pollution.

residential

commercial / office

community / school

green space

major arterial

minor arterial

local roads


52

fm 2499 | existing condition

~54m

7.5 2 2.5 4 3.5 3.5 4 5 4 3.5 4 2 2

7.5


53

Name: FM 1171 | Cross Timbers Road

Speed Limit: 45-55mph

Lanes: 6 + turns

6.4 | site 2: fm 1171

This east-west thorougfare is the only road

that connects the denser eastern part of

Flower Mound with the rural (denser in

future) west. It intersects with both FM

2499 and Morriss Road, creating critical

junctions that need to be revamped to

ensure active travellers’ safety and comfort.

residential

commercial / office

community / school

green space

major arterial

minor arterial

local roads


54


~50m

7.5 2 2 4 3.5 4 5 4 3.5 4 2 2 7.5


55

Name: FM 3040 | Flower Mound Road

Speed Limit: 40mph

Lanes: 4 + turns

6.5 | site 3: fm 3040

Smaller than the previous sites, this road is

more residential in nature and contains a

wide median separating four lanes of car

traffic. However, this road still serves to

carry traffic east-west through the eastern

part of the city, and runs through several

schools zones.

residential

commercial / office

community / school

green space

major arterial

minor arterial

local roads


56


~34m

2 1.2 1.2 4 4

10

4 4 1.2 1.2 2


57

Name: Morriss Road

Speed Limit: 40mph

Lanes: 4 + turns

6.6 | site 4: morriss road

Similar to FM 3040, Morriss Road is four

lanes with a wide median dividing it. It

mainly serves residential and commercial

use. Several of the city’s schools are located

close to this road - much like FM 3040.

residential

commercial / office

community / school

green space

major arterial

minor arterial

local roads


58

morriss road | existing condition

~50m

9 2 4 4 12

4 4 2 9


59

60

page left blank

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


61

7.1 | safe junctions (ex. 1)

As found in the literature review, junction

safety and comfort while travelling are

important barriers to cycling. This first

junction is found at the intersection of FM

2499 and FM 1171, where 35 lanes converge

at two of the busiest roadways in Flower

Mound.

primary principles

Cycle tracks with shade structures, foot

rests, bicycle-specific traffic signals, and

prevention of rights-on-red by cars are used

to create a safer, more enjoyable place for


62

7.1 | safe junctions (ex. 2)

At the intersection of FM 1171 and Morriss

Road, 32 lanes converge. Similar to the

previous junction intervention, cyclist

safety and comfort is increased with the

implementation of shaded structures, foot

rests, bicycle-specific traffic signals, and

prevention of right-on-reds by cars.

primary principles

Morriss Road contains a wide median

separating its four lanes. The proposed

cycle track runs within this median and is

connected with either side throughout the

junction by painted cycle tracks.


63

7.2 | activation of space (ex. 1)

Located adjacent to the southern portion of

FM 2499, this large parking lot sits next to a

relatively dense, mixed-use neighbourhood

called Lakeside. This open parking lot is

only ever close to capacity on Friday and

Saturday nights, sitting as an underutilised

space for the rest of the week.

By activating this space with market stalls,

miniature libraries, and community events,

active travellers can be encouraged to

make a bicycle trip or stop by on their way

to or from daily activities.


64

7.2 | activation of space (ex. 2)

This large, empty lot has been vacant for

several years as the supermarket it once

served is now derelict. This lot sits directly

adjacent to FM 2499 and FM 3040 at the

northeastern corner of the junction.

This lot could be used in conjunction with

the now-empty supermarket building

(located to the right in the background) to

provide market and community space.


65

fm 2499 | long prairie road


existing

proposed

primary principles

~54m

7.5 2 2.5 4 3.5 3.5 4 5 4 3.5 4 2 2

7.5

~54m

5 2 5 4 3.5 3.5 4 5 4 3.5 4 2 4.5 2 2.5

7.3 | site 1: proposal

66

primary principles



The proposed intervention includes a cycle

track with bollards that run under a tree

canopy on the eastern side of FM 2499.

Activation zones are located at large,

underutilised parking lots near commercial

big-box stores.

Activation area

The proposed route connects many of

Flower Mound’s existing trails, greatly

increasing connectivity and route choice

across the eastern part of the city.

existing

proposed

commuter routes

leisure routes


fm 2499 | long prairie rd

fm 1171 | cross timbers rd

fm 3040 | flower mound rd

morriss rd

67

fm 1171 | cross timbers road


existing

proposed

primary principles

~50m

7.5 2 2 4 3.5 4 5 4 3.5 4 2 2 7.5

6.5

~50m

2 3 4 3.5 4 5 4 3.5 4 2.5 4.3 2 2.5


68


primary principles




canopy on the northern side of FM 1171.

Activation area

The proposed route connects the rural

western part of Flower Mound with the

denser eastern side, creating a crucial piece

of infrastructure for the future development

planned for the western part of the city.

existing

proposed

commuter routes

leisure routes





morriss rd

69

fm 3040 | flower mound road


existing

proposed

primary principles

~34m

2 1.2 1.2 4 4

10

4 4 1.2 1.2 2

~34m

2 1.2 1.2 4 4 3 4.3 3 4 4 1.2 1.2 2


70


primary principles


Activation area



canopy within the median of FM 3040.

The proposed route connects Flower

Mound’s southern trailways with a solid

piece of direct bicycle infrastructure. This

route also ensures that large groupings of

residential areas located along the road

are served by adequate infrastructure.

existing

proposed

commuter routes

leisure routes





morriss rd

71

morriss road


existing

proposed

primary principles

~50m

9 2 4 4 12

4 4 2 9

~50m

9 2 4 4 4 4.3 4 4 4 2 9


72


primary principles




canopy within the median of Morriss Road.

The proposed route connects Flower

Mound’s eastern trailways with a solid

piece of direct bicycle infrastructure. This

route also ensures that large groupings of

residential areas located along the road

are served by adequate infrastructure.

Activation area

existing

proposed

commuter routes

leisure routes





morriss rd

73

introduction

methodology

1

2

1. introduction


3. key objectives


5. limitations


1. methodology


literature review

case studies

framework & toolkit

site analysis

implementation


3

4

5

6

7

8


2. barriers



3. taipei, taiwan


5. barcelona, spain



2. design toolkit

1. site context

2. site analysis

3. site 1: fm 2499

4. site 2: fm 1171

5. site 3: fm 3040


1. safe junctions


3. site 1: proposal

4. site 2: proposal

5. site 3: proposal

6. site 4: proposal


74

8.1 | conclusions & reflections

This Major Research Project’s initial and

nearly the same types of temperatures.

geographical, and climatic context.

This Project can serve as a foundation for

main research question arises from the

On top of base-level contextual

a shift of existing understandings about

author’s own experiences growing up in

understanding, a literature review,

This Project argues that the most important

bicycling in cities around the world towards

Flower Mound. Without a car, a place like

examination of current dialogue on urban

thing a city can do is to address the barriers

environments that, perhaps, need just

Flower Mound is virtually impossible to

design theory and practice surrounding

that its residents face to active travel,

as much attention. In the end, the large

traverse in day-to-day life. Why was the

active travel, and case study analysis

especially within the context of bicycling.

negative externalities associated with a

city built like this? What are the past and

revealed that the current paradigm for

Places like Flower Mound are wide and

reliance on cars will not be fixed by electric

future implications of the economic, social,

transportation in places like Flower Mound

expansive and are inherently built with

vehicles; American suburbs were created

health, and climate externalities caused by

is not sustainable. A city’s dependence

separation of land uses in mind. Bicycles

for the car, and from the car they should

the city’s overreliance on cars? Is there a

on cars is financially, socially, climatically,

are the ideal (existing) medium, providing

evolve. In fact, the answer we’re searching

viable alternative?

and physically detrimental to its success

more efficiency and independent mobility

for in our cities may already exist – as a two-

in the long-term. There are countless

than walking while being substantially

wheeled revolution we’ve been using for

Flower Mound’s context as a climatically-

examples of best practices found around

less resource-intensive than cars. With the

over 100 years.

challenging American suburb is unique

the world that point to the effectiveness

inherent complexity of a built environment,

regarding existing literature and dialogue

of a comprehensive approach to the

cities must approach this issue with a

surrounding bicycling as a viable form of

investment and implementation of active

broad, yet well-rounded foundation of

active travel; it experiences nearly 90 days

travel infrastructure.

understanding.

of weather above 90°F / 32°C (considered

extreme heat by FEMA). Most of the existing

However, this analysis also revealed that

The Project’s framework and design toolkit

dialogue on active travel design and policy

there is no simple answer to getting people

aims to provide this foundation with a

centres around larger cities with much

to bike more. Simply placing bike lanes

multi-step, scalable, and well-rounded set

more temperate climates – and even as the

down and expecting bike modal share to

of strategies and design principles that can

attention has started to shift towards cities

increase is not adequate; cities must take

be applied to the built environments of

like Taipei and Singapore, the debates and

a multifaceted approach to the issue of

American suburbs across the country, with

research on bicycling and the barriers and

societal overreliance on cars and address

the potential to extend to cities around the

challenges that residents face revolves

the barriers and challenges that residents

world.

largely around cities that don’t experience

face that are unique to the political,

75

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78

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F24: Different types of bicycle users 3. https://www.npr.org/2021/10/22/1047341052/barcelona-bicibus-kids-parents-bike-ride-to-school [Accessed on 18 August 2022].

F24: Different types of bicycle users 4. https://www.cyclinguk.org/article/guide-shopping-cycle [Accessed on 22 August 2022].

F25: Activated spaces by Better Block 1-4. https://www.betterblock.org/our-work [Accessed on 22 August 2022].

F26: Connected bicycle networks 1. https://ajuntament.barcelona.cat/bicicleta/en [Accessed on 14 August 2022].

F26: Connected bicycle networks 2. https://kk.sites.itera.dk/apps/kk_pub2/pdf/1537_YKrGCQhXLR.pdf [Accessed on 22 August 2022].

F26: Connected bicycle networks 3. https://www.bikingamsterdam.com/map/ [Accessed on 22 August 2022].

F26: Connected bicycle networks 4. https://www.oslo.kommune.no/gate-transport-og-parkering/sykkel/sykkelkart/ [Accessed on 22 August 2022].

F27: Safe junctions and their components 1. https://www.welovecycling.com/wide/2016/11/16/top-10-pieces-cycling-infrastructure-country-right/ [Accessed on 22 August 2022].

F27: Safe junctions and their components 2-4. Google Earth Pro Verson 7.3.4. [Software]. London, United Kingdom and Copenhagen, Denmark.

F28: The built form of Flower Mound & demographics 1. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas.

F28: The built form of Flower Mound & demographics 2. https://www.flower-mound.com/131/GIS-Maps [Accessed on 12 August 2022].

F28: The built form of Flower Mound & demographics 3. https://www.census.gov/programs-surveys/acs/data.html [Accessed on 12 August 2022].

F29: Flower Mound’s existing trails and bikeways. https://www.flowermoundtrailsplan.com [Accessed on 23 August 2022].

F30a: American built environments through the 20th century. https://transportgeography.org/contents/chapter8/transportation-urban-form/street-network-types/ [Accessed on 25 August 2022].

F30b: Streets, roads, buildings, and pathways in Flower Mound. https://www.flower-mound.com/131/GIS-Maps [Accessed on 12 August 2022].

F31: Study sites within geographic context. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

F32: Flower Mound’s vicinity to Dallas. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

F34: Site 1 existing sections. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas.




F41: Junction 1 interventions & context. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

F42: Junction 2 interventions & context. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

F43: Activation space example 1. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

F44: Activation space example 2. Google Earth Pro Version 7.3.4. [Software]. Flower Mound, Texas. Adapted by author.

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appendix I: risk assessment

RISK ASSESSMENT FORM

FIELD / LOCATION WORK

DEPARTMENT/SECTION: BARTLETT SCHOOL OF PLANNING / MSC UDCP

LOCATION(S): DALLAS, TEXAS, UNITED STATES

PERSONS COVERED BY THE RISK ASSESSMENT: Benton Meador

BRIEF DESCRIPTION OF FIELDWORK (including geographic location):

Observational data collected using an iPhone and airborne drone at various locations within Dallas, Texas.

COVID-19 RELATED GENERIC RISK ASSESSMENT STATEMENT:

Coronavirus disease (COVID-19) is an infectious disease caused by coronavirus SARS-CoV-2. The virus

spreads primarily through droplets of saliva or discharge from the nose when an infected person coughs or

sneezes. Droplets fall on people in the vicinity and can be directly inhaled or picked up on the hands and

transferred when someone touches their face. This risk assessment documents key risks associated

fieldwork during a pandemic, but it is not exhaustive and will not be able to cover all known risks, globally.

This assessment outlines principles adopted by UCL at an institutional level and it is necessarily general.

Please use the open text box 'Other' to indicate any contingent risk factors and control measures you might

encounter during the course of your dissertation research and writing.

Please refer to page 26-33 of your Dissertation in Planning Guidance Document (available on Moodle) to

help you complete this form.

Hazard 1: Risk of Covid -19 infection during research related travel and research related

interactions with others (when face-to-face is possible and/or unavoidable)

Risk Level - Medium /Moderate

Existing Control Measures: Do not travel if you are unwell, particularly if you have COVID-19 symptoms.

Self-isolate in line with NHS (or country-specific) guidance.

Avoid travelling and face-to-face interactions; if you need to travel and meet with others:

- If possible, avoid using public transport and cycle or walk instead.

- If you need to use public transport travel in off-peak times and follow transport provider's and

governmental guidelines.

- Maintain (2 metre) social distancing where possible and where 2 metre social distancing is not

achievable, wear face covering.

- Wear face covering at all times in enclosed or indoor spaces.

- Use hand sanitiser prior to and after journey.

- Avoid consuming food or drinks, if possible, during journey.

- Avoid, if possible, interchanges when travelling - choose direct route.

- Face away from other persons. If you have to face a person ensure

that the duration is as short as possible.

- Do not share any items i.e. stationary, tablets, laptops etc. If items need to be shared use

disinfectant wipes to disinfect items prior to and after sharing.

- If meeting in a group for research purposes ensure you are following current country specific guidance on

face-to-face meetings (i.e rule of 6 etc.)

- If and when possible meet outside and when not possible meet in venues with good ventilation (e.g. open

a window)

- If you feel unwell during or after a meeting with others, inform others you have interacted with, self-isolate

and get tested for Covid-19

- Avoid high noise areas as this mean the need to shout which increases risk of aerosol transmission

of the virus.

- Follow one way circulation systems, if in place. Make sure to check before you visit a building.

- Always read and follow the visitors policy for the organisation you will be visiting.

- Flush toilets with toilet lid closed.

-'Other' Control Measures you will take (specify):

NOTE: The hazards and existing control measures above pertain to Covid-19 infection risks only.

More generalised health and safety risk may exist due to remote field work activities and these are

outlined in your Dissertation in Planning Guidance document. Please consider these as possible 'risk'

factors in completing the remainder of this standard form. For more information also see: Guidance

Framework for Fieldwork in Taught and MRes Programmes, 2020-21

Consider, in turn, each hazard (white on black). If NO hazard exists select NO and move to next hazard

section.

If a hazard does exist select YES and assess the risks that could arise from that hazard in the risk

assessment box.

Where risks are identified that are not adequately controlled they must be brought to the attention

of your Departmental Management who should put temporary control measures in place or stop the

work. Detail such risks in the final section.

ENVIRONMENT

e.g. location, climate,

terrain, neighbourhood,

in outside organizations,

pollution, animals.

CONTROL MEASURES

X

X

X

The environment always represents a safety hazard. Use space below to

identify and assess any risks associated with this hazard

Is the risk high / medium / low ?

Involves heat & air pollution. Researcher is personally familiar with the

environment and understands the necessary clothing, water, shading, and

breaks needed to maintain operable internal body temperature.

Researcher is aware of heavy pollution that may show up on observation days.

Will look at air quality readings before attempting to travel to observation

location(s). If air quality is poor (based on Air Quality Index (AQI) United States

Air Quality Index (AQI) : Real-Time Air Pollution Level), then researcher will plan to

observe at a different time.

Indicate which procedures are in place to control the identified risk

work abroad incorporates Foreign Office advice

only accredited centres are used for rural field work

participants will wear appropriate clothing and footwear for the specified environment

refuge is available

81

X

work in outside organisations is subject to their having satisfactory H&S procedures in place

OTHER CONTROL MEASURES: please specify any other control measures you have

implemented: use of AQI to determine safe observation, light/breathable clothing, substantial

amounts of drinking water

X


implemented: An iPhone and airborne drone will be used to capture images and video of

observational data. Researcher is a licenced commercial drone operator in the United States.

Researcher will bring a charger in case the devices run out of battery. If the devices break,

researcher will be able to use a family member’s iPhone to record instead.

EMERGENCIES

e.g. fire, accidents

Where emergencies may arise use space below to identify and assess any

risks

Car accident

CONTROL MEASURES

X

X

X

X

X

X


participants have registered with LOCATE at http://www.fco.gov.uk/en/travel-and-living-abroad/

contact numbers for emergency services are known to all participants

participants have means of contacting emergency services

a plan for rescue has been formulated, all parties understand the procedure

the plan for rescue /emergency has a reciprocal element


implemented: Site visits will not be taken alone. Researcher will notify additional family and friends

of observational locations and times. Personal knowledge of American emergency services (#911)

process. Researcher will use public transit when possible to avoid driving. If driving is necessary,

researcher holds a Texas driver’s licence and has eight years of driving experience that will provide

a basis for personal vehicle travel.

FIELDWORK 1 May 2010

LONE WORKING

e.g. alone or in isolation

lone interviews.

CONTROL MEASURES

Is lone working

a possibility?

NO

If ‘No’ move to next hazard

If ‘Yes’ use space below to identify and assess

any

risks

Examples of risk: difficult to summon help. Is the risk high / medium / low?


the departmental written Arrangement for lone/out of hours working for field work is followed

lone or isolated working is not allowed

location, route and expected time of return of lone workers is logged daily before work commences

all workers have the means of raising an alarm in the event of an emergency, e.g. phone, flare,

whistle

all workers are fully familiar with emergency procedures


implemented:

EQUIPMENT

e.g. clothing, outboard

motors.

Is equipment

used?

YES

Clothing, phone camera

Is the risk high / medium / low



any

risks


CONTROL MEASURES


X

X

X

X

X

the departmental written Arrangement for equipment is followed

participants have been provided with any necessary equipment appropriate for the work

all equipment has been inspected, before issue, by a competent person

all users have been advised of correct use

special equipment is only issued to persons trained in its use by a competent person

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ILL HEALTH

e.g. accident, illness,

personal attack,

special personal

considerations or

vulnerabilities.

The possibility of ill health always represents a safety hazard. Use space

below to identify and assess any risks associated with this Hazard.

Is the risk high / medium / low?

Researcher has allergy-induced asthma and is allergic to regional pollen.

Researcher takes daily allergy pills and is aware of the worst times for allergies in

Texas. Research will not be undertaken during the allergy season. A rescue

inhaler will be carried with the researcher.

PUBLIC

e.g. interviews,

observing

dealing with

public

YES

Observing

Is the risk high / medium / low


any

risks

CONTROL

MEASURES


CONTROL

MEASURES


X

X

X

X

X

all participants have had the necessary inoculations/ carry appropriate prophylactics

participants have been advised of the physical demands of the research and are deemed to be

physically suited

participants have been adequate advice on harmful plants, animals and substances they may

encounter

participants who require medication should carry sufficient medication for their needs


implemented: Rescue inhaler, allergy pills, never working alone, will not visit site if not feeling well

or if the weather will affect the researcher

X

X

X

X

X

all participants are trained in interviewing techniques

advice and support from local groups has been sought

participants do not wear clothes that might cause offence or attract unwanted attention

interviews are conducted at neutral locations or where neither party could be at risk


implemented: Researcher is aware of dangerous areas and will avoid them. When gathering

observational data, no personal identifiers will be carried on throughout the research. If

approached about data collection, researcher will explain the project and obey the wishes of those

who do not want to be recorded.

TRANSPORT Will transport be NO Move to next hazard

required YES X Use space below to identify and assess any

risks

e.g. hired vehicles Examples of risk: accidents arising from lack of maintenance, suitability or

training

Is the risk high / medium / low?


WORKING ON OR

Will people work

on

NO


NEAR WATER or near water? If ‘Yes’ use space below to identify and assess

any

risks

CONTROL

MEASURES


e.g. rivers, marshland,

sea.

Examples of risk: drowning, malaria, hepatitis A, parasites. Is the risk high /

medium / low?

X

X

X

X

X

X

only public transport will be used

the vehicle will be hired from a reputable supplier

transport must be properly maintained in compliance with relevant national regulations

drivers comply with UCL Policy on Drivers http://www.ucl.ac.uk/hr/docs/college_drivers.php

drivers have been trained and hold the appropriate licence

there will be more than one driver to prevent driver/operator fatigue, and there will be adequate

rest periods

sufficient spare parts carried to meet foreseeable emergencies


implemented: Researcher has eight years of experience driving in the Dallas, Texas region. They

are aware of the dangers and risks associated with personal vehicle use and will opt to use public

transit, if possible. Researcher will not drive late at night or during rush hour.

DEALING WITH THE Will people be If ‘No’ move to next hazard

CONTROL

MEASURES


lone working on or near water will not be allowed

coastguard information is understood; all work takes place outside those times when tides could

prove a threat

all participants are competent swimmers

participants always wear adequate protective equipment, e.g. buoyancy aids, wellingtons

boat is operated by a competent person

83

all boats are equipped with an alternative means of propulsion e.g. oars

participants have received any appropriate inoculations

OTHER CONTROL MEASURES: please specify any other control measures you have implemented:

MANUAL HANDLING Do MH activities

NO


(MH) take place? If ‘Yes’ use space below to identify and assess

any

risks

e.g. lifting, carrying,

moving large or heavy

equipment, physical

unsuitability for the

task.

CONTROL

MEASURES

Examples of risk: strain, cuts, broken bones. Is the risk high / medium / low?


SUBSTANCES

e.g. plants, chemical,

biohazard, waste

CONTROL

MEASURES

Will participants

work with

substances

NO



any

risks

Examples of risk: ill health - poisoning, infection, illness, burns, cuts. Is the risk

high / medium / low?


the departmental written Arrangements for dealing with hazardous substances and waste are followed

all participants are given information, training and protective equipment for hazardous substances

they may encounter

participants who have allergies have advised the leader of this and carry sufficient medication for their

needs

waste is disposed of in a responsible manner

suitable containers are provided for hazardous waste


the departmental written Arrangement for MH is followed

the supervisor has attended a MH risk assessment course

all tasks are within reasonable limits, persons physically unsuited to the MH task are prohibited from

such activities

all persons performing MH tasks are adequately trained

equipment components will be assembled on site

any MH task outside the competence of staff will be done by contractors


OTHER HAZARDS

i.e. any other hazards

must be noted and

assessed here.

Have you

identified

any other

hazards?

Hazard:

Risk: is the

risk

NO

If ‘No’ move to next section


any

risks


CONTROL

MEASURES

Give details of control measures in place to control the identified risks

Have you identified any risks that are not NO X Move to Declaration

adequately controlled? YES Use space below to identify the risk and what

action was taken

DECLARATION

The work will be reassessed whenever there is a significant change and at least

annually. Those participating in the work have read the assessment.

84

X

Select the appropriate statement:

I the undersigned have assessed the activity and associated risks and declare that there is no

significant residual

risk

I the undersigned have assessed the activity and associated risks and declare that the risk will be

controlled by

the method(s) listed above

NAME OF SUPERVISOR


85

86

appendix II: ethical clearance

Respondent: Ben Meador Submitted on: Sunday, 4 September 2022, 9:41 AM

Ethical Clearance Pro Forma

It is important for you to include all relevant information about your research in this form, so that your supervisor can give you the best

advice on how to proceed with your research.

You are advised to read though the relevant sections of UCL's Research Integrity guidance to learn more about your ethical obligations.

Please ensure to save a copy of your completed questionnaire BEFORE hitting 'submit' (you will not be able to access it later).

Submission Details

1

Please select your programme of study.

Urban Design and City Planning

: Urban Design and City Planning

2

3

Please indicate the type of research work you are doing.

Dissertation in Planning (MSc)

Dissertation in City Planning (MPlan)

Major Research Project

Please provide the current working title of your research.

Encouraging Cycling in Extreme Heat Environments: An analysis of the barriers preventing active travel and modal shift toolkit for

climatically-challenging American suburbs

4

Please select your supervisor from the drop-down list.

Wunderlich, Matthias

: Wunderlich, Matthias

Research Details

87

5

6

Please indicate here which data collection methods you expect to use. Tick all that apply.

Interviews

Focus Groups

Questionnaires (including oral questions)

Action research

Observation / participant observation

Documentary analysis (including use of personal records)

Audio-visual recordings (including photographs)

Collection/use of sensor or locational data

Controlled trial

Intervention study (including changing environments)

Systematic review

Secondary data analysis

Advisory/consultation groups

Please indicate where your research will take place.

UK and overseas

: UK and overseas

7

Does your project involve the recruitment of participants?

'Participants' means human participants and their data (including sensor/locational data and observational notes/images.)

Yes

No

Appropriate Safeguard, Data Storage and Security

8

Will your research involve the collection and/or use of personal data?

Personal data is data which relates to a living individual who can be identied from that data or from the data and other

information that is either currently held, or will be held by the data controller (you, as the researcher).

This includes:

88

Any expression of opinion about the individual and any intentions of the data controller or any other person toward the

individual.

Sensor, location or visual data which may reveal information that enables the identication of a face, address etc. (some

postcodes cover only one property).

Combinations of data which may reveal identiable data, such as names, email/postal addresses, date of birth, ethnicity,

descriptions of health diagnosis or conditions, computer IP address (of relating to a device with a single user).

Yes

No

9

Is your research using or collecting:

special category data as dened by the General Data Protection Regulation*, and/or

data which might be considered sensitive in some countries, cultures or contexts?

*Examples of special category data are data:

which reveals racial or ethnic origin, political opinions, religious or philosophical beliefs, trade union membership;

concerning health (the physical or mental health of a person, including the provision of health care services);

concerning sex life or sexual orientation;

genetic or biometric data processed to uniquely identify a natural person.

Yes

No

10

Do you conrm that all personal data will be stored and processed in compliance with the General Data Protection Regulation

(GDPR 2018)?

Yes

No

I will not be working with any personal data

11

I conrm that:

The information in this form is accurate to the best of my knowledge.

I will continue to reect on, and update these ethical considerations in consultation with my supervisor.

You MUST download a copy of your responses to submit with your proposal, and for your own reference.

To do this, use the print screen function of your web browser, and print to PDF in order to save.

89

90

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