Global Study Reveals Best Cities for Walking and Cycling – UCLA Luskin

Global Analysis of Active Transportation and its Alignment with Sustainable Development Goals

Executive Summary of Findings

A comprehensive global study, analyzing data from 11,587 cities across 121 countries, has identified the primary drivers of active transportation, namely walking and cycling. The findings indicate that urban infrastructure and supportive policy are the most significant factors, directly contributing to the achievement of key Sustainable Development Goals (SDGs). The research challenges previous assumptions by demonstrating that geographical terrain and climate have a comparatively minor impact on a populace’s adoption of non-motorized transport.

Key Determinants for Promoting Active Transportation

• Urban Infrastructure and Density: Cities with high population density and extensive, safe infrastructure for cycling and walking, such as Wageningen (Netherlands) and Copenhagen (Denmark), exhibit the highest rates of active transport. This directly supports SDG 11 (Sustainable Cities and Communities) by creating accessible and sustainable urban environments.
• Policy and Economic Incentives: The study confirms a strong correlation between policy decisions and transportation choices. Higher fuel prices and targeted public investment in non-motorized infrastructure significantly boost walking and cycling rates, advancing SDG 13 (Climate Action) by reducing reliance on fossil fuels.
• Urban Design Integration: Successful cities like Osaka (Japan) and Nairobi (Kenya) demonstrate that thoughtful urban design can effectively balance the needs of pedestrians, cyclists, and vehicles. This integrated approach is fundamental to achieving SDG 11.2, which calls for safe, affordable, and sustainable transport systems for all.

Implications for Policy and Global Goal Attainment

The research provides a clear framework for policymakers aiming to align urban development with the Sustainable Development Goals. The lead author, Adam Millard-Ball, notes that behavior is a function of infrastructure, stating, “It’s not that Dutch people are genetically predisposed to cycling; it’s that most Dutch cities have really good infrastructure for cycling.” This principle has several implications for achieving the SDGs:

1. Achieving SDG 11 (Sustainable Cities and Communities): Investing in high-quality, safe infrastructure for walking and cycling is the most effective strategy to create sustainable urban transport systems. By making active transport a convenient and safe option, cities can reduce congestion, improve air quality, and enhance public spaces.
2. Promoting SDG 3 (Good Health and Well-being): A modal shift towards walking and cycling directly combats sedentary lifestyles and reduces the incidence of non-communicable diseases. This fosters healthier populations and reduces the burden on public healthcare systems.
3. Advancing SDG 13 (Climate Action): Encouraging non-motorized transport is a critical, high-impact strategy for cities to lower their carbon footprint. Reducing vehicle miles traveled is essential for mitigating climate change and meeting national and international emissions targets.

1. Which SDGs are addressed or connected to the issues highlighted in the article?

The article on global walking and cycling patterns connects to several Sustainable Development Goals (SDGs) by focusing on urban planning, sustainable transport, public health, and environmental impact. The following SDGs are addressed:

• SDG 3: Good Health and Well-being

  The promotion of active transportation like walking and cycling directly contributes to physical activity, which is essential for good health. The article also touches upon the importance of safety (“safe to walk or bike”), which is a key component of public health in urban environments.

• SDG 11: Sustainable Cities and Communities

  This is the most central SDG to the article. The text explicitly discusses urban design, infrastructure for nonmotorized transport (“extensive bike lanes”), and policies that make cities more sustainable, accessible, and safe for pedestrians and cyclists.

• SDG 13: Climate Action

  By highlighting policies that increase walking and cycling rates, such as “higher gas prices and investments in nonmotorized infrastructure,” the article implicitly addresses climate action. Shifting from motorized vehicles to active transport is a key strategy for reducing greenhouse gas emissions from the transport sector.

2. What specific targets under those SDGs can be identified based on the article’s content?

Based on the issues discussed, the following specific SDG targets can be identified:

• Target 11.2: Provide access to safe, affordable, accessible and sustainable transport systems for all.

  The entire article is focused on this target. It analyzes “walking and cycling patterns” and highlights how “investments in nonmotorized infrastructure” and “extensive bike lanes” create sustainable transport systems. The emphasis on making it “quicker and safe to walk or bike” directly aligns with providing safe and accessible transport options.

• Target 3.6: Halve the number of global deaths and injuries from road traffic accidents.

  The article’s repeated mention of safety, particularly the quote stating that people would walk or bike more if it were “safe,” connects directly to this target. Creating dedicated and well-designed infrastructure for cyclists and pedestrians is a primary method for reducing traffic-related injuries and fatalities involving these vulnerable road users.

• Target 11.6: Reduce the adverse per capita environmental impact of cities.

  Promoting walking and cycling over motorized transport directly reduces air and noise pollution, which are significant adverse environmental impacts in cities. The study’s findings that policy and infrastructure can “significantly increase walking and cycling rates” point to a direct mechanism for achieving this target.

3. Are there any indicators mentioned or implied in the article that can be used to measure progress towards the identified targets?

Yes, the article mentions and implies several indicators that can be used to measure progress:

• Walking and Cycling Rates

  This is an explicit indicator mentioned in the article: “higher gas prices and investments in nonmotorized infrastructure significantly increase walking and cycling rates.” This metric directly measures the success of policies and infrastructure in promoting active transport, which is crucial for Target 11.2.

• Extent of Nonmotorized Infrastructure

  The article points to “extensive bike lanes” as a key feature of top-performing cities. The length, connectivity, and quality of bike lanes and pedestrian pathways can serve as a direct indicator of a city’s investment in and commitment to sustainable transport (Target 11.2).

• Level of Investment in Infrastructure

  The text states that “investments in nonmotorized infrastructure” are a key driver of behavior. Therefore, the financial budget allocated to building and maintaining walking and cycling infrastructure is a clear indicator of a city’s policy priorities towards achieving sustainable transport and safer cities (Targets 11.2 and 3.6).

• Perception of Safety

  The article implies this indicator when the author states people would cycle more if it were “safe to walk or bike.” Surveys measuring public perception of safety for walking and cycling can be a valuable indicator of the effectiveness of infrastructure improvements in addressing road safety concerns (Target 3.6).

4. Table of SDGs, Targets, and Indicators

Source: luskin.ucla.edu