A pause has been forced on urban life. Quiet roads, empty skies, deserted high streets and parks, closed cinemas, cafés and museums – a break in the spending and work frenzy so familiar to us all. The reality of lockdown is making ghost towns of the places we once knew. Everything we know about our urban world has come to a shuddering halt. For now.

Analysis from the UK Department for Transport compares the risk of being injured when you are cycling, driving or walking. Motorcyclists have an especially high risk of death, followed by pedestrians and cyclists. Those in vans, buses or lorries are safest. But this is only half the story. Our research found that while motorcyclists themselves have a high risk of being killed, motorbikes also pose a startlingly high risk to others. Per kilometre, motorcycling kills twice as many other people as car driving.

Creating safe and secure urban spaces is a core concern for city managers, urban planners and policy workers. Safety is a slippery concept to pin down, not least because it is a subjective experience. It incorporates our perceptions of places and memories, but also norms in society about who is expected to use spaces in the city, and who is considered to be out of place.

Large ungainly versions of the childhood microscooter have started to populate cities around the world. These electric scooters can be seen dotting streets, parks, pavements all over. Many people own them individually, and hire schemes in some cities mean that they are increasingly available for more general use too.

The way people get around is starting to change, and as a professor of transport strategy I do rather wonder if the modes of transport we use today will still be around by the turn of the next century.

The way people get around is starting to change, and as a professor of transport strategy I do rather wonder if the modes of transport we use today will still be around by the turn of the next century.

In the quest to cut carbon out of civilisation, the future of transport is key. Emissions from the sector have doubled in the past 40 years and continue to rise. Our travel habits are now responsible for one in four of the planet-warming molecules of carbon dioxide in our atmosphere. While the transition to electric vehicles will kickstart progress, even a rapid shift will not on its own bring the sector close enough to carbon neutrality to limit warming below dangerous levels. We’ll also need radical and rapid reductions in road traffic –...

We have nearly half a century of time series data from the National Travel Survey that shows little change in both average travel time (close to an hour a day) and trip rate (about 1000 a year). In contrast, the average distance travelled displays two distinct phases: growth from 4500 miles per person per year in the early 1970s to about 7000 miles by 2000, after which growth ceased. Most travel is by car, so, as expected, car use per capita ceased to grow at the turn of the century, which is also the case for other developed countries. Such cessation of growth of car use has previously...

A tipping point in human history   Throughout history, humans (and transport planners!) have focused much of our energy on creating cities, and now that most of humanity lives in cities, cities are shaping our future prospects as a species. To quote research from Yale University “the conversion of Earth’s land surface to urban uses is one of the most irreversible human impacts on the global biosphere” [1]. Taking back redundant street and parking space is a great opportunity.