I would like to focus on Newcastle and the transportation challenges I have observed, particularly related to cycling. As in many cities, Newcastle lacks a cohesive cycling network and route continuity. There are stretches of road where a bike lane is painted for just 10 meters, but before and after it, no infrastructure exists at all. Cyclists are often left unsure of where to ride. Another issue I’ve noticed is that cycling symbols are sometimes painted directly in the middle of the road, without creating an actual bike lane.
This observation aligns with findings from Sustrans’ (2024) report, which states that less than half of Tyneside residents consider cycling to be safe. The report further highlights that 21% of residents want to drive less, but 35% often rely on cars due to a lack of alternative transport options. This points to not only the insufficient cycling network but also the broader urban planning approach. In my opinion, Newcastle’s reliance on townhouse developments has significantly stretched the city’s area, making it more expensive to construct and maintain infrastructure—whether for cycling, public transport, or other forms of mobility.
If the UK is serious about addressing housing and transportation challenges, it must consider encouraging higher-density housing options like apartment complexes. This would reduce urban sprawl, improve transport efficiency, and create opportunities for a more integrated cycling network.
According to Hagen and Rynning (2021) higher-density developments can create environments that are more conducive to cycling by providing shorter travel distances and supporting the infrastructure needed for safe cycling. Compact urban forms can lead to more connected and accessible cycling routes, encouraging residents to choose cycling as a mode of transportation. A study on promoting cycling through urban planning and development highlights that urban form and density are critical factors in determining the bikeability of an area.
Newcastle could also benefit from adopting some of the strategies highlighted in your blog. Copenhagen’s focus on continuous and well-designed cycling lanes serves as a compelling case study. As noted in Sustrans’ (2024) “Walking and Cycling Index 2023”, 52% of residents support building more cycle paths physically separated from traffic and pedestrians, even if it means less room for other road traffic. This indicates strong public support for prioritizing sustainable mobility solutions.
Although Newcastle has made significant progress in improving its cycling infrastructure, there is still much to be done before cycling reaches the same level of comfort and convenience as driving. If the city continues to improve connectivity, standardize bike lane designs, and optimize traffic light systems, these changes would go a long way in encouraging green mobility and making cycling a more viable option for residents.
References
1. Sustrans (2024) Tyneside. Walking and Cycling Index 2023. Available at: https://www.sustrans.org.uk/media/13271/tyneside-walking-and-cycling-index-2023.pdf (Accessed 08/01/2025)
2. Hagen O. H. and Rynning M. K. (2021) Promoting cycling through urban planning and development:a qualitative assessment of bikeability. Available at: https://www.tandfonline.com/doi/full/10.1080/21650020.2021.1938195#abstract (Accessed 08/01/2025)
I would like to focus on Newcastle and the transportation challenges I have observed, particularly related to cycling. As in many cities, Newcastle lacks a cohesive cycling network and route continuity. There are stretches of road where a bike lane is painted for just 10 meters, but before and after it, no infrastructure exists at all. Cyclists are often left unsure of where to ride. Another issue I’ve noticed is that cycling symbols are sometimes painted directly in the middle of the road, without creating an actual bike lane.
This observation aligns with findings from Sustrans’ (2024) report, which states that less than half of Tyneside residents consider cycling to be safe. The report further highlights that 21% of residents want to drive less, but 35% often rely on cars due to a lack of alternative transport options. This points to not only the insufficient cycling network but also the broader urban planning approach. In my opinion, Newcastle’s reliance on townhouse developments has significantly stretched the city’s area, making it more expensive to construct and maintain infrastructure—whether for cycling, public transport, or other forms of mobility.
If the UK is serious about addressing housing and transportation challenges, it must consider encouraging higher-density housing options like apartment complexes. This would reduce urban sprawl, improve transport efficiency, and create opportunities for a more integrated cycling network.
According to Hagen and Rynning (2021) higher-density developments can create environments that are more conducive to cycling by providing shorter travel distances and supporting the infrastructure needed for safe cycling. Compact urban forms can lead to more connected and accessible cycling routes, encouraging residents to choose cycling as a mode of transportation. A study on promoting cycling through urban planning and development highlights that urban form and density are critical factors in determining the bikeability of an area.
Newcastle could also benefit from adopting some of the strategies highlighted in your blog. Copenhagen’s focus on continuous and well-designed cycling lanes serves as a compelling case study. As noted in Sustrans’ (2024) “Walking and Cycling Index 2023”, 52% of residents support building more cycle paths physically separated from traffic and pedestrians, even if it means less room for other road traffic. This indicates strong public support for prioritizing sustainable mobility solutions.
Although Newcastle has made significant progress in improving its cycling infrastructure, there is still much to be done before cycling reaches the same level of comfort and convenience as driving. If the city continues to improve connectivity, standardize bike lane designs, and optimize traffic light systems, these changes would go a long way in encouraging green mobility and making cycling a more viable option for residents.
References
1. Sustrans (2024) Tyneside. Walking and Cycling Index 2023. Available at: https://www.sustrans.org.uk/media/13271/tyneside-walking-and-cycling-index-2023.pdf (Accessed 08/01/2025)
2. Hagen O. H. and Rynning M. K. (2021) Promoting cycling through urban planning and development:a qualitative assessment of bikeability. Available at: https://www.tandfonline.com/doi/full/10.1080/21650020.2021.1938195#abstract (Accessed 08/01/2025)