Commentary: Smíchov City and cycling infrastructure; the concept is good, but the implementation is disappointing

So far two urban blocks of the development in Smíchov by Sekyra Group have been completed. A key feature of the project is the return to block-style development, a design abandoned in Prague during the second half of the 20th century. This approach aims to restore the original 19th-century urban structure while creating attractive streets, mixed-use areas, and a city of short distances.

But how does Smíchov City fare in terms of cycling infrastructure? We previously discussed the plans for the entire district here, including the new Smíchov railway station. Now, let’s look at what has already been built.

A “cyclepath” no one can access

At the heart of the future district, currently consisting of two completed blocks, is a 27-meter-wide street functioning as a pedestrian zone. Running down its center is a 3-meter-wide red asphalt cyclepath. The cycling master plan envisions this as part of the primary A13 bike route. Once additional blocks are constructed, the path will continue toward Smíchov railway station, where it will connect to the major A3 bike route. For now, however, while it appears to be a cyclepath, it is officially still a pedestrian zone. This means pedestrians have priority, and the maximum permitted speed is 20 km/h. The red path is intermittently crossed by bands of cobblestones intended to evoke the historical railway tracks. While visually appealing, this design feature diminishes the path’s usability for children’s scooters, skateboards, and inline skates.

A major flaw is the lack of any ramp to access the new “cyclepath” from Za Ženskými domovy Street. Instead, it begins with a series of bollards and a high curb, which severely limits its functionality and connectivity. Although this issue might be addressed after the Na Knížecí bus station is decommissioned, there’s no reason a provisional solution couldn’t have been implemented. Simply lowering the curb and painting a bike sharrow on the roadway would provide basic connectivity in the meantime.

The side streets

A disappointing aspect of the project are the side streets, where asphalt and parking dominate most of the space. There is significantly more parking here than in the original streets of Smíchov, despite the presence of a large and costly underground parking garage beneath the new blocks. Tree lines run along both sides of the street, but they encroach on the sidewalks. A more practical and aesthetically pleasing solution would have been to place the trees in bays between parked cars. However, parking spaces and a uniform asphalt surface seem to have taken priority.

Bike racks

Bike racks have made it onto the roadway in at least one location: the intersection of Šiklová and Nádražní streets. These municipal racks are installed directly on the road, a rare approach in Prague, where the police and other entities often reject this common international practice. Here, the setup works well: bikes don’t take up sidewalk space and simultaneously prevent cars from parking within the sightlines of the intersection. Additional street furniture, including bike racks, can also be found in the pedestrian zone, where some racks even replace bollards.

Too many steps

One disappointing detail is the design of raised crosswalks, which feature rough, stepped ramps. While drivable for cars, these are extremely unpleasant, if not dangerous, for cyclists. In other parts of Prague, such as Prague 1, efforts have been made to grind down or partially eliminate such thresholds, yet six new ones have been built here with an even rougher design. Although the intention to prioritize pedestrian connections is commendable, experience from other areas shows that raised crosswalks can be designed without significantly worsening conditions for cyclists. Furthermore, accessibility standards specify that curbs should not exceed 20 mm in height, a requirement this design fails to meet. For instance, how could a wheelchair user access the sidewalk?

Nádražní street remains a Tank Track

Nádražní Street, which continues to serve as part of the major left-bank A1 bike route (though the cycling master plan envisions replacing it with the primary A131 route in the future), has undergone changes on the side of the new block. A new sidewalk and tram boarding island were built, with a raised strip for cars and cyclists between the platform and the sidewalk. However, this strip retains the rough historical cobblestones, making it very uncomfortable for cyclists.

As a result, cyclists will ride here more slowly and with greater difficulty, all while being impatiently pressed by drivers from behind. The design does not allow for safe overtaking, further exacerbating the issue.

Cycling infrastructure: A disappointment

The current implementation of Smíchov City demonstrates that while the city is returning to block development and higher-quality public spaces, cycling infrastructure is far from ideal. The path through the central pedestrian zone lacks proper connectivity, the main street offers nothing for cyclists, and the side streets seem to have been pulled straight out of a pre-21st century concept. Even small, poorly considered details, like the rough stepped ramps, make cycling more difficult. Hopefully, these issues will be addressed in future phases. Only then can we say that the new district truly supports and prioritizes all sustainable modes of transportation.

How can you contribute?

How can we prevent similar mistakes in the future? Elect proactive policymakers who take an interest in projects at this level of detail. Hold the city and its officials accountable for adhering to their own visions, strategies, and standards. Monitor public notices and make your interest in sustainable mobility known—not only to politicians and officials but also to private developers. You can also support organizations like *Městem na kole* so we can continue bringing these topics into the public discourse.