Transport, Urban Development, and Footfall: Why City Infrastructure Determines the Success of Shopping Centers

 

The success of a shopping center begins not with marketing or advertising, but with the road leading to it. How conveniently a visitor can reach the mall — by public transport, on foot, or by car — often determines foot traffic volumes more accurately than any promotional campaign.

In Europe, this has long been part of urban economics: new shopping centers are planned alongside transport hubs, pedestrian crossings, bicycle parking, and public transport stops. For city authorities, this is an investment in residents’ comfort; for businesses, it guarantees a steady flow of customers.

In Ukraine, however, the situation is more complicated. Infrastructure often lags behind construction, decisions are made ad hoc, and accessibility issues are addressed only after a facility is already in operation. As a result, even well-located shopping centers often face a paradox: they are at the heart of urban life, yet increasingly difficult to reach.

When Infrastructure Works for Business

In most European cities, access to commercial zones is not a business concern — it is part of urban policy. Transport development plans, pedestrian routes, and short-term parking areas are approved as early as the design stage. This ensures that the opening of a new shopping center does not cause transport chaos but rather revitalizes the area.

In Poland, for example, large shopping centers are rarely built in districts that are not easily accessible by public transport. In Warsaw or Wrocław, even before such facilities open, the city authorities approve access routes and allocate funds to widen roads or build new pedestrian crossings. It is also common practice to install additional public transport stops right next to the entrances — not for the convenience of business, but for residents. Yet everyone benefits: passenger traffic increases, and so does mall visitation.

In the Czech Republic, municipalities often finance small but crucial improvements — bicycle racks, traffic lights near shopping areas, covered bus stops, or pedestrian lighting. This is cheaper than later solving congestion or illegal parking problems and simultaneously creates a comfortable environment where commercial properties generate stable tax revenues.

In Scandinavia, pedestrian and bicycle access are as integral to shopping infrastructure as parking lots. In Denmark, Sweden, or the Netherlands, shopping centers are designed as parts of broader mobility systems: the distance from a tram or bus stop to the entrance is no more than 300–400 meters, and bicycle parking is a mandatory design element. In some Dutch cities, such as Utrecht, municipalities even require developers to provide a detailed “access time” calculation — not just the distance, but the actual time a visitor would need to reach the facility on foot or by bike.

Such measures have measurable economic effects. According to the OECD and the International Transport Forum, a 10% increase in pedestrian accessibility can raise visits to commercial areas by 5–8%. The UK’s Pedestrian Pound studies showed that after pedestrianizing streets, shop revenues grew by 40%. For European cities, this is no longer a matter of comfort but an element of economic strategy: infrastructure works for business when cities plan not only buildings but also people’s movement.

Ukrainian Reality: When Construction Outpaces Planning

In Ukrainian cities, commercial real-estate development often outpaces infrastructure upgrades. Shopping centers appear faster than roads, junctions, or public transport lines that could support the flow of visitors. Zoning plans exist on paper, but real coordination between architecture, transport, and urban maintenance departments is mostly absent.

This is particularly evident in Lviv. For example, Mazepa Street near the Spartak Shopping and Entertainment Center has been slated for widening and traffic reorganization for over eight years — first delayed by COVID-19, now by the war with Russia. Topolni Lane, located behind the center, has not undergone major repairs since the 1980s. At the same time, the city requires developers to pay infrastructure development fees, which all commercial properties must contribute before opening. However, these funds are not necessarily used to improve infrastructure around the specific site. As a result, the area around a mall can remain unchanged even after fees have been paid.

This situation illustrates a broader problem of urban development: business investments do not translate into visible environmental improvements, and residents of nearby districts see no benefits — only increased traffic load.

Consequently, even successful commercial projects face a common issue: transport and pedestrian logistics do not match visitor volumes. Areas once seen as promising for business now suffer from congestion, parking shortages, and a lack of safe routes.

Pedestrians, Cyclists, and the Logic of Movement

 

 

It might seem that pedestrian traffic is not very important for shopping centers located near main roads. However, practice shows that when dense residential development surrounds a mall, pedestrian flow can account for up to 40% of total traffic. This factor must be considered to increase footfall — well-placed crossings, clear navigation, smooth pedestrian transit routes, and the presence of elevators or moving walkways at every access level all play a role.

As for cyclists, their numbers directly depend on the city’s infrastructure. In Lviv, this system is only partially developed: cycle paths are disconnected, the hilly terrain, variable weather, and lack of cycling culture make this traffic segment the least significant for shopping centers.

How Infrastructure Shapes the Economics of Shopping Centers

For a visitor, the journey to a shopping center begins long before they reach the entrance — with the road, sidewalk, crossing, or bus stop. Every inconvenience along the way reduces the likelihood that they will come at all. Retail studies show that people are more likely to visit facilities they can reach quickly and safely in multiple ways — on foot, by bike, by public transport, or by car.

This environmental accessibility directly influences consumer behavior. In areas with convenient access and clear navigation, visitors spend more time and money. In cities with safe crossings, covered stops, and short-term parking areas, the average time spent in malls can be 15–20% longer than in similar centers without such infrastructure. These small details create a sense of convenience that determines repeat visits.

Conclusions

Infrastructure is not a backdrop for business — it is part of its economy. Where urban planning aligns with the needs of residents and businesses, shopping centers become natural extensions of city life. Where roads, sidewalks, and stops are designed “after the fact,” even the best location gradually loses its appeal.

For Ukrainian cities, this is not just a matter of convenience but of competitiveness. Accessibility and comfort now determine where people choose to go — with both their wallets and their time. Cities that learn to think in terms of infrastructure will gain not only higher living standards but also stronger business growth.

Lviv is an example of a city with great potential but lacking systemic planning: specific cases around the Spartak Shopping and Entertainment Center show that even when infrastructure fees are paid, improvements near the facility are not guaranteed. If the city learns to plan comprehensively, upgrading its transport network will become not an expense but an investment in a stable urban economy.