A BICYCLE REVOLUTION IN COPENHAGEN

The City of Copenhagen
Copenhagenize ConsultingNUMBER OF BICYCLE TRIPS TO/FROM THE INNER 
CITY FROM 6:00 AM TO 6:00 PM ON WEEKDAYS
Copenhagen’s plan for achieving a greater modal share for bicycles 
includes increasing the capacity of the cycle tracks to the city centre, 
in order to accommodate an additional 60,000 cyclists by 2025.
The goal was firmly set by a unanimous city council as an 
integral part of the vision of Copenhagen as an Environmental 
Capital. Above par conditions for cycling are also an important 
element in Copenhagen’s goal of having a good city life and 
making Copenhagen C02 neutral by 2025. Good conditions for 
cycling are also part of the city’s official health policy.
In other words, cycling is not a goal in itself but rather a highlyprioritised political tool for creating a more liveable city. 
Copenhagen is already a fine bicycle city. Every single morning 
hundreds of thousands of Copenhageners choose the bicycle as the 
most natural thing in the world. It is amazing to many foreigners 
and the source of great interest for journalists, researchers, 
politicians and urban planners from every corner of the world.
Copenhagen couldn’t have achieved this status without a 
steady and comprehensive effort. Cycling in Denmark has 
fallen by 30% since 1990. The numbers for Copenhagen, 
however, head in the opposite direction. The number of 
kilometres cycled has risen by around 30% since 1998 and 
the bicycle’s modal share for trips to work or educational 
institutions has risen to over a third in the same period. 
This makes the bicycle the most popular transport form for 
commuting in Copenhagen.
The goal of this publication is to highlight, with the help of 
words, numbers and photos, what is required if Copenhagen 
is to reach its ambitious goal of increasing the modal share for 
bicycles. Not to mention making the city more bicycle-friendly. 
In other words, how we can take Copenhagen to the next level as 
a bicycle city. From good to better and on to the best in the world.
This bicycle strategy replaces the municipality’s former 
bicycle strategy “Cycle Policy 2002-2012”.
Enjoy the read!

This high percentage of the modal share is 
a key element in the declared goal of making 
Copenhagen
Co2-neutral
by 2025
of all trips to work or educational 
institutions in Copenhagen are by bicycle,* 
equalling 0 tonnes of C02 emissions.
36%
*Average 2008-2010
A BETTER 
BiCYCLe CITY
A MORE 
LiVeABLe
CITY
A bicycle-friendly city is a city with more space, less noise, 
cleaner air, healthier citizens and a better economy. It’s a city 
that is a nicer place to be in and where individuals have a 
higher quality of life. Where accessibility is high and there is 
a short route from thought to action if one wants to head out 
into nature, participate in cultural or sports activities or buy 
locally. Bicycle traffic is therefore not a singular goal but rather 
an effective tool to use when creating a liveable city with space 
for diversity and development.
Fortunately, it pays off to invest in urban cycling. Increased 
cycling levels give society less congestion, fewer sick days, 
longer life expectancy, less wear and tear on the roads and less 
pollution. Cycling initiatives are also inexpensive compared 
with other transport investments.
The eyes of the world are already focused on Copenhagen – The 
City of Cyclists. By continuing the ambitious work towards 
becoming the world’s best cycling city, we maintain the many 
positive stories about the city. Stories that brand Copenhagen 
as a liveable, innovative, sustainable and democratic city with 
a political will to lead the way in the battle for an improved 
quality of life for the citizens. By aiming to be the best in the 
world we can show the way for other cities around the world 
and raise the bar for what is possible in the area of urban 
cycling.
Copenhageners choose the bicycle because it’s the fastest and 
easiest way to get around. Period. If the numbers of cycling 
citizens are to increase it is all about making the bicycle the 
fastest and easiest way to get around for even more citizens 
than today.
This is not possible without a strong prioritising of bicyclefriendly infrastructure and a will to think out of the box. These 
are therefore the two central principles in the bicycle traffic 
area: prioritising and innovation.
PRIORITISING
The cycle tracks of Copenhagen are already under pressure 
during rush hour. It is necessary to give more space to cyclists 
on the main arteries. In order to increase the sense of security, 
make it possible for people to ride at their preferred speed 
and, not least, to make it more attractive for those who are 
too insecure to cycle today. In some places the existing cycle 
tracks will be widened, in other places alternative routes 
will be necessary to move some of the bicycle traffic away 
from the congested routes. Infrastructure expansion will be 
accompanied with campaigns focused on more considerate 
behaviour in traffic.
It is therefore necessary to improve travel times by bicycle 
compared to other transport forms. It requires prioritising 
ambitious short cuts like tunnels and bridges over water, 
railways and large roads. In addition, it requires many small 
speed improvements, including allowing contraflow cycling on 
one-way streets, allowing cycling across squares, implementing 
more Green Waves for cyclists, etc. Finally, traffic calming - on 
quiet streets near schools, for example - is also necessary if the 
bicycle is to have a serious advantage in traffic.
INNOVATION
One of the unique things about Copenhagen is our cycle tracks. 
Working to expand and develop our cycle track network must 
continue. If we are to encourage many new cyclists to get onto 
their bicycles it is crucial that we’re open to new concepts. 
Regardless of whether it is infrastructure or other types of 
solutions. It could be, for example, making certain streets oneway for cars in order to create improved space for better cycling 
conditions, new types of bicycle parking – including cargo bike 
parking – and initiatives that make streets with cobblestones 
into attractive cycle routes. 
Infrastructure like footrests at intersections and air pumps 
have both a practical and a communication value. Partnerships within the municipality should put the bicycle onto the 
agenda as a way to improve health and integration. In addition, 
external partnerships with companies, shopping districts, 
public transport providers, neighbouring municipalities, etc., 
ensure optimal effect and anchor the various initiatives. Finally, 
it is necessary to work systematically with communication 
campaigns aimed at specific target groups with the potential 
to cycle more.
SAFE, QUICK, COMFORTABLE AND LOADS OF CITY LIFE
These keywords should define cycling in Copenhagen if we 
are to achieve our goal of becoming the world’s best bicycle 
city. Therefore, each of these keywords is a theme on the 
following pages. We’ll give examples of how each of them 
can be improved through prioritising and innovation. The 
complete recipe for becoming the world’s best bicycle city, 
including the specific political goals, is summed up at the end 
of this document.
First, a few statistics about Copenhagen – The City of Cyclists.
WHAt
NEEDS TO 
BE DONE?
CitY Life
sP
Comfort
eed
seNse of 
seCuritY ”We will also have to work even 
more with new solutions that include technology, communication 
and partnerships. For example, IT 
solutions must be integrated into 
both bicycles and the roads.”
”Travel times are a central parameter for competitiveness, regardless 
of which type of transport you are 
dealing with.”
6 7Figure 3: Daily bicycle traffic on 
Bryggebroen bridge, 2006-2010 (bicycle count).
Figure 5: Cost examples for specific traffic measures.
9000
8000
7000
6000
5000
4000
3000
2000
1000
0 
2006 2007 2008 2009 2010
Figure 4: Trips to work and educational institutions 
in the City of Copenhagen by mode 
(average 2008-2010, TU-data).
(Samfundsøkonomiske analyser af cykeltiltag - metode 
og cases, COWI, 2009)
0 - 2 km 2 - 4.9 km 5 - 9.9 km 10 - 14.9 km > 15 km ALL
WALK 30,000 6,000 0 0 0 36,000
BICYCLE 35,000 67,000 43,000 9,000 1,000 155,000
CAR 3,000 18,000 27,000 23,000 67,000 138,000
BuS 1,000 9,000 14,000 3,000 1,000 29,000
TRAIN 1,000 4,000 13,000 13,000 43,000 74,000
OTHER 0 0 1,000 1,000 4,000 6,000
ALL 70,000 105,000 98,000 49,000 116,000 438,000
Figure 2: People who work or study in Copenhagen, divided by mode and distance to work/educational institutions
(TU-data 2008).
1998 2000 2002 2004 2006 2008 2009 2010 Target 
for 2015
50%
40%
30%
20%
10%
0%
Figure 1: Modal share for bicycles 1998 - 2010, trips 
to work and educational institutions in the 
City of Copenhagen (TU-data).
the bicycle, with a 
modal share of 36%, 
is the most used form 
of transport for trips 
to work or educational 
institutions.*
*Average 2008-2010
BICYCLE
36%
CAR
29%
28% PUBLIC 
TRANSIT
7% WALK
tHe soCietAL BeNefits 
of CYCLiNG
FROM ØSTER ALLé TO NØRREPORT DURING RUSH HOUR
• Taking a bicycle results in a net profit for society of 
DKK 3.65 (€0.49).
• Taking a car results in a net loss for society of 
DKK 6.59 (€0.89).
• Yearly health benefits of cycling in Copenhagen: 
DKK 1.7 billion (€228,000,000).
Socio-economic analyses of bicycle initiatives 
– methods and cases, COWI, 2009
Socio-economic analyses give 
values to the effects of a given 
initiative in DKK so that the 
total effect can be calculated 
and solutions can be compared 
as best possible. The focus is 
on the total societal effect.
NuMBERS
AND TRENDS
150,000 people cycle each day to work or educational institutions in The City of Copenhagen. 
Copenhagen’s overall goal for cycling include goals for the 
number of cyclists as well as the quality of cycling (sense of 
security, safety, travel time and comfort). One of the more 
ambitious goals is increasing the modal share for bicycles to 
50% of all trips to work or educational institutions by the end 
of 2015. In 2010 the modal share was 36%. Raising that to 50% 
means encouraging 55,000 citizens to cycle. An increase to 45% 
means 35,000 citizens must hop onto their bicycles.
Choosing the bicycle happens regardless of age, wage or gender. 
The modal share for bicycles has been stable for the past five 
years. This is impressive in a period with increased car ownership 
and the opening of a new metro and it is the result of the many 
improvements for cyclists that have been implemented over the 
past few years. An increased effort, however, is still necessary if 
the modal share is to rise. We are also heading into unexplored 
territory, as no city in the western world has a modal share for 
bicycles, used to travel to work or educational institutions, that 
is higher than 40%. 
In addition, factors that are not directly related to cycling have 
a great influence on the possibility of reaching the goal. The 
strength of the goal is that it forces Copenhagen to aim high. If it 
isn’t reached by 2015, there is still something to aim for in 2025.
Figure 2 illustrates where the new bicycle trips potentially can 
be found. Today, there are roughly 45,000 people who drive 2-10 
kilometres to work in Copenhagen – most of them reside outside 
of the municipality. If half of those trips, as well as a third of car 
trips between 10-15 kilometres - are moved over onto bicycles 
then the modal share will rise to 45%.
A reduction of 10% in travel times for bicycles gives 1-2% more 
bicycle trips. Wider cycle tracks on all streets with more than 
10,000 daily cyclists and/or alternative routes separated from 
motorised traffic are estimated to lead to a rise of 3-5% in the 
modal share of bicycles. A prerequisite for the full effect is that 
the initiatives are marketed both to the general public and to 
specific target groups.
Ambitious short cuts like Bryggebroen – the bicycle and 
pedestrian bridge over the harbour – are necessary and 
something that Copenhageners appreciate greatly (figure 3). The 
bridge has provided many people with a shorter trip between 
home and work, as well as increasing sense of security and 
comfort greatly, as the route is separated from car traffic, and not 
least because it is a beautiful route. Bryggebroen is well-placed 
for accessibility to the new urban developments Havneholmen, 
Havnestaden and Ørestad North.
There is no one route to an increased modal share for bicycles. A 
broad array of initiatives must be put into place. Both physical 
and non-physical, both expensive and inexpensive. The central 
idea regarding infrastructure is thinking about a coherent, 
high-quality network without weak links in the chain. Just one 
intersection that doesn’t feel safe is enough for the elderly to 
leave the bicycle at home. Stretches without cycle tracks are 
enough for parents to not let their children cycle to school. Just 
one missing shower will discourage long-distance commuters 
from cycling to work. 
Bryggebroen also illustrates that there are still missing links 
in the Copenhagen bicycle network. Bryggebroen is a part of an 
important route from Østerbro/Nordhavn - around the outside 
of The Lakes - to Amager. Some of the missing links on this 
route include crossing Østerbrogade, crossing Åboulevard, the 
section below Det Ny Teater, lack of cycle tracks on Gasværksvej 
and Skelbækgade, a ramp from Dybbølsgade to the north side of 
Fisketorvet, a good connection from Bryggebroen to Axel Heides 
Gade and over Amager Fælled to Ørestads Boulevard. 
The modal share for bicycles is also affected greatly by the 
quality of the other transport forms. For example, congestion 
charges for motor vehicles will cause the cycling share to rise. 
The quality and price of public transport also has an effect 
for the growth of bicycle traffic. These issues are covered in 
another context, including ”Action Plan for Green Mobility” and 
therefore are not covered in the bicycle strategy.
TRANSPORT FORM COST EXAMPLES
BICYCLE 1 km cycle track (both sides)
Network of bicycle super 
highways (300 km) in the 
capital region.
DKK 16 mio. (€2.2M)
DKK 900 mio. (€2.2M)
CAR Nordhavnsvej
Motorway expansion from 
Roskilde-Fløng
DKK 1.8 billion (€242.2M)
DKK 2 billion (€269.1M)
METRO 1 km of the Metro City Ring DKK 1 billion (€134.5M)
TRAIN Extra track for overtaking 
between Holte-Bernstoffsvej
DKK 1.5 billion (€201.8M)
BuS City of Copenhagen’s 
annual bus subsidy
New bridge/tunnel for 
cyclists and pedestrians
New urban development 
areas with perspectives 
beyond 2015
Large-scale improvements / 
start from scratch
OK – only minor 
adjustments required
More space
PLusnet
In 2025 there will be a PLUSnet for cyclists in Copenhagen, 
consisting of chosen Green Routes, Bicycle Superhighways and the 
most congested bicycle routes. The PLUSnet ensures a high level 
of quality for space, intersections and maintenance so that many 
cyclists can travel securely and comfortably at the tempo that suits 
each individual. 
CONVERSATION CYCLING
On the PLUSnet, Copenhageners can converse with a friend or 
cycle next to their mum or dad without being disturbed by the bell 
ringing of people who want to get past. The goal is 3 lanes in each 
direction on 80% of the network (4 lanes in total on stretches where 
the cycle tracks are bi-directional).
WE’RE ON OuR WAY
The map shows the PLUSnet, examples of large-scale improvements 
that have been approved and other improvements between now 
and 2025 that have a high priority. The exact routes and capacity 
will be adjusted on an ongoing basis, based on traffic and city 
development.
Bridge over Lyngbyvej and the coming Nordhavnsvej
Cirkelbroen
Bryggerampen
Bridge across the inner Harbour
EXAMPLES OF APPROVED PROJECTS
BRIDGES:
STRETCHES:
Nørrebrogade (wider cycle tracks, among other projects)
farum route (Bicycle Superhighway)
Albertslund route (Bicycle Superhighway)
svanemølle route (Green Cycle Route)
Nørrebro route, Åbuen - Jagtvej (Green Cycle Route)
10 11On a bicycle the city can be experienced 
spontaneously and up close and personal. The 
more there is to sense and experience when you 
roll through the city, the shorter the trip feels and 
it becomes more attractive to cycle. 
Cyclists appreciate having things to look at but 
they also contribute greatly to life in Copenhagen’s 
streets. They make the city safer and nicer for 
everyone to move about in.
CitY 
Life
12 13SHOPPING BY BICYCLE
Shopping trips made up 34% of all trips made by Copenhageners 
in 2009 and the bicycle’s share of these trips was 27%. In 2025, 
there will be a standardised and reoccurring campaign directed 
at encouraging more shopping by bicycle. The campaigns will 
be supplemented with minor physical improvements (bike-thru 
shopping and parking, for example). The efforts will be done in 
collaboration with local businesses and citizens. On shopping 
streets, bicycle parking is included in the design from the beginning. 
CARGO BIKE PARKING
17% of Copenhagen families have a cargo bike. Cargo bikes are especially 
used for transporting children and shopping and they are often an alternative 
to having a car. One fourth of all cargo bike owners say that their cargo 
bike is a direct replacement for a car. In 2025 there will be excellent parking 
facilities for cargo bikes outside of homes, institutions and shops. In addition, 
cargo bikes will be an integral part of Copenhagen’s City Logisitics system. 
Pilot projects for cargo bike parking will be replaced by standard solutions 
developed in collaboration with businesses, home-owner associations and 
developers.
IN 2011
Requirements for bicycle parking for new buildings – including cargo bike 
parking – have been included in the “Municipal Plan 2011”. It has been 
decided to develop and implement more cargo bike parking in 2012-2013. 
The streets in 2025 can handle rush hour, peak shopping hours, 
evening life and night activities. By using ITS (Intelligent Traffic 
System), the street is transformed from being static to being 
dynamic. LED lights in the asphalt signal which transport form has 
priority and when. Certain stretches, for example, can be made oneway for cars for some periods of the day, just as cycle tracks can be 
widened during the morning rush hour by taking over space from 
the sidewalk. The sidewalks can then be widened during the middle 
of the day when there are more pedestrians and fewer cyclists. By 
letting the street follow the natural rhythm of the city and not vice 
versa, there will be more vitality and a more pleasant urban space. 
The bicycle is a flexible and space-saving transport 
form that both invites more city life, as well as 
contributes to it. Especially in densely-populated 
areas, the bicycle provides the easiest access to shops, 
homes, workplaces and educational institutions. 
In addition, bicycles takes up much less space in 
the city compared with other transport forms. By 
encouraging more people to ride bicycles, we free up 
more space for city life for everyone. 
In The City of Cyclists in 2025, more city streets are 
designed with pedestrians and cyclists in mind. The 
many cyclists contribute to a more liveable city that 
is rich in experiences. Switching between walking 
and cycling is easy and effortless and there is even 
more space in the city for recreation. It is easy to 
shop by bicycle and there are excellent parking 
facilities – including for cargo bikes – and there is 
room for everyone on the cycle tracks when it is 
needed.
CITY LIFE
from A to B
iN 2025
IN 2011
Funding has been allocated to ITS solutions for cyclists. Pilot projects 
with LED lights embedded in the asphalt, perhaps with alternating 
use of space like virtual bus stop islands (2012-2013).
IN 2011
Dialogue is established with large chain stores and shopping centres 
regarding improvements in bicycle parking.
THE RHYTHM OF THE STREET
14 15Even though Copenhagen’s cyclists are generally 
pleased with Copenhagen as a cycling city, there 
are some areas where satisfaction is falling. For 
example, only 3 out of 10 think that the city’s 
bicycle parking facilities are satisfactory, and only 
5 out of 10 are satisfied with the maintenance of 
the cycle tracks. 
If we are to reach the goal of having more people 
cycling to work and educational institutions 
in 2025, the comfort level must be improved 
across the board so that both the current and 
the potential cyclists find it easy and attractive to 
cycle in Copenhagen.
Comfort
16 1718
A positive bicycle experience is important if more 
people are to cycle. Good parking facilities are vital 
– especially if we want to reduce bike theft and the 
number of toppled bicycles that are a nuisance for 
passers by. The quality of the cycle tracks and of 
maintenance is of great importance for comfort 
levels. If more citizens choose the bicycle it will result 
in a better everyday life for many because of increased 
accessibility, reduced pollution, less noise and safer 
traffic conditions.
In the City of Cyclists in 2025, there is a markedly 
better level of comfort for cyclists. There is a high 
level of maintenance of the cycle tracks and you can 
ride around most of the city with a cup of coffee on 
the handlebars - without spilling it. Better parking 
facilities make it easier to park and there are air pumps 
and fountains in busy areas. Especially around train 
and metro stations and bus terminals, the parking 
conditions are tip top. In addition, partnerships with 
workplaces ensure that the journey from ”kitchen 
counter to desk” is smooth and a modern bike share 
system makes it easier to combine your bicycle with 
the bus, train and metro.
ComfortABLe
FROM A TO B
IN 2025
BICYCLE PARKING
Good bicycle parking is a benefit for pedestrians and cyclists and 
it improves the aestheticism of the city. In 2025, there are still  
more bicycles in Copenhagen than parking spots but through 
a coordinated effort to improve conditions and facilities – in 
partnership with shops, workplaces and public transport providers 
– Copenhageners are far more satisfied with bicycle parking.
IN 2011
Bicycle parking at Svanemøllen Station was improved in 2011. The 
redesigned Nørreport Station, with easier access and more bicycle 
parking, will be finished in 2014. The Bicycle Butler project, where 
bicycles are moved and serviced at six metro stations, has been 
expanded and the efforts to clean up abandoned bicycles has been 
intensified from 2011.
A cycle track is not just a stretch of asphalt. It can be both a dream 
and a nightmare to ride on. In 2025, Copenhageners can ride 
comfortably through the city, transporting infants, loved ones 
and groceries without having to worry about bumps or potholes. 
Snow clearance in 2025 still has a high priority – with a special 
A+ priority level given to the PLUSnet so that snow is cleared in 
wider swathes.
IN 2011
Funding for maintenance regarding cycling was 
increased by DKK 10 million a year (€1.3 million), 
from 2011. Funding for snow clearance on cycle 
tracks was increased by DKK 2 million a year 
(€270,000), from 2012 .
GOOD CYCLE TRACKS – ALL YEAR ROUND
NEW BIKE SHARE 
SYSTEM 
In 2025, a bike share system is an integral part of the public 
transport system in the capital region and enjoys an equal footing 
with buses, trains and metro. This applies to the payment system, 
running the system and marketing it. Combining the bicycle with 
public transport is a competitive alternative to cars in the region.
IN 2011
Copenhagen has started the process of inviting bids for a new bike 
share system that is expected to start operating in Spring 2013. 
The new bicycles must be dependable and comfortable. With new 
technology like smartphone apps, it will be easy to find available 
bicycles, receive information about the shortest route, the weather 
and things to do in the city.
1948% of Copenhagen cyclists say that the main reason 
they choose the bicycle is that it’s the fastest and easiest 
way to get around. In order to encourage more people 
to ride, it is paramount that the travel times on bicycles 
are competitive with the other transport forms. Travel 
time isn’t just about speeding through the streets, it’s also 
about being able to choose your own tempo and direct 
routes. Too many brief stops, detours and stretches where 
overtaking is impossible make travel times much longer.
In order to ensure the shortest possible travel time from 
A to B, the existing cycling network must be further 
developed, with extra focus on PLUSnet and establishing 
short cuts. Redesigns like new cycle tracks, traffic 
calming and speed bumps will contribute to improving 
the travel times for cyclists and improve both safety and 
sense of security.
trAVeL 
time
20 21CONTRAFLOW 
CYCLING ON ONE-WAY 
STREETS
There are many streets in Copenhagen where cyclists must use a 
detour because of one-way streets. In 2025, most one-way streets 
for cyclists have been eliminated. Travel times are reduced for 
cyclists and the local traffic is better distributed.
IN 2011
Contraflow cycle tracks are being implemented in, among other 
streets, Bremerholm and Gothersgade and funding has been 
approved for eliminating one-way streets for cyclists in a series of 
smaller streets (will be completed 2012/2013). 
FEWER MISSING LINKS
Direct routes without unnecessary stops is of utmost importance 
for travel times. It is important to eliminate missing links on the 
main arteries. In 2025, the route from Østerbro/Nordhavn, along 
the outside of The Lakes, to Vesterbro and Amager will no longer 
have any missing links. 
IN 2011
From Dybbølsbro to the north side of Fisketorvet and on to 
Bryggebroen: A new bicycle ramp will be completed by the end of 
2012. The intersection at Åboulevard/Rosenørns Allé by The Lakes 
will be redesigned in 2012 so there will be a better and faster crossing 
for the many people who travel along The Lakes.
MORE PEOPLE 
CYCLING FARTHER 
AND QUICKER
Travel time is even more important for long distance commuters. 
They have no interest in stopping constantly en route. It can also be 
more enjoyable when several people cycle together. In 2025, there are 
more e-bikes and an intelligent traffic system on the regional network 
of Bicycle Superhighways provides Green Waves for cyclists who ride 
in groups. Sensors embedded in the asphalt register the number of 
cyclists and the traffic lights adjust to give green lights to groups of 
cyclists. 
On many routes the bicycle is the fastest and most 
flexible form of transport. By reducing the travel 
times for cyclists, citizens can save even more time 
when they move about the urban landscape. This 
requires a coherent network of attractive bicycle 
routes criss-crossing the city. More space must also 
be created on the most congested stretches so cyclists 
don’t get caught on cycle tracks that are too narrow 
during rush hour.
In the City of Cyclists in 2025, the bicycle is the fastest 
form of transport in many parts of the city and the 
travel time from A to B is reduced by 15%. Short cuts 
like bridges over water and large roads and routes 
through green areas give cyclists a considerable 
advantage. Even more intersections are equipped 
with Green Waves for cyclists and a coordinated effort 
with the police makes it possible to ride contraflow 
on most of the city’s one-way streets.
There are cycle tracks on all stretches with many 
cyclists and the speed limits for cars has been reduced 
on several smaller roads, for example by schools. 
Work continues with new technology, including long 
distance commuting and promotion of e-bikes and 
real-time traffic information connected to a travel 
planner for cyclists. Data about bicycle traffic is freely 
available via digital platforms, which have created the 
foundation for innovative products and smartphone 
applications that benefit cyclists.
QuiCKLY
FROM A TO B
IN 2025
IN 2011
In 2012-2013, a Green Wave for cyclists will be implemented on 
Østerbrogade and in 2011-2013 the first Bicycle Superhighway 
will be inaugurated in association with neighbouring 
municipalities. Technological solutions, like detecting groups 
of cyclists and prioritising them at intersections, will be tested.
EFFECTIVE AND 
IMPRESSIVE 
SHORT CUTS
New routes over water, railways and squares can improve travel 
times markedly and can also make it possible to experience the city 
from new and more peaceful angles. In 2025, there are many more 
short cuts – both large and small.
IN 2011
The bridge Cirkelbroen over Christianshavns Kanal, across from 
Den Sorte Diamant, will be completed in 2012 and the bicycle and 
pedestrian bridge over Lyngbyvej and the coming Nordhavnsvej will 
be completed in 2013. 
22 23One of the requirements for choosing the bicycle is that 
the individual citizen has the impression that cycling 
is safe. One of our goals is that in 2015, 80% of cyclists 
in Copenhagen feel safe in the traffic and in 2025, that 
number will be 90%. In 2010, the number was 67%. A 
city that feels safe to cycle in means more people will 
ride – not least newcomers to the city, children, the 
elderly and others who find cycling during rush hour 
to be an overwhelming experience today. 
Many transport habits are established at an early 
age and children who are used to cycling are 
more inclined to keep cycling and will be better at 
navigating through the traffic when they are older.
seNse of
seCuritY
24 25sAfeLY 
FROM A TO B
IN 2025
GREEN AND 
BLUE BICYCLE 
CONNECTIONS
Bicycle connections along the water and through green areas 
separated from car traffic offer an increased sense of security and 
open up new ways to enjoy the city’s green and blue areas. At the 
same time, they are an important alternative to the busy streets 
where bicycles compete for space with the other transport forms. 
IN 2011
The Svanemølle Route from Østerport Station to Ryparken Station, 
the promenade connection in Havnegade and the bicycle route along 
the old Amager railway will be completed in 2013.
Traffic safety has been greatly improved over the past 
few years. Statistically, the risk of being involved in a 
serious accident has fallen by 72% per cycled kilometre 
since 1996. Copenhageners’ sense of security in 
the traffic has also improved of late. If this sense of 
security is to rise even further among current cyclists 
and potential cyclists alike, the most important areas 
of focus are creating more space on the cycle tracks, 
making intersections safer and using behavioural 
campaigns to improve consideration in traffic – 
including on the cycle tracks. The general traffic 
safety efforts are also very important. For example, 
reducing speed limits for cars where necessary.
In The City of Cyclists in 2025, both young and old feel 
safe on bicycles. It is a normal sight to see parents 
and children cycling alongside each other in rush 
hour and that many more cyclists are able to ride 
alongside each other and chat. The infrastructure 
makes it possible to ride at the speed that suits the 
individual best and improvements at intersections 
allow cyclists to cross feeling safe.
Cycle track etiquette has been established and the 
citizens share a common understanding of what 
considerate behaviour is.
ROOM FOR 
DIVERSITY
Congestion on the cycle tracks is a significant source of a 
negative sense of security. The more cyclists we get, the more 
different types of cyclists we get, too. People ride differently 
and the cycle tracks of Copenhagen should allow for this 
diversity. There should be space to allow for taking it easy, 
checking out shop windows and city life, without blocking 
the path for those who just want to ride quickly.
IN 2011
Examples: Wider cycle tracks on Nørrebrogade and Store 
Kongensgade, as well as pilot projects with painted lanes on 
cycle tracks – 2011-2013.
MORE CYCLE TRACKS
One of the most effective ways to increase the sense of security of 
cyclists is implementing cycle tracks or bicycle lanes. There are still 
stretches in the city that don’t have tracks or lanes. In 2025, there are 
cycle tracks on many more streets and the standard is allowing the 
cycle track or bicycle lane to continue right up to the intersection. 
IN 2011
Examples: Cycle track on H.C. Andersens Boulevard along 
Rådhushaven, on parts of Rovsingsgade (close to Hans Knudsens 
Plads) and lanes on Njalsgade will all be completed 2012-2013.
SMALL STEPS – 
HUGE EFFECT
With certain singular initiatives it is possible to increase the visibility of cyclists in traffic markedly. For example, blue bicycle lanes through intersections and pulling back the stop lines for cars 
at intersections, so that cyclists are in front of the cars and have 
the advantage when the light turns green.
IN 2011
These types of solutions are a part of the continuing work and will 
continue in the coming years.
26 27vESTER
vOLDGADE
HELLERUP
STATION
8
ONE BIG
CONSTRUCTION SITE
Between 2011-2018, Copenhagen will be affected 
by the construction of the Metro City Ring, 
Nordhavnsvej and the redesign of Nørreport 
Station, as well as a long line of other projects 
that will make Copenhagen an even better city. 
Large areas will be closed for building sites for 
years. These building sites will affect traffic – 
especially the transport forms that require a lot 
of space like cars, buses and trains. 
There will be less street space available than 
normal. For the sake of accessibility in the city, it 
is important that the available space is used with 
care. Instead of making the conditions worse for all 
transport forms, we must work strategically with 
closed-off areas and temporary solutions in order to 
ensure that there is still flexible and quick transport 
in Copenhagen during this period. The bicycle plays 
a central role.
In The City of Cyclists there will be no main roads 
closed to bicycle and pedestrian traffic between 
2011-2018 in connection with the construction of 
the Metro City Ring, Nordhavnsvej or Nørreport 
Station. Ambitious, temporary solutions have been 
established where necessary, in order to ensure 
that Copenhageners and visitors, via good bicycle 
conditions, have access to flexible and quick 
individual transport. The many detours and closedoff streets connected to the construction projects 
also highlight Copenhagen’s prioritising of spacesaving and climate-friendly transport forms.
VESTER VOLDGADE
A metro station will be built under City Hall Square. 
Therefore, a large part of the square will become 
a building site between 2012-2018. During the 
construction period, Vester Voldgade will be closed 
to car traffic but it will still be possible to walk 
or cycle. The result will be a safer, more pleasant 
bicycle route and improved travel times for cyclists. 
The more places where it is possible to let cyclists 
and pedestrians pass – despite the need for building 
sites and closed streets – the more attractive it will 
be to cycle in the city.
HELLERUP STATION
The trains on Ringbanen and through the city 
will be greatly affected during certain periods 
between 2012-2018. Central stations like Nordhavn 
and Svanemøllen will experience reduced service. 
Hellerup Station will therefore become the 
terminus for journeys from north of the city. A 
modern bike share system will make it possible to 
ensure that commuters at Hellerup Station have a 
quick and easy access to a good bicycle to use to get 
to their final destination. An alternative to the timeconsuming and inconvenient switch to buses will 
hereby be established.
”A modern bike share system will 
make it possible to ensure that 
commuters at Hellerup Station 
have a quick and easy access to a 
good bicycle...”
28 29COMFORT
• Smoother asphalt on the cycle tracks.
• Improved snow clearance and sweeping.
• Effective bicycle parking (infrastructure, partnerships, and collecting abandoned bicycles).
• Services (air pumps, fountains, ’bicycle buddy’ apps, 
weather reports, etc.).
• Partnerships with workplaces and educational institutions regarding bicycle facilities and information.
• Better conditions for city employees (parking, 
changing rooms, bike repair, etc.).
• Development of new products (valet parking for 
cyclists, surface treatment for cobblestones, etc.).
LIFESTYLE AND IMAGE
• Marketing relating to image, lifestyle, the advantages 
of cycling.
• Campaigns aimed at specific target groups who have 
the potential to cycle more, including newcomers, the 
elderly and people who use the car for short trips.
• A sense of ownership, for example campaigns like 
Your Bicycle City, Your Mother’s Bicycle City.
• Online – a one-stop bicycle portal.
EXPERIENCES
• Integrating the experience of wind and weather 
into cycle track design.
• Communicating positive bicycle experiences 
(including ideas like Your Favourite Route, 
Your Favourite Short Cut).
TWO EXTRA INGREDIENTS
The recipe has two added ingredients with accompanying activities that aren’t covered on the previous pages, but that are just as 
important on the journey to creating the world’s best bicycle city 
and encouraging more people to ride:
For more information about cycling in Copenhagen – please visit www.kk.dk/cityofcyclists
TRAVEL TIME
• Bicycle Superhighways (network of routes in the capital region).
• Small short cuts (200-400 in all, including contraflow on oneways streets, shunts, etc.).
• Large short cuts (5-8 bridges/underpasses).
• ITS on, for example, routes with Green Waves for cyclists.
• E-bikes – (infrastructure and promotion).
• Information about the best routes (signage, GPS solutions).
• Lower speed limits for cars where necessary, for example around 
schools.
• Better combination of metro/train/bus and bicycles, including 
a bike share programme and better parking facilities at stations.
• Increased population density.
• Behavioural campaigns focusing on signalling and overtaking 
with care.
• Cooperation with the police regarding changing traffic laws, including creating contraflow on one-way streets, as well as solutions that make it possible to turn right at red lights.
SENSE OF SECURITY
• Green bicycle routes.
• Intersection redesign (including cycle tracks running 
right up to the intersection as standard and pulled 
back stop lines for cars).
• Wider cycle tracks where there are bottlenecks.
• New cycle tracks and lanes (30-40 km).
• Wider cycle tracks in general (10-30 km).
• Painting lanes on wide and busy cycle tracks.
• Bicycle and bus streets.
• Campaigns related to consideration and behaviour.
• Safer routes to schools.
• Traffic policy at various schools in Copenhagen.
RECIPE FOR
SUCCESS
Copenhagen - The City of Cyclists
gooD, BeTTer, BesT – here is the recipe for success:
MODAL SPLIT FOR BICYCLES:
Share of all trips by bicycle to work and school in 
Copenhagen (2010: 35%)
QUALITY:
Share of the network that has three lanes (2010: 25%)
Relative to 2010, cyclists’ travel time 
is reduced by
Percentage of Copenhageners that feel safe cycling 
in traffic (2010: 67%) 
Relative to 2005, the number of seriously 
injured cyclists will fall by
Percentage of Copenhagen cyclists who find 
the cycle tracks well maintained (2010: 50%)
Share of Copenhageners who think that bicycle culture 
positively affects the city’s atmosphere (2010: 67%)
2015
50%
40%
5%
80%
50%
70%
70%
2020
50%
60%
10%
85%
60%
75%
75%
2025
50%
80%
15%
90%
70%
80%
80%
GOALS:
30 31