Good, Better, Best
The CiTy of Copenhagen’s
BiCyCle sTraTegy 2011-2025CoPeNHAGeNers
CYCLe
And they always have.
Conversation cycling on
Dr. Louises Bro in the 1930s.
PuBLisHed 2011 BY
The City of Copenhagen
Technical and Environmental Administration
Traffic Department
www.kk.dk/cityofcyclists
VisuALisAtioNs ANd GrAPHiC desiGN
Goodmorning Technology, LOTS Design, Public Arkitekter,
Cobe, DISSING+WEITLING architecture A/S, Visualization
Studio Olafur Eliasson and TMF Graphic Design
PHotos
Troels Heien, Chr. Alsing
AdditioNAL PHotos
The City of Copenhagen
Copenhagen Museum
trANsLAtioN
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.
1970
2025
2010
240,000
40,000
160,000
80,000
200,000
120,000
Number of bicycle trips
froM GOAL
To REALITY
Copenhagen MUsT BeCoMe The WorlD’s
BesT BiCyCle CiTy!
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!
Best regards,
Ayfer Baykal
Mayor of Technical and Environmental Administration
On behalf of the Technical and Environmental Committee
4 5This 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
DKK 400 mio. (€53.8M)
9
82
3
1
4
THE MAP SHOWS THE
NECESSARY IMPROvEMENTS.
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.
1
2
3
4
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