Cycling in Copenhagen

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Rush hour traffic in Copenhagen, according to its own understanding, the city ​​of cyclists - City of Cyclists , where 45% of the population commute by bike to work or training

In Copenhagen , as elsewhere in Denmark , cycling isan important form of transport and a significant, if not dominant, part of city life, something that is particularly emphasized by visitors to the city. The city offers numerous conditions for pleasant cycling: highly compacted urban settlement with many destinations in a short distance, flat terrain, a widely extensive network of well-developed infrastructure especially for the current flowing cycle traffic, consisting of most of the road separated bike paths along roads , but also through green spaces .

City of bicycles: this picture contains at least 15 bicycles and two bicycle pictograms

The consistent and since about 1973 continuous, since 1993 also very systematic promotion of bicycle traffic, together with the meanwhile offensive public relations work of Copenhagen and all of Denmark , z. B. with the Cycling Embassy of Denmark , the Danish bicycle embassy , established the reputation of Copenhagen as possibly the world's best bicycle city in the professional public. City and transport planners and representatives of cycling lobby associations from all over the world repeatedly cite Copenhagen as a model example of the preference for cycling.

According to independent city tests using different methods and criteria , Copenhagen was either the most bicycle-friendly (large) city in the world from 2009 to 2013, number 2 after Amsterdam or number 3 after Amsterdam and Portland . After a political decision in 2011, the goal was to become the world's best bicycle city by the end of 2015 . For the redesign of cities with a special preference for cycling, the word copenhagenize has already become commonplace in English . In the meantime, this reputation is no longer only spread among experts, but increasingly also in the media of various countries.

Nørrebrogade with a cyclist counting device

Every day, 1.27 million kilometers are covered by bike in Copenhagen. 45% of the population commute to work, school or university by bike, in domestic traffic even 63%. In addition, more people commute by bike in the region with Copenhagen as the central point than, for example, cycling to work in the whole of the USA . In Copenhagen, cycling is classified as a healthier, more environmentally friendly, (also economically ) cheaper and often faster form of transport than car traffic or public transport . This is one of the reasons for the city's 2011 target of increasing the proportion of cyclists to commuting to 50% by 2015.

Den Grønne Sti (dt. The green path ), which connects the urban area of ​​Copenhagen with that of the neighboring city of Frederiksberg and serves as a bicycle expressway, is of particular importance .

Means of transport choice 2010 and 2014

Choosing a means of transport in Copenhagen, according to the Bicycle Account 2010: * Left: All routes that start or end in the city * Middle: All routes taken by residents to work or training * Right: All routes to go shopping in the city area * Far right: Profit and loss for society per kilometer traveled, legend for the color scheme

Copenhagen has a high proportion of bicycle traffic on the routes of its residents as well as on routes that start or end in the city. According to the data for cities that are entered in the modal split comparison at EPOMM, Copenhagen had the third highest value of all cities available there after Münster and Leiden in 2010 with a 31% cycling share and is on par with Groningen , but ahead of other well-known cycling cities such as Amsterdam or Utrecht (compare the review below ). In the 18 municipalities that together make up the capital region (Hovedstadsområdet) with around 350 km² and 1.2 million inhabitants, 21% of all trips were made by bike in 2011.

In 2014, the choice of mode of transport hardly changed with 30% cycling, but it did not increase significantly either. Copenhagen is now behind the much smaller cities of Eindhoven , Oss , Delft , Houten in the Netherlands and Karditsa in Greece, but is the leader in the western world for cities with more than 300,000 inhabitants.

Recent history of cycling promotion

1980s - Change to the construction of cycle paths in main roads

Although the first cycle paths separated from the carriageway were built much earlier, they did not become the norm until the early 1980s. As in many other cities, planners suggested avoiding heavy vehicle traffic on main streets by creating routes in quiet back streets, but the effect on cyclists was small. and most cyclists did not allow themselves to be diverted from their more direct routes along the major roads. Corresponding protests developed and on June 4, 1983, the Danish Bicycle Association awarded a “Bicycle Prize” to Jens Kramer Mikkelsen in the form of a two-meter-long curb at a large bicycle demonstration . Mikkelsen was the head of the city's transport department and later became mayor of Copenhagen. This curb was placed on the cycle lane at the intersection of Amagerbrogade and Hollænderdybet streets. The gift was a symbol of the wish of the Bicycle Association for separate bicycle traffic facilities on direct road connections, i.e. along main roads, in order to make cycling trips competitive in terms of time and effort. This was the impetus for political decisions to build the first structurally separated cycle paths along main roads, albeit hesitantly at first. It was the impetus for the development of the first coordinated strategies to increase bicycle traffic in the urban area.

1990s - data collection and development plan

Development of bicycle traffic in peak hour, entry into the inner city area

Since the city began to collect data systematically in 1995, cycling has grown steadily, reaching 41% in 2004 and 50% in 2010, based on journeys made by residents within the Copenhagen metropolitan area, i.e. inland traffic .

In the same period, from the early 1980s to the present day, the length of the cycle path network in the city of Copenhagen, on and independent of roads, almost doubled to (2010) 397 kilometers. For comparison: In Bremen there are around 560 km - in the order of magnitude for several decades - but mostly with smaller widths and poorer alignment. There, with almost the same number of inhabitants, the proportion of cycling is around 26.5% of the journeys made by residents in inland traffic , and with the approval of the ADFC, the obligation to use it will be lifted for most of them, as it has been recognized that they do not increase road safety.

Bicycle Account every two years since 1996

The city of Copenhagen published its first Bicycle Account in 1996 , in which the city collected data for ten key indicators for the first time. These indicators were selected by the city traffic administration and a group of regular cyclists. In addition to objectively collectable data such as

  • the city's financial resources that are spent on cycling infrastructure,
  • the length of the cycle path network,
  • the choice of transport ,
  • the number of cyclists,
  • Accident data,

own surveys are carried out, such as surveys of regular cyclists on infrastructure, entertainment and the perceived level of safety . The Bicycle Account provides an overview of the city's plans and changes compared to the data in previous surveys. Since then, the city of Copenhagen has created and published a Bicycle Account every two years , with significant additions in recent editions.

1997 urban development plan

Nørrebroroute via the town square "Red Square" ( Superkilen -Park))

In the urban development plan of 1997, the city introduced a new concept of green cycle routes , planned as a coherent network of routes that, as far as possible, lead through parks and other green spaces independently of roads . Where this is not possible, quiet streets with little vehicle traffic should be used. These routes are intended to complement the existing network of cycle paths along roads with heavy traffic.

Green cycle routes 2000

In 2000 the city published a proposal for a network of 22 green cycle routes with a length of 110 km and an estimated cost of 500 million Danish kroner (DKK; 67 million euros). Around 40 km of this network had been completed by 2012 and the city plans to complete the network in the coming years. The city hopes that the recreational value and improved safety of this network of routes will attract groups of the population who previously used the car on their way to work or training, especially within 5 to 10 km of daily commuting.

First cycling strategy ( cycle policy 2002–2012 )

In 2001, Copenhagen published its first cycle policy 2002–2012 (“ Cycle policy 2002–2012 ”) in order to give priority to cycling in urban planning , to highlight its importance for the city and to coordinate programs of action to further improve cycling conditions . The city also vowed to use the Bicycle Account to further develop bicycle policy goals. Among these goals were an increase in the share of cycling in the journeys made by residents from 34% to 40%, a 50% reduction in the number of seriously injured or killed cyclists and goals for safety, comfort and travel times, for which data is collected in the Bicycle Account.

2006 - Cycle Path Priority Program 2006–2016

The next step in development came with the development of the cycle path priority program 2006-2016 , which was the basis for planning nearly 70 kilometers of new cycle paths and cycle lanes, which were to be implemented within 10 years. The extent of the network is prioritized by a number of different indicators:

  • the number of cyclists,
  • Accidents,
  • the feeling of security ascertained in surveys,
  • the situation in the network and
  • the connection with other actions of the city.

In 2009, the implementation costs were estimated at 400 million Danish kroner (2013 rate: 54 million euros).

2007 - Action Plan for Safe Cycle Traffic 2007–2012

In 2007 the city developed an action plan for safe cycling 2007–2012 , based on a report on the effects of cycle paths and cycle lanes, which identified problems relating to road safety, especially at intersections and junctions. The action plan was intended to help the city achieve a 50% reduction in traffic accidents compared to 1996. The plan called for the redevelopment of streets and junctions in the urban area and named 20 particularly dangerous junctions in the city that were to be redesigned, with the aim of redesigning three per year. The plan also includes safety and behavioral campaigns and the strengthening of the responsible municipal transport authority.

Cycle route priority plan from 2017

In preparation for the next cycle path priority plan planned for 2017 , the city administration started and evaluated an online survey . Almost 10,000 references were fed in. Many reports deal with the broadening of existing cycle paths (especially if they do not have the standard Copenhagen dimensions of 2.20 m wide, which, however, usually do not have any marked safety separating strips to the passenger doors), the lack of cycle paths and unfavorable traffic lights. It is foreseeable that there will be a further 3.00 m wide set-up cycle paths for three-lane driving in order to be able to offer sufficient capacity for the high volume of cycle traffic. According to previous analyzes, the additional area for bicycle traffic is often at the expense of car parking spaces at the edge of the road.

Current bicycle strategy ( Good, Better, Best 2011–2025 )

Cyclists in Copenhagen

On 1 December 2011, the adopted city council without large differences, the new bicycle strategy Good, Better, Best - The City of Copenhagen's Bicycle Strategy 2011-2025 (about: Good, better, best bike The strategy of the City of Copenhagen 2011-2025. ), Which aims to make Copenhagen the world's best cycling city. This strategy replaces the previous bicycle policy, which covered the years 2002 to 2012. In order to achieve this goal, the city decided to focus on four core themes: city life, comfort, speed and safety.

Another main goal of the strategy is to increase the proportion of bicycle traffic on commuter routes to over 50%. The city uses the biennial Bicycle Accounts to identify key issues that need to be addressed in order to increase the proportion of bicycle traffic and to derive plans for different measures to achieve the goals. This includes widening cycle lanes to three lanes to allow side-by-side driving with additional overtaking and to increase the feeling of safety on cycle lanes, while at the same time increasing the speed for commuters. The city is also planning to reduce travel times by increasing the number of green waves designed for the speeds of cyclists, and building additional bridges for pedestrians and cyclists only over busy roads, the port and canals. The city continues to plan to improve safety by rebuilding a number of junctions with high numbers of accidents, redesigning school routes with safe infrastructure and measures to reduce the speed of car traffic. Finally, the strategy also aims to improve the chaotic conditions for bicycle parking by offering more bicycle parking facilities, especially in and around train stops.

Objectives

Cyclist crowd Nørrebrogade
  • 50% of all journeys to work and training in Copenhagen should be by bike (2010: 35%)
  • Compared to 2010, the travel time for cyclists is to be reduced by 15%
  • Compared to 2005, the number of serious accidents is to be reduced by 70%
  • 80% of cyclists should rate the cycle paths as well maintained (2010: 50%)
  • 90% of cyclists feel safe in traffic (2010: 67%)
  • 80% of Copenhageners think that cycling culture has a positive influence on the city atmosphere (2010: 67%)

Infrastructure flowing bicycle traffic

overview

The large number of bicycles also has adverse effects. This is one of several vehicles that picks up around 13,000 abandoned bikes a year on the streets of Copenhagen.

The infrastructure for flowing bicycle traffic comprises around 350 km (as of 2012) separated cycle paths along roads, which is around half as much as in Bremen (720 km,) and 70% of the 500 km in Hanover , both of which have about the same population to have. There are also 23 km of marked cycle lanes and 42 km of cycle paths away from roads through parks and other green spaces. According to the expansion plans, the city is planning a further 70 km of cycle paths along roads and 67 km of green cycle paths by 2026, when the network is considered to be complete. In 2013 the city budgeted 75 million DKK (10 million euros) for new or specific bicycle infrastructure and a further 17 million DKK (2.3 million euros) for entertainment and operation.

It should be noted that there are no comprehensive and uniform statistics for the Copenhagen region, as data are only available for the city of Copenhagen, but not for all 18 other municipalities in the capital region, although the transport links are close. In this respect, the cycling network can be assumed to be much larger than the above figures suggest. The city of Frederiksberg, nestled in the middle of the urban area of ​​Copenhagen, for example, has another 55 km of cycle paths and lanes and actually the highest percentage of cycle traffic in Denmark. The neighboring town of Albertslund has a unique network of 83 km of separate cycle paths with level crossings through 130 bridges and tunnels.

Bike paths

Typical design of cycling facilities in Copenhagen: The cycle path is separated from the higher-lying sidewalk and from the roadway (or parking bays) by boards of roughly the same height.

The predominant type of infrastructure is the cycle path . Unlike in many other countries, cycle paths along roads in Copenhagen are usually designed as one-way cycle paths, with one cycle path for each direction of travel on the respective side of the lane . According to the guidelines, a cycle path in Denmark must be at least 1.70 m wide, but in practice most cycle paths are 2.20 m wide, the aim is 2.50 m, and very heavily used paths can be 3 to 4 m wide. Cycle paths are demarcated from the roadway for car traffic by 7–9 cm high curbs , 5–9 cm high curbs are also used for the sidewalk. They are usually uniformly designed to make it easier for cyclists and other road users to find their way around.

As far as parking is possible along cycle paths, which is far less the case than in major German cities (especially on main roads, there are long stretches where there are no parking spaces at all), this takes place on the road side of the cycle path, as is the case with most cycle paths in Germany. According to the Copenhagen planners, accidents caused by suddenly opening car doors ( dooring ) are reduced by the fact that driver's doors are opened more frequently than doors on the right-hand side of the car. Co-drivers may pay less attention to following cycle traffic, but due to the generally large widths of the cycle paths, there is a factual (in contrast to newer cycle paths in German cities and the requirements of the regulations in Germany, however, in no way marked or structurally recognizable) safety lane present between the bike path and the beltline. Obstructions to the visual relationships between motorists and cyclists at road junctions and property entrances by parked cars are counteracted by parking lanes usually ending well before intersections. Due to the building structure, property entrances are rarer in Copenhagen than is the case in numerous German cities. As with numerous side streets, they are guided over cycle paths in the form of a pedestrian and cycle path crossing.

Lowered curbs at the transition between the bike path and the road, e.g. B. at junctions are made in the form of a barely noticeable ramp made of asphalt, which merges seamlessly into the asphalt of the side road. This eliminates the transition from the cycle path to the road, which is almost always felt as a jolt in German cities .

Traffic safety

In order to avoid accidents caused by inattentiveness by drivers turning right, the cycle path at many intersections becomes a cycle lane and at the same time a right-turn lane.

While the establishment of a cycle path reduces the number of accidents along the route, a study of newly installed cycle paths in Copenhagen - even taking into account changing parameters such as traffic volume etc. - showed an increase in the number of accidents by 9%, as they occur at intersections and junctions significantly more accidents occurred.

Since the study was published, the city has been using its conclusions to improve safety at intersections. Remarkable improvements resulted from the renovation of accident-prone intersections, the relocation of stop lines for car traffic to improve the visibility between cars and cyclists and the increased use of traffic lights for cyclists to enable green traffic for cyclists.

A total of 92 cyclists were seriously injured and 3 killed in 2010, compared to 252 in these categories in 1996 when the city systematically began to develop measures to reduce the number of injuries. In mathematical terms, a cyclist is now only affected by an accident with serious consequences every 4.4 million kilometers.

Cykelslangen ("bicycle snake "), a bridge built specifically for cycling near Dybbølsbro station
Nørrebroruten , a cycle route on an earlier railway line

Bicycle expressways ( Cykelsuperstier )

Because traffic planners believe that it is very difficult to permanently increase the share of bicycle traffic beyond the 50% achieved for its own residents, the city began to consider commuters from surrounding communities with distances between 5 and 15 kilometers as a new target group. The aim is to increase the proportion of bicycles to 30% of commuter routes in the capital region . The project is a joint effort between 20 municipalities and the Danish government. The content is a 500-kilometer network of 26 named and moving routes that are designed according to uniform standards. High-quality entertainment such as priority snow removal and services such as automatic air pumps are guaranteed. While the international media named the concept with some exaggeration as bicycle superhighways (translated: bicycle super high-speed routes , technical term Radschnellweg , Danish: cykelsuperstier ), they are mostly not separated from the rest of the traffic. Rather, these routes can be rated as cycle paths with a few increases in comfort. Within the urban area of ​​Copenhagen, the city has the right to widen one-way cycle paths to 3.00 m as standard and to introduce a technically upgraded green wave with information lighting along the route ( traffic telematics ).

Further infrastructure

Bicycle parking

Design of a cycle path across a square, right: bicycle parking on poor quality bicycle stands ("rim killer")

Although visitors may be amazed at the large number of bicycle storage facilities in Copenhagen, there is a great shortage of free parking spaces. Among the subjective factors of the city in surveys are collected, which is bicycle parking rated worst, with only 37% satisfaction (2010). There are around 560,000 bicycles in the city, i.e. more bicycles than residents, for whom only 48,000 bicycle racks were available in 2010. To remedy the situation, the Danish Cyclists Association published a guide to bicycle parking in 2008 with guidelines. It has become very important for urban planners who want to improve the facilities for the future.

Some projects have now dealt with the lack of parking facilities, especially at stations of the rapid transit systems. Storage rooms for bicycles with convenient access options have been built into the newly built underground stations. While the city assumes that there will be more and more bicycles for parking, it is striving to demonstrably increase user satisfaction with the bicycle parking offer by 2025 through coordinated measures to improve the facilities and conditions.

As a new type of project, flexible use of the park has been tried out since 2013, depending on the primary needs: commuters, shoppers and visitors can park their bicycles from 7:00 a.m. to 5:00 p.m., from 5:00 p.m. to 7:00 a.m. So overnight, the area is available to residents for car parking.

Bicycle use in freight and passenger transport

The Danish Post delivers almost all post in Copenhagen by bicycle

Almost all deliveries by the Danish Post in Copenhagen are carried out by postmen on cargo bikes. The company launched electrically assisted cargo bikes, which won the 2012 Innovation of the Year award at the annual Post Exhibition.

Various companies operate bicycle rickshaws and bicycle taxis, primarily with tourists as their target group, although the number of 130 for 2012 can only be estimated because this business has not yet been regulated. The city council is aiming to organize 26 designated taxi ranks in the inner city and to issue licenses to solve some of the problems caused by its popularity.

Thanks to the liberalization of the regulations in 2007, numerous entrepreneurs took advantage of the opportunity to sell goods from specially converted cargo bikes , such as coffee or sushi. As with bicycle taxis, there is now a need in some parts of the city to intervene as pedestrians are hindered. As in other cities, bike messengers are often on the move. The media and bloggers noticed the transport service of a local sperm bank .

Child transport by bike is a common sight in Copenhagen

Since 2009 there have been police officers in Copenhagen on patrols by bike. In addition to a fast and efficient way of getting around, this improves visibility and contact with citizens.

Bicycles are also used for other services. Municipal nurses cycle to house calls, street cleaning is done with specially equipped cargo bikes, and in many departments of the city administration, official routes , for example to meetings, on foot or by bike, are covered as part of the city's plan to reduce greenhouse gases.

Converted cargo bikes or other structures for transporting small children are widespread in Copenhagen. In addition to the high cost of private cars in Denmark, one background is that wider bicycles can also be used without problems on the city's comparatively wide cycle paths.

Integration with other modes of transport

Bicycles can be taken on the S-Bahn

15% of passengers on rail transport (local trains, S-Bahn, metro) in Copenhagen and the surrounding area come to the station by bike.

Bicycles were for some time in the transit S be taken, but since 2010 is bicycles free of charge. Since then, the number of bicycles carried has tripled, from 2.1 million to 7.3 million in 2012. In order to cope with the growing demand, the Danish State Railways DSB, as the operator of the S-Bahn system, converted their trains until the summer of 2013 own bicycle compartments in the middle of the train, in addition to the multi-purpose compartments at both ends of the trains, where strollers and wheelchairs are also taken. This increased the capacity from 22 to 46 bikes per train. Building on this success, DSB has started other bicycle projects, such as the opening of 10 bicycle shops at train stations, where customers can return their bicycles for repair in the morning and pick them up again in the evening. The company has set up further discounts for cyclists, such as ramps on all stairs and a considerable expansion of the bicycle parking facilities at train stations.

991 water bus

Other rail transport offers in the capital region such as local and regional trains and the Copenhagen subway metro also offer the possibility of taking bicycles with you, as do the water buses , a system of ferries. Since 2011, it has been allowed to take bicycles into the commuter express buses called S-Bus . Everywhere outside the S-Bahn, however, 12 DKK (1.60 euros) are due. Only in S-Bahn and local trains there is no blocking time for taking bicycles with you in rush hour traffic . Taxis are required by law to have a bike rack ; taking a bike with you costs a small extra charge.

Bike rental system / public bikes

A bicycle rental system Bicycel was introduced in 1995. With a system that, similar to supermarket shopping carts, required a 20 kroner coin to be returned after use, there were some typical problems (in particular, bicycles were often not available at the stand) that were resolved with the advancement of bike rental systems around the world. The old system was primarily geared towards tourists and occasional cyclists, but it did not particularly benefit regular commuters because it was not sufficiently reliable. The old system was taken out of service at the end of 2012.

A new system called GoBike was introduced in October 2013, the in Danish as the old system Bycyklen is. This primarily regards previous car commuters as the target group. In the future, they should come into the city by train and use the bike for the last few miles to their destination, so that the bike acts as an extension of public transport. This is the reason why the cities of Copenhagen and Frederiksberg have commissioned the operator of the S-Bahn system , the Danish State Railways, DSB , with the tendering and supervision of the operator. goBike has 1,260, in the planned final state 1,860 modern bikes that can be reserved online, which can be turned into e-bikes if required and at additional cost for the user , with aluminum frames , an internet connection with touchscreen and GPS orientation system. The bikes are at 105 stations in the planned final state in the urban areas of Copenhagen and Frederiksberg. In August 2015, the bikes were used 32,671 times, which corresponds to a single use of each bike on each day of the month.

The new system was controversial before it was introduced, as an existing system was not introduced elsewhere in Copenhagen, but a new one was constructed according to the requirements set by the city. The opposition classified this as an "unnecessary luxury" mainly because of the cost of DKK 122.8 million (EUR 16.46 million) shared over the eight year period shared by Frederiksberg, the Danish State Railways and Copenhagen. Upgrading with an electric motor was deemed unnecessary and dangerous. The fact that a new type of system was chosen instead of relying on tried and tested solutions from other cities was also classified as a cost risk by a specialist such as Michael Colville, a consultant at Copenhagenize .

In the opinion of the responsible politician, however, it should be the “world's best bike sharing system”, the model for other cities and thus bring growth to Denmark's economy. The first experiences are satisfactory, although user comments indicate that it is pedelecs and not bicycles and, as a result of the tariff structure, the bicycles are hardly used, in contrast to the frequently used systems with free use at the beginning of the rental period. This assessment continued in 2015: usage is lower than expected, probably because of the high tariffs, especially in comparison to other, heavily used rental bike systems, such as in Paris or Hamburg . Rasmus Jarlov of the Conservatives rated it as a “great failure”, the Hamburg blog Hamburgize rated it as the “world's best flop”, among other things. a. because of the high usage price of 3.50 euros (25 crowns) per hour.

Effects

Economic effects

The cycling culture in Copenhagen brings both direct and indirect economic benefits to the city. The city has reasonably estimated that every kilometer traveled by one person by bike brings society a net profit of 1.22 DKK (0.16 euros), while in comparison, every kilometer traveled in a car results in a loss of 0.69 DKK brings (0.09 euros). These figures include savings in the public sector, such as healthcare, as well as additional economic benefits in the private sector.

Snow clearing on bike paths - with higher priority than the road. Oslo Plads

Since the health system in Denmark is co-financed by taxes , an essential aspect of the economic effects of promoting cycling is that it results in savings in (state) health costs. One study found a 30% reduction in the death rate among adult daily bicycle commuters. The number of kilometers traveled annually by bike and the costs saved by it for the health system, i.e. profits, add up to a sum of 534 million DKK (71.5 million euros).

Street scene in Copenhagen: hardly imaginable without a bike

In addition, society benefits from increased productivity as a result of a healthier workforce. Other savings result as a result of fewer traffic jams and their costs and reduced costs in the maintenance of the road infrastructure.

In the private sector there are 289 bicycle shops in Copenhagen, as well as 20 companies that develop, build and sell bicycles, mainly cargo bikes typical of the city such as Christiania Bikes , Nihola and Larry vs Harry , but also luxury bike brands such as Biomega and Velorbis . These companies offer 650 full-time jobs and an annual turnover of 1.3 billion DKK (174 million euros)

In addition, there is the economic importance where the bicycle is used in connection with services for residents and tourists (pizza service, bicycle couriers). Bicycle rentals and city ​​tours have created additional jobs and economic benefits that are difficult to quantify in terms of amount.

A special aspect is advisory services that specialize in promoting cycling, some of which are provided by the public sector and some by private companies. The city, together with the Danish Bicycle Embassy, ​​offers lectures and guided tours for representatives of other cities and states who want to benefit from Copenhagen and Denmark's knowledge and experience. Private consultancy firms, best known are Copenhagenize Consulting and Gehl Architects, operate internationally and present at numerous conferences and lecture events. Last but not least, international conferences and specialist excursions, which are largely attributable to Copenhagen's reputation as a bicycle city, bring additional overnight guests.

Cultural influence

In the first episode of the Danish television series Hazardous Ropes , the main character Birgitte Nyborg rides her bike to work in Borgen, the castle in Copenhagen, where parliament is in session. At that time she is a member of parliament and the leader of a fictitious party. Later in the series, as Prime Minister , she is usually driven in the company car. In a later episode, she repairs her bike herself. According to the City of Copenhagen 63% of Parliament go seconded by bicycle in the parliament building.

Influence on planners, other cities and cycling culture

Cycle Chic in Copenhagen

Copenhagen's well-developed cycling culture has contributed to the fact that the term copenhagenize (literally: Copenhagenize, which means “do it like in Copenhagen”) has spread and established itself in English-speaking specialist and cycling circles. What is meant is the transfer to other cities which, following the Copenhagen example, are trying to significantly increase the number of cycling trips by also significantly improving the infrastructure for cycling. The influential blog, written mainly by Michael Colville-Andersen , a Danish consultant, contributed to this. Among other things, rankings of the world's most bicycle-friendly cities ( Copenhagenize Index ) were published there in 2011 and 2013 , with Copenhagen taking second place behind Amsterdam.

In Germany, the reputation as a bicycle city was spread among other things by the fact that the mayor for technology and the environment, Klaus Bondam, gave a programmatic lecture in the plenum at the Velocity Conference 2007 in Munich , in which the claim was formulated to be bicycle city number 1 in wanting to become the world . Niels Tørsløv, the city administration's chief transport planner, gives lectures on Copenhagen at numerous events around the world. Expertise was transferred to Germany with the bicycle academy's excursions to Copenhagen in 2009 and again in 2012. A number of planners, activists and bike enthusiasts have made their own visits there with this in mind. The German blog reports regularly on new plans and measures implemented in Copenhagen.

In 2007, Copenhagen-based Danish urban planner and consultant Jan Gehl was hired by the New York City Department of Transportation to redesign streets with the aim of improving the situation for pedestrians and cyclists. On this train, Gehl took planning chief Amanda Burden and chief urban traffic planner Janette Sadik-Khan through Copenhagen by bike to show what can be done in New York. As a result, New York City has now launched an ambitious bicycle funding program, with several kilometers of newly built cycle paths and newly marked cycle lanes, a now pedestrianized Times Square and a bicycle rental system that opened in 2013 .

Another example of a city that promotes cycling for inspiration through Copenhagen, is Melbourne , where bike paths as Copenhagen strips ( Copenhagen lanes are named). Copenhagen has signed an agreement with Beijing to work more closely together to make bicycles a more important part of traffic again.

The then British Transport Minister Andrew Adonis also drove through Copenhagen in 2009 (Great Britain has an ambitious bicycle funding program for nation states, albeit at a very low starting level from a Central European perspective). The then Russian President Medvedev also visited Copenhagen with this in mind. He was the good reputation of Copenhagen as a cycling city was consolidated worldwide by the Velocity Conference 2010 in Copenhagen itself. Next spread through the English-language television station CNN serial Futures Cities ( Cities of the Future ) and the presenter Richard Quest and Al Jazeera with the series Earthrise ( earth rise ).

Another influence on bicycle culture is the cycle chic movement. It grew as a result of reactions to a photo of a girl wearing normal clothes while riding a bicycle, which inspired photographer Michael Colville-Andersen to launch the Copenhagen Cycle Chic blog , initially depicting mostly female people in fashionable everyday clothes use their bike. Its popularity has meanwhile led to over 100 cycle chic blogs worldwide, with similar photo topics, for example in Hamburg, which won the German Bicycle Prize in 2013 with a photo .

criticism

The bicycle parking facilities are not appropriate to the needs

In 2009, the blogger David Hembrow, a Briton in the published Netherlands survived a post on his blog A view from the cycle path ( A view from the bike path ), entitled The truth about Copenhagen ( The truth about Copenhagen ). There he criticizes the concept of copenhagenization because, in his opinion, most cities in the Netherlands are way ahead of Copenhagen. The Post caught the attention of the head of the Copenhagen bicycle program, Andreas Røhl, among others, who agreed with Hembrow on numerous points.

The main points of criticism were that

  • Cycle lanes (and cycle lanes) in Copenhagen have no real demarcation from motor vehicle traffic, except for a small curb, which leads to close proximity to motor vehicle traffic compared to the standard 1.50 m distance in the Netherlands;
  • the paths themselves are very narrow, often only 2.00 or 2.20 m wide compared to the 2.50 m standard in the Netherlands;
  • At road junctions, motor vehicle and bicycle traffic are not completely separated from each other, as is the case in the Netherlands, and
  • that Copenhagen's mode of transport choice statistics conveniently skip the “all trips” statistics and only report on the more impressive figures for commuter traffic.

As a result, the city of Copenhagen added a chapter in its 2012 Bicycle Account in which a comparison is made with Amsterdam as the number 1 (large) bicycle city. It is acknowledged that Amsterdam's share of bicycle traffic is particularly higher outside the center, the number of bicycle parking spaces there is far higher and investments in bicycle traffic there have been higher for years. On the other hand, the levels of investment have leveled out and Copenhagen has been more favorable in terms of accident figures since 2009.

Cyclists who are familiar with the situation in Copenhagen also complain about the superficiality of the measures to improve cycling. Support aids at traffic lights, traffic light phase indicators and public air pumps for cyclists are positive aspects. However, the sparse use of these agents would rarely bring any concrete benefit.

Another criticism of cycling culture in Copenhagen is that the prioritization of urban policy on promoting cycling has fostered a culture of bad behavior among cyclists. Mikael le Dous, chairman of the small Danish pedestrian association, went so far as to describe the cyclists as a “pest on the sidewalks”, while another member complained that “the cyclists did everything”. In a series of articles on the subject in the Danish newspaper Ekstra Bladet , a senior Danish traffic cop says that Copenhagen's cyclists are "selfish" and calls for a change in cycling culture.

In contrast, international observers have found that Copenhagen's cyclists are disciplined and behave well compared to cyclists in other countries. In a survey by the Dutch Bicycle Council (Fietsberaad), the latter noted that “Cyclists observe traffic regulations quite well. This is not how people feel in Copenhagen, so other road users are complaining in a significant and increasing number about cycling behavior. But compared to cycling in the Netherlands, everything is very neat and disciplined. Over 90% of cyclists stop at red light. Three cyclists next to each other, passengers on the luggage rack or (the use of) the cell phone (are) rare occurrences. "

Some observers like the British daily The Guardian see, like the city administration itself, the behavior of cyclists in connection with the emerging problem of cyclist congestion : there are simply too many cyclists in relation to the existing infrastructure. During peak mornings and afternoons, it is not uncommon at junctions on the main connections to have so many cyclists that not all of them can cross during a green phase. Another problem at peak times is that there is not enough space at the junctions, which is exacerbated by the different speeds of the cyclists, so that freedom of movement is restricted and the distances when overtaking are too small. This creates an intimidating atmosphere for children, the elderly and inexperienced cyclists.

This in turn has led to a dispute over land allocation, in which bicycle association representatives criticize that too little is being done for the majority of pedestrians and cyclists, while only 29.1% of city residents own a car. Car lobbyists, such as the Danish Motor Association, feel that the capital hates cars and that activities in favor of cycling have already gone too far.

In contrast, German commentators compare the city's car traffic with the situation in German cities. The space for the cycle paths has often been taken from pedestrians in particular: "Especially in areas with outdoor catering, the width is often only about 1 - 1.5 meters", so that there are problems when pedestrians meet, or especially, if strollers or wheelchairs are involved.

Movies

  • Streetfilms: A Journey through Copenhagen's Latest Bicycle Innovations, 2014
  • Get on please! Film by Medienwerkstatt Nürnberg, first broadcast on October 13, 2013.
  • Copenhagen Top 10 Bicycle Friendly Design Elements from Copenhagenize.com, on Velophil, the bicycle blog . July 15, 2013, in: Andrea Reidl: What makes bike path design exemplary , with films in English,
  • Street Films: 'Cycling in Copenhagen through North American Eyes by Clarence Eckerson, Jr., in English
  • CNN Future Cities: Copenhagenization in the Danish capital, in English
  • Al Jazeera, Earthrise episode 8: Cycling in Copenhagen, in English

literature

  • City of Copenhagen: Cycle policy 2002-2012 [1]

Web links

Commons : Cycling in Copenhagen  - Collection of pictures, videos and audio files

Individual evidence

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