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Is Copenhagen Finally up To Speed on 30km/h Zones?

16 January, 2015 - 10:20
If Copenhagen was Paris or Barcelona, they would be doing this. Based on population density, this is where 30 km/h should be standard.
Yeah, so I woke up to some promising news this morning here in Copenhagen. For all the modern liveable city goodness in the Danish capital, we are in the Bronze Age regarding speed limits in cities.

It's been lonely being one of the only people broadcasting the need for 30 km/h zones in Danish cities. Discovering that modernisation may be on the way is fantastic. The first 30 km/h zone was implemented in 1983 in Buxtehude, Germany. Over 150 cities in Europe have made 30 km/h the default speed in urban areas.

It is shocking that most of densely-populated Copenhagen isn't already a 30 km/h zone.

Buxtehude, Germany. 1983.

In Denmark, the Ministry of Justice published a document back in 1985 with the sexy name Justitsministeriets cirkulære nr. 72 af 5. juli 1985 making it possible for municipalities to adjust local speed limits. If "speed is a major cause of accident or risk on the stretch in question".

While that sounds like a good thing, they stated that it had to be proven that a reduction in speed would make dangerous stretches safer. Proving it has been a difficult task and the proof had to be in the form of complicated mathematical calculations. Weird to require calculations in order to save human lives, reduce injuries and make cities nicer. The next challenge was convincing the police to allow it. As we've written about before, the Danish police have bizarre powers and veto rights regarding traffic and they are not obliged to provide proof to support their veto.

The police in Copenhagen wouldn't even agree to 40 km/h zones, let alone the European Union standard of 30.

Today, however, the Ministry of Justice has announced that they are working on making it easier for municipalities to reduce speed limits. Let's hope they don't overcomplicate it and that they complete ignore the police on the subject. Until it's time to enforce the new speed limits. THEN they can move in and do their job.

We have written at length about 30 km/h zones here on the blog and we started a little Facebook group called 30 kbh (kbh is the short form for København - Copenhagen in Danish).

You can read 30 km/h Zones Work.

We also made an analysis of the effectiveness of 30 km/h zones that is freely downloadable and sharable.  But here's the gist of it all:

30 zones reduce injury and death
A study carried out in London concluded that there was a 42% reduction in injuries after the implementation of 30 km/h zones. Younger children were the group with the most significant reduction in KSI’s (Killed & Seriously Injured). A 27% reduction was measured in Barcelona, which led to the city rolling out massive 30 km/h zones across the urban landscape.


The numbers are pretty clear here. If you get hit by a car doing 30 km/h your chance of dying is only 5%. At 50 km/h it is 50%.


As your speed increases in a car, your peripheral vision decreases drastically.

There is no cheaper or more effective way to save lives and reduce injury in cities. Period.

30 zones improve congestion
With slower speeds, the amount of stop-starts is reduced – if not eliminated – which improves flow and helps easy congestion.


30 zones are inexpensive
Changing speed limit signs is inexpensive while building out sidewalks and narrowing lane widths is more expensive. Nevertheless, it is cost efficient. In Switzerland, the annual savings on health costs due to 30 zones is €120 - €130 million.

30 zones reduce noise pollution
By reducing the speed by 10 km/h, a noise reduction of 2-3 dB is achieved. That is far cheaper than noise reducing asphalt. Read more in the article Noisy Danish Speed Demons.
Also, the noise of five cars at 50 km/h is the same as ten cars at 30 km/h. The noise of one large truck equals as much noise as 15 cars.

30 zones improve air quality
In an overall analysis of pollutants, 30 km/h zones reduce CO2 emissions by 15%, NOX emissions by 40% and CO emissions by 45%. Only hydrocarbons will increase, by 4%.

30 zones improve fuel efficiency
Since they improve flow, motorists will save on fuel and reduce C02 emissions.

30 zones improve local business
The traffic calming effect that 30 km/h zones have on neighbourhoods is remarkable. Pedestrians and cyclists increase and, since pedestrians and cyclists spend more money in shops, local business benefits. A study in the UK showed that people who walked to town centres spent an average of £91 (around €115) per week, while motorists would spent £64 (around €80) per week. Cyclists, too, are proven to spend more money in shops than motorists.


Copenhagenize the planet. And have a lovely day.
Categories: Views

The Urban Archipelago - Reclaiming Space and Revitalising the Harbour

7 January, 2015 - 14:27

Living in Copenhagen, you're never far from the harbour or the sea. We're blessed with access to water and to fabulous beaches. Nevertheless, we feel that the harbour is currently underused. The ancient harbour of the Danish capital was decommercialised around 17 years ago and most shipping activity was moved to harbours to the north of the city, leaving a fantastic swath of urban space for the citizens. Freeing up the harbourfront led to an ongoing urban renewal, with 42 km of harbourfront to be developed.

Nevertheless, I've watched the development and wondered why the actual water seems so underused through the years. It seems to be accelerating a bit over the past two years or so, but given the fact that this is a rowing and sailing nation, I would love to see more opportunities for the citizens to use the water.


There are harbour baths in place now and the number of pleasure craft is rising. The Kalvebod Wave made a serious impact on harbourfront usage despite the City missing the mark regarding transport connections.. All great. It's brilliant that the water is now clean enough to swim in and that people do it at every opportunity - even at four in the morning.

Nevertheless, there is still room for improvement. There is a lack of sanctioned areas for bathing in the harbour (Copenhageners generally don't worry about those rules) and there is opportunity for creating viable and lively urban space with direct access to the water.



Enter Steve C. Montebello - designer and architect here at Copenhagenize Design Company. Hailing from Malta, Steve understands the need for access to the sea for citizens of a city. He developed The Urban Archipelago for his design project for the final year of his B.Sc. in The Built Environment. With our offices located on Paper Island, on the harbour in the heart of Copenhagen, we instantly saw how this brilliant idea could be applied virtually right outside our door, let alone at numerous locations along the harbour and elsewhere in Denmark.

Two factors inspired Steve to create the modular Urban Archipelago. One was the brilliant Sugata Mitra, who has brilliant TED talks about children and education. His Self-Organized Learning Environment (SOLE) concept got Steve thinking. The other factor was the eternal battle for urban space for the citizens.

Steve's idea, like all good ideas, is simple. Creating an off-shore activity area that provides access to the water - including jumping in from various heights YAY! - and that shields the users from any boat traffic that may be chugging past. Hang out, eat lunch, make out, doze, swim, play. Whatever you need to do, The Urban Archipelago system will help you out. It's the perfect addition to any Life-Sized City.



Of course, we did a rendering of what it would look like right outside our offices on Paper Island/Papirøen. Bring on the summer.


The modular unit can be tesselated, allowing for a large variety of arrangement possibilities. The layout of the individual is organic and changeable and can be adapated to user needs, user volume and specific location requirements.



The main intentions of Steve's design were to create floating modular units consisting of a square base which could be tessellated. These modular units will increase public space at the location they are anchored. Steve has even factored in free wifi. Nice.


The modular elements are connected by ropes and pre-existing pontoon elements. A separate module can be anchored off to the side, covered with solar panels that could power the wifi and any other electricity needs.



The modular units are constructed in a workshop. They will then be assembled as prefabricated elements on site, in whatever size and form is desired or required.

It's a brilliant, simple and effective idea. It also makes us miss summer badly. We decided at Copenhagenize Design Company to build more stuff in 2015. Maybe we should get started on this.







Copenhagenize the planet. And have a lovely day.
Categories: Views

Desire Line Analysis in Copenhagen's City Centre

7 January, 2015 - 11:11



Continuing in our series of Desire Line Analyses, we decided to cast our critical and curious eyes on yet another Copenhagen intersection, this time where Bremerholm meets Holmens Kanal.

We decided to be more specific and focus on one part of the intersection - a location that we know well and one with a specific congestion problem in rush hour. We filmed for one hour from 08:15-09:15.

Behaviour vs Design

With the massive numbers of bicycle users in the mornings in Copenhagen, bottlenecks occur at a number of locations, particularly where many bicycle users need to turn left. This is something that all of us at the company experience each morning so we decided to study it.

It was a November morning and it was party-cloudly, dry and 6 degrees C. The focus was to determine how bicycle users react to the sub-standard design of this location. How they react to having to battle with motorised traffic - something that is unusual in the city. Yep, even in Copenhagen, The Arrogance of Space is present at times.

With this study we look at how bicycle users react to the design of infrastructure at one specific location, their behaviour and adherance to traffic laws and how they interact with other traffic users, in particular cars. All in one tight, congested location.

As always, we apply Direct Observation and Revealed Preferences, as opposed to Declared Preferences in order to explore how to improve conditions for bicycle users in the interest of improving flow, capacity and safety.

For more Desire Line Analyses, see: copenhagenize.eu/projects.html#desire

Here is the map of the intersection in question.

You can check out the full report here. (LINK to full pdf)

This short analysis revealed quite a lot of interesting revelations in the behaviour of the bicycle users. We have established that Copenhagen has the world's best behaved bicycle users. We wondered if that track record would stand the test at an intersection that is far below the Copenhagen par in its design.

71% of all traffic in the observation period were bicycle users.

86% of all left-turning bicycle users observed performed the textbook Copenhagen Left. The majority of those who didn't were reacting to the congestion.

1:3 - For every vehicle there were three bicycle users. Imagine if they were all in cars. This might jog your memory.

1560 - This Desire Line analysis mapped the Desire Lines of 1560 cyclists on their way to work or education during morning rush hour at the Bremerholm - Holmens Kanal intersection.

Bremerholm - Holmens Kanal intersection: 1560 Cyclists (from 8:15am to 9:15)



During the morning rush hour, the intersection is characterised by congestion at the corner with bicycle users waiting for the green light. The traffic law dictates that the Copenhagen Left - or the box turn - is required. Bicycle users are not, however, required to wait for the light to turn green. They can cross if there is no traffic.

Two main behavioural patterns were observed. The first where bicycle users are turning left in great numbers and also how bicycle users coming down Bremerholm interact with motor vehicles upon reaching the light.  These two scenarios interacted with each other, and should not be considered to be mutually exclusive events.

Detailed Observations of cyclists waiting at Bremerholm


Here we see how bicycles and vehicles interact inside the same space. At this location, the bike lane ends before the intersection and bicycle users share the space with right-turning cars. This design was standard for a few years, but now pulling back the stop line for cars at intersections is the new design approach. The general rule of thumb is that whoever gets to the intersection first - be it a car or a bicycle user - can decide to hug the curb. Cars invariably hugged the curb, leaving - at this location - no space for bikes. Because of their expectations due to the uniformity of design elsewhere in the city, bicycle users invariably found a way of getting ahead of the cars at the red light.


Detailed Observations of cyclists waiting at Bremerholm doing the Copenhagen Left



It was interesting to observe how bicycle users waited at the light when turning left. It had little to do with the volume of bicycles but rather the behaviour of those who arrive first on the scene. The following bicycle users invariably followed their lead, either lining up across the intersection or bunching up behind them.

Further Data
Further data and observations were gathered from this Desire Line analysis.The data of each of the different forms of traffic was then broken down (shown below).


The observations of the cyclists.


Vehicular data was broken down.


Along with pedestrian data.


It was interesting to note the flow of traffic per traffic light turn and compare the flow of bicycles to cars. While the flow of vehicles remains rather constant at 9 cars per green light over the morning rush hour, the flow of bicycles varies greatly. This demonstrates that bicycles can get through an intersection quicker than vehicles do.


Copenhagenize Fixes
Finally we offer our recommendations for redesigning the intersection. When the vast majority of the users are on bicycles, democracy would indicate that there are easy redesigns available to prioritize them.


Read the full pdf from the Copenhagenize Design Company website.Copenhagenize the planet. And have a lovely day.
Categories: Views

IJ Dock Amsterdam - New Urban Space

5 January, 2015 - 12:39

On my recent visit to Amsterdam I decided to try a new hotel. The Room Mate Aitana Hotel located on IJDock, a short walk from Central Station. I'd heard about this newly redesigned quay from a friend and was thrilled to discover that it's open for business. To be frank, it was four days of architecture/urban design porn.


It's a dead-end island - one road in and out, although with another pedestrian/cyclist bridge for easier access - so it's not like they're fighting traffic. Nevertheless, looking down from my hotel room, it's clear that cars are told how much space they can use. No arrogance of space here. The allocated spots are outside the hotel entrance, for taxis and pickup/drop off. There is also an underground car parking garage on the island.


There is underground bike parking to be had as well. Clearly marked with a big pictogram and a lovely pictogram set in stone. I wandered in and it was virtually empty. But bikes were always parked up on the street... near the pictogram. You can see what I mean in the photo at the top of the page.

I parked on the sidewalk outside the Aitana hotel, where there is a weird abscence of bike racks, even though there were always loads of hotel bikes and rental bikes, including my OV Fiets. When you're working on the BiTiBi.eu Bike-Train-Bike project, you ride an OV Fiets bike share bike in Amsterdam. It would be rude not to. Plus it's just a brilliant system.


Here are some photos from inside the Aitana hotel. Loads of design details and goodness. Although I could live without the psychadelic hallways, but hey.


Outside the hotel, whichever way I looked at the architecture and design on the island, it looked amazing. In every light and even at night.




So many details to behold. The view of the river only added to the potpourri of images. A constant flow of ships and barges.


IJ Dock is mixed use. I could see life in some of the 56 luxury apartments and some shops and cafés were open (grab breakfast at Bagels and Beans instead of the hotel, which is otherwise a fantastic place to stay). It looks like there are still vacant offices in the various buildings, so the place is just heating up with activity. The Palace of Justice is at one end and a police station at the entrance, so this is not the place you'd want to engage in criminal activities.



The brown space, above, will be transformed to green as a vertical lawn once spring comes. A nice detail.

Bizarrely, it's tricky to find helpful information about the little island, despite the efforts to build such interesting buildings. There is a website, but it's only in Dutch - http://www.ijdock.nl/. Here's the location on Google maps.


Nevertheless, IJ Dock is a wild, weird and beautiful place. I've definately found my new home away from home when I'm in Amsterdam. Check it out if you're in town.

Copenhagenize the planet. And have a lovely day.
Categories: Views

Copenhagen's Traffic Playground for Kids - Renovated and Ready to Go

5 January, 2015 - 10:55

In 1974, a Traffic Playground opened in Fælledparken, Copenhagen, giving children the opportunity to hone their skills riding bicycles and interacting with other traffic users. On November 29, 2014, the Traffic Playground reopened after being renovated, in time for the 40th anniversary.

Such traffic playgrounds have been commonplace in Denmark and the Netherlands since the 1950s and go hand in hand with the fact that the bicycle has been on the curriculum in Danish schools since 1947. Children recieve their first taste of bicycle “school” in the 3rd grade and, in the sixth grade, they complete a bicycle exam.

All the facilities at the Traffic Playground in Copenhagen were renovated. New asphalt was laid down and everything else was shined up. Safe traffic learning is really prioritized in Denmark and, of course, our kids deserve the best conditions.

The traffic playground is a public playground with a “kid-sized” traffic town where children learn to move in a safe environment. The playground is staffed during business hours and children can borrow go-carts, pedal vehicles with trailers and small bikes. The children are also welcome to bring their own bikes, roller skates and scooters.

For younger children (2-5 years), there is a small, fenced traffic lane where the little ones can borrow carts, tricycles and bicycles with trailers. Furthermore, the playground has a garage with go-carts, which are intended for children between 5 and 14 years. In the classroom, children can receive classroom teaching.

The traffic playground consists of small roads that wind in and out between lawns, shrubs and trees. Everything on the small rehearsal roads is reduced in size to match the children's perspective. There are mini signals, driveways, road markings, sidewalks, crosswalks, bike paths, a gas station, a roundabout, bus stops, traffic lights and even trash cans tilted towards the cyclists - just like in real life (you can see one here in this earlier article).

Every aspect of traffic in a city and a suburban area is present. Kids switch between being cyclists, motorists and pedestrians in order to learn from the different angles.

Living in a city like Copenhagen, it’s really useful for kids to be taught in how to interact and signal in traffic from a young age. By the age of six, many children ride to school, and therefore you can’t start the practicing soon enough. During our every day cycling in Copenhagen we see that the young ones excel at riding bicycles and interacting with car and motorcycle traffic. All cities can certainly learn something from that. A facility like this fits perfectly in our idea of what a truly life-sized city should be.

The traffic playground caters to schools and kindergartens, as well as other organised groups and parents are welcome to stop by with their kids.


Photo from the reopening - courtesy Traffic Playground and their Facebook page.

Copenhagenize the planet. And have a lovely day.
Categories: Views

Reversing The Arrogance of Space in Copenhagen

3 January, 2015 - 22:14

What you see in the above photo is a classic symptom of decades of car-centric planning. A wide, rounded corner that expedites the movment of cars, without jeopardising their speed. Wide sidewalks narrow at the corner, where bicycles are often parked. It is a prime example of The Arrogance of Space. It's the corner of Gammel Kongevej and Skt. Jørgens Allé.

It is possible that this corner was designed as such for the tramways of Copenhagen that operated in the city from 1884 to 1972, when one of the most destructive Lord Mayors in the history of Copenhagen (in an urban planning sense) - the ironically named Urban Hansen - killed them off. I've been unable to find out which tram route might have turned down this street at this intersection.

Nevertheless, this corner remained unchanged ever since. I know this spot well. It's always been an irritating bottleneck, especially when walking with a baby carriage, as I did often when Felix was a baby.

There is little need for this corner. As the green lines indicate, there is a considerable amount of space that is unused. There is a cycle track on the street running left to right - you can see a cyclist at bottom right. To be honest, it was a great corner for cyclists, too. Too much speed, however, coming around that corner wasn't good for pedestrians at the crosswalk.

For the twenty years I've lived in Copenhagen, this intersection remained unchanged. Until recently. Today, to my pleasant surprise, there has been an intervention at this location. The City of Copenhagen decided to right a wrong.

As you can see from this photo from today, the rounded corner has been sharpened off to a 90 degree angle. The usual, strict design guide regarding sidewalk design in the City was not adhered to in the built out section, but let's let than one slide. New curbstones were put in and the area was filled out with asphalt, widening the sidewalk nicely. Racks for 15 bicycles were put in, providing a further buffer against the traffic.

In addition, at bottom left there is a build out towards the traffic, narrowing the street further and creating another buffer. The cycle track was widened at the same time. Not as wide as in many spots in the city, but still enough for conversation cycling - two cyclists cycling and talking and room for another cyclist to overtake.

A simple solution. Reversing the Arrogance of Space in one location. It's not a complete painting, but it is a good stroke of colour. In my perfect world, however, pedestrians wouldn't be forced to do a dog's leg - instead moving the pedestrian crossing to the corner to allow them to continue along a straight desire line on this route to the city centre. The location is, however however, safer, slower and better.

Here are some other examples from Copenhagen of narrowing the road space for cars and adding bicycle racks.Copenhagenize the planet. And have a lovely day.
Categories: Views

The Arrogance of Space - Cape Town

30 December, 2014 - 11:55

Another chapter in our ongoing series about The Arrogance of Space. This photo was taken by a friend flying to Cape Town. We are not familiar with the specifics of the location - probably near the airport - but that doesn't stop us from slapping our Arrogance of Space filter onto the photo. It's a badass intersection - the kind that makes old school traffic engineers feel all warm and fuzzy. It's a monster of extreme arrogance.

Let's face it... if you have space for vendors to stroll down the car lanes (top centre), your lanes are arrogantly wide.


Firstly, here is how the space is allocated. An ocean of car-centric red. Thin pedestrian crossings with fading paint. No bicycle infrastructure is present.

Take away the photo and it looks like this. Making the red all the more shocking.

There were a few pedestrians and vendors present when the photo was taken. A couple of mini-vans transporting people, but generally - like most places - just individuals in one car.

The sea of red is still expansive, despite marking off the actual space occupied by cars.

The great thing about this photo is that the cars do the work for us. On the photo at left, the whiteish areas rarely see any car tire action. In the photo at right, we just did a simple "colour replace", removing the darkened trajectories of the cars with a more noticeable colour. At right you can see clearly that it is a classic, textbook example of The Arrogance of Space.Copenhagenize the planet. And have a lovely day.
Categories: Views

The Arrogance of Space - Sao Paulo, Brazil

17 December, 2014 - 15:48

We felt it was time for another look at the Arrogance of Space, this time applying our filter to an intersection in Sao Paulo, Brazil.

Our friend and colleague Dora Moreira took this photo for us last week - Dec 2015 - of the intersection of Praça Julio Mesquita - Avenues São João & Rua Vitória. It was 16:40 on a Saturday. Looks nice and quiet with not a lot of traffic of any sort. We are, however, looking at the space allocated to various transport forms.



When you apply the colours to the photo, you start to see The Arrogance of Space emerge. This photo is a little deceptive because it is not completely aerial. The yellow of the buildings dominates, so let's focus on the streetspace. Despite being in the heart of Sao Paulo, pedestrians are not afforded very much space. The angry red of the roads emerges as the clear winner in the space sweepstakes.

A token strip of purple denotes some sort of bike lane - far from anything we recognise as Best Practice. Not to mention the fact that paint does little to keep cyclists safe. The Mayor of Sao Paulo is talking up bicycle infrastructure. If THIS is what he has in mind, we're not impressed.

Some leafy trees are visible - the one in the foreground is on a small square - and some line the streets. (Not everyone has time to sit on a bench - most have to go from A to B.)

Take away the photo and The Arrogance of Space is revealed. We doubt that the street on the left actually needs four lanes. Narrow them down, expand the sidewalks and implement cycle tracks on both sides.

It's what a modern city would do.Copenhagenize the planet. And have a lovely day.
Categories: Views

Street Photography from the World's Youngest Urbanist

13 December, 2014 - 09:21

Everybody sees their city differently. What does the city look like through the eyes of The World's Youngest Urbanist? Lulu-Sophia keeps delivering a solid flow of pure observations about city life. She also grows up in a home filled with cameras and has free access to all of them. What about putting those two things together, I thought.

Some Canon camera, be it 5 or 7D is usually lying in the window sill at our place. I often find photos on the memory card that Lulu-Sophia had taken of people out on the street in front of our flat. She just started picking up the camera and shooting. A couple of years ago I started handed her the camera when we're riding around on the Bullitt cargo bike.

I never say what she should take photos of. I just say "take photos if you want". Totally up to her and no big deal if she doesn't. Sometimes I don't notice what she does but when I load the photos onto the computer, I get to see what she sees. And it is quite wonderful.

I've made a little set of her street photography work on Flickr from when she was five but here are some of her shots from the urban landscape. Both from the flat and from the Bullitt.

By and large, she photographs people. Still Life must be like watching paint dry for a five year old. Humans, please. Except, perhaps, for a pretty red bicycle (farther down) that caught her eye.




People doing things. Transporting themselves, waiting for someone, observing - in their own way - their city. Humans watching humans.










There are many bicycles, mostly because it's like shooting fish in a barrel in Copenhagen. You can't take a shot without a bicycle in it. When shooting from the flat, she shoots cyclists and pedestrians.









And of course, the set wouldn't be complete without a shot of your big brother, Felix.
Copenhagenize the planet. And have a lovely day.
Categories: Views

Bicycles in Language

12 December, 2014 - 12:18

I have always been fascinated by how the bicycle has muscled its way into various languages. There are numerous bicycle references in Danish that are used by reflex, without any direct reference to a bicycle anecdote. I started wondering if this is the case in other languages and have scribbled notes down based on conversations with colleagues and friends.

According to Danish historian Finn Wodschow, there are more references to the bicycle in Danish literature, music and film than in any other country. Not surprisingly, there are a few bicycle-related expressions that have embedded themselves even deeper in the linguistic culture.

If you know of any others, in other languages, feel free to add them in the comments.

DANISH
Kæden er hoppede af
"The chain fell off" is used when something goes wrong.

Example:
"Sorry I'm late, but the chain fell off for me today".
You can also claim that the chain fell off for someone else, if they are having a bad day, or screwed up.

Cykler rundt i det
"Cycling around in it" is used to describe someone who is confused or talking about something without really getting to the point.

Example:
"That politician is really cycling around in it."

Medvind & modvind
"Tailwind & headwind" are pretty self-explanatory. Although while in English the word tailwind originates in aviation, in Danish the translation is more generic. "With wind" and "Against wind". Denmark is a windy place. It's also a sailing nation. Wind factors in to many aspects of life. Because of a long, proud bicycle history, however, these two words are used often in the language.

Example:
If things are going very well for you in your life... "Sounds like you really have a 'with wind' at the moment! Great!"
Or if things aren't going so good, "Yeah, my company is in a bit of a headwind this year."

Sol eller vind
"Sun or wind". When your Nordic citizens, by and large, have spent great amounts of time transporting themselves on bicycles for over a century, things get boiled down to the basics. Sun is good. Wind is bad. Indeed, since 1934, two statues have looked out over City Hall Square. One is a woman on a bicycle who rotates out when it is fair weather and one is a woman with an umbrella, who rotates out when the forecast is for rain. THAT'S how important sun and wind are here.

Example:
How is your new relationship going? "Not sure. It's sun and wind."

Gi' baghjul or Vis baghjul
To "give backwheel" is a very good thing, unless you're the one who was given it. You can also "show" your backwheel to someone if you want to get ahead of them in whatever sense. This one orginates in cycle sport, but is used in all aspects of Danish life.

Example:
"Give cancer the backwheel!" is actually a campaign to raise money for children with cancer. A TV show can give another competing show backwheel if they beat them in the ratings. And so on.

Ligge i baghjul
"Lying on the backwheel" - essentially 'drafting' in English - is not something you want to do but it can also be a good thing.

Example:
A political party can lie on the backwheel of a competing party, meaning they are being beaten in the polls. You can, however, also say "Now I'm lying on his backwheel", meaning you have risen up the ranks and are breathing down a competitor's neck, ready to overtake and put yourself in the lead.

Højere gear
To move into a "higher gear" is generally considered to indicate that you are speeding up, gaining momentum, going to the next level.

Example:
We really have to go to a higher gear on this project...

FRENCH
As a country with a proud cycling history, the bicycle has made several linguistic contributions to French.

Sucer la roue
Essentially "sucking the wheel", this is French for sitting tight on the backwheel of the cyclist in front of you. Same as the Danish meaning and used in other areas of life.

La tete dans le guidon
Having "the head on the handlebars" is not considered a good thing. If your forehead is on the handlebars, you're not watching where you're going. You are distant and inattentive.

Dejanté
This means riding without tires. (Quick historical aside: During wartime, all over Europe, rubber was hard to get a hold of. It was often necessary to cycle on the rims. In Denmark, and probably elsewhere, if you couldn't get inner tubes, you stuffed your tires with grass or hay in a desperate attempt at a softer ride.)

In French it is used to describe someone with odd, inconsistent behaviour or behaviour outside the norm.

Changer de braquet
"Changing the gears" means, like in Danish, to get moving, go to the next level.

Bécyk a pédales
Mostly shortened to plain old "Bécyk", this is a slang for the bicycle unique to Quebec French. It is a mutation of the English word bicycle and has generally had a derogatory connotation. Just short of ridicule of a transport form for poor, working class people. I have heard it used, however, more and more often in Quebecois as a generic slang for bicycle.

Pas d'casque
Translated simply as "No helmet", this phrase went in the opposite direction, from ice hockey to general use, including urban cycling, and is another phrase unique to Quebec French. Helmets started to appear in North American ice hockey in the 1970s. They were made mandatory in 1979 but players who had signed a contract before 1 June, 1979 were not obliged to do so. Many top players from Quebec were known for their flowing hair and the expression became associated with a kind of freestyle attitude. Someone with flair and style. The current mayor of Le Plateau, Luc Ferrandez cycles without a helmet and pas d'casque has been used to describe him in more ways than one.

RUSSIAN?
The best thing since the bicycle
In my notes I have this written down, but I can't remember exactly where it is from. It might be Russian or another Slavic language. In English something can be called the best thing since sliced bread. In this language something really fantastic is called the best thing since the bicycle. Because let's face it, the bicycle was a pretty great invention.

Any help in tracking this expression is welcome.

ENGLISH
As easy as riding a bicycle & just like riding a bicycle
These two well-known expressions in English are worth mentioning. If something is effortless or easy, it's as easy as riding a bicycle. If something is easy to remember, it's just like riding a bicycle.

Add any others you may know in the comments or @ me on Twitter @copenhagenize

Bicycle references in Danish culture

Here are some other, general descriptions using the bicycle from the annals of Danish culture that I've discovered through the years.

"One sits on it either straight-backed, as though you're at a festive dinner party, or hunched foward, as though you just failed an exam. All according to the situation, your inclination or your inborn characteristics."

"And like a large home Copenhagen begins the day's work. Already down on the streets is one at home, with loose hair, long sitting rooms through which one travels socialbly on a bike. In offices, in workshops, in boutiques you are at home, in your own home, one large family that has divided the city among itself and runs it in an orderly fashion, like a large house. So that everyone has a role and everyone gets what they need. Copenhagen is like a large, simple house."

"In the stream of cycles over Knippels Bridge we see Gudrun again, pedaling steadily. As though her and the machine are one. She is Copenhagen and Copenhagen is her."

"If one (Ed. cyclist) is bumped by a car, the whole school is bumped. It's a nerve one has in the elbow, a flock function, which Copenhageners have learned so well that it is second nature".
The above three by Johannes V. Jensen, from the novel Gudrun / 1936


Copenhagenize the planet. And have a lovely day.
Categories: Views

Cologne/Köln Ridicules Pedestrians in name of "safety"

27 November, 2014 - 12:42

Thanks to reader Felix Feldhofer for the photo and the heads up about this story.

By and large, history is repeating itself as we work towards making cities better. We are returning to many of the ideas that made cities human - before the automobile appeared. It's often a very good thing.

Which makes what is happening in Cologne, Germany, even more comical, bizarre and stupid. It is absolutely shocking. A stunning example of Ignoring the Bull.

We've written before about The Anti-Automobile Age in the early years of the 20th Century. In this article, you can read about the "jaywalking" concept, basically invented by the automobile industry to keep the streets clear for their cars and get the irritating, squishy obstacles out of the way. I highlight this in my Bicycle Urbanism by Design TED x talk.

We know it was crazy. We know that it was a desperate - and successful - ploy by the automobile industry to claim the streets for themselves, despite the fact that for 7000 years since cities first where formed, crossing the street was a rather normal thing to do. As Canadian writer Chris Turner points out, there is no jaywalking on sustainable streets.

If you thought the idea in some American cities of putting flags at pedestrian crossings for pedestrians to wave at cars when crossing was wacky and sooo last century, you'll love Cologne.

The City, the police and the tram company (Big Auto is chuckling in the wings) are financing a campaign to stop people from jaywalking. Goofy men in red and green costumes wander around the city ridiculing pedestrians doing what urban homo sapiens have done for seven millenia. Crossing the street to get somewhere they need to go.



Back in the day, the Automobile Industry enlisted boy scouts to hand out flyers and chastise, publicly, pedestrians who were "jaywalking". Amazingly - and I mean that in the most stunned, jaw-dropping way - the authorities are actually handing out whistles to children when they visit them in schools and training them to blow their whistles at jaywalkers. In the public space. Ridiculing them. It's the Cologne version of a mix between Stasi methods and public stocks - as choreographed by Monty Python.


Cologne is regurgitating propaganda from the 1920s invented by the car industry.

The police and the city, who are indoctrinating the children between 3rd and 7th grade - for taxpayer money - call it a "behaviour" campaign. They call it "Köln steht bei Rot" - or "Cologne stops for red". But the whole kid/whistle is an intiative called "Ich verpfeife dich". It's a German play on words. Directly translated it means "I will whistle you" but it also means "I am going to tell on you!"

Seriously. That is the level that the City of Cologne and the police are working at. In 2014.

It's one thing to get an idea for such a campaign. It's quite another to actually finance it and start it. It is one of the most bizarre examples of cities advertising how completely incompetent they are at controlling the destruction on their streets. Placing the responsibility on the vulnerable traffic users and not the Bull.

This entire campaign disgusts me. No offence, American friends, but it something that we're used to seeing coming out the States. That it is happening in a large northern European city that should know better is depressing.

It's certainly not a new idea. Bogota has also chased pedestrians in a similar fashion and tried to sugarcoat it in academia.

Another article in German about the campaign.Copenhagenize the planet. And have a lovely day.
Categories: Views

Cycling Without Age in YOUR City

13 November, 2014 - 09:58

Watch this TED x talk. It is inspiring. It is moving. It is important. Watch it and share it.

Not just because it's about bikes but because it is about caring for our elderly, rebuilding a volunteer-minded society and it is about how individuals with passion and vision can change things. Change things quickly, effectively and massively.

I know this individual. I work three metres from him every day. Ole Kassow is his name.

I met Ole in 2010 at TED x Copenhagen when I was presenting this TED talk. He introduced himself and told me that reading Copenhagenize.com and Cycle Chic was the direct inspiration for selling the family car and banking on bicycles, as I wrote about previously.

Ole is the single most inspiring individual I know in my life. Full stop. The story, outlined in the above TED talk could have happened to many people, but of course it happened to Ole. And of course Ole took it to the next level, even though the development of the project Cycling Without Age / Cykling uden alder has taken him by surprise.

There are countless good points in the book The Culture of Fear by British sociologist Frank Furedi about the societal development since the 1950s - from a sense of community to a more egoistic, individual state of mind. This loss of community is regrettable. Fewer people volunteer for things, fewer people participate in organisations, etc.. It's easier to LIKE something on Facebook.



I don't need to write too much about Ole's Cycling Without Age project - he spells it out brilliantly in the TED talk, above. But I am amazed how the project has captured the imagination of so many people and how the volunteer-based participation bucks the societal trend in style. People of all ages are signing up to take the elderly for bike rides. Giving the elderly The Right to Wind in Their Hair with bicycles is something that has hit a nerve.

As I write this, there are about 37 municipalities in Denmark who are now rolling around with their elderly citizens. 150 rickshaws are on the cycle tracks of the nation, with many, many more on the way. Because of the demand, Ole is having a new rickshaw developed.

The international interest is just as massive. Eight municipalities in Norway are rolling. There is interest from twelve countries in starting up Cycling Without Age. Even as far away as Australia, New Zealand, US and Canada.

You can never plan for anything to go viral. It just does. When it's a passionate project about caring for our elderly, it's fantastic.

You simply can't not be involved. Wherever you are in the world. This is too important. Check this out:

Cycling Without Age in Your City?

I have been completely fascinated by the European Space Agency landing a probe on a comet 500 million km away from earth this week. I've been staring at the photos, absorbing all the articles. It's amazing. If I think about it, however, Cycling Without Age led by Ole and his team is just as impressive. The same "how is it POSSIBLE?" and "how do they DO it?" questions arise. I am amazed, inspired, impressed.

Let's not rest until rickshaws are rolling around the world and our elderly have been given the right to wind in their hair.

Copenhagenize the planet. And have a lovely day.
Categories: Views

The Race for the Life-Sized City

4 November, 2014 - 15:55



It's simply not fair that there are so many board games featuring a car-centric, last-century theme, like this one:


Or even this online version.

So, together with Doug Gordon, who runs the Brooklyn Spoke blog and who should be immediately followed on Twitter, Erik and Mikael from Copenhagenize Design Company decided to rectify the matter by whipping up a board game for the Life-Sized City. Like so many things regarding cities, the idea is old but still good - snakes (or chutes) and ladders has been around for many centuries - known as Moksha Patam in India.

Find a die and start rolling. It ain't easy, sunshine, but it's possible to win.

You can also download the .pdf if you want.Copenhagenize the planet. And have a lovely day.
Categories: Views

Copenhagenizing Bangkok - Suvarnabhumi Airport Cycle Track

25 October, 2014 - 08:30


A team from Copenhagenize Design Company recently returned from Bangkok where we had the pleasure of working on an exciting project. It is fantastic to be surprised. Thailand's second largest bank, Siam Commercial Bank (SCB), have constructed a 23.5 km long cycle track around Bangkok International Airport - Suvarnabhumi. The beginning of one of the most impressive CSR projects we've ever seen and we are excited to be a part of it. It's not every day projects on this scale see the light of day and we had a fantastic site visit with our partners from SCB, King Power and Superjeew Event.

Copenhagenize Design Company have been hired to take the basic idea and simply make it World-Class. It's a brilliant combination of placemaking, infrastructure, planning and communication for a destination for cyclists and Citizen Cyclists alike. Basically developing what could be one of the most interesting bicycle destinations in the world.


copenhagenize@suvarnabhumi bike track from Viwat Wongphattarathiti on Vimeo.
Copenhagenize Rides the Suvarnabhumi Track

Bascially, SCB, together with Airports of Thailand (AOT) who own the land, took an access road along the perimeter of the airport and resurfaced it in a bright, green colour - 4 m wide - to create a one-way cycle track for recreational/sport cycling. The road is inside the airport's moat designed for flood protection and outside of the fence leading to the runways and airport's operational area.

For obvious security reasons, there is only one access point and the cycle track is one-way along the entire 23.5 km length.

Mie, Anina and Mikael from Copenhagenize Design Company on the site-visit.

At the moment, the airport cycle track is in a basic form. The cycle track loops around the airport but there are no facilities. It is open from 06:00-18:00 each day. On the Sunday morning that we visited for our site visit, we arrived at 07:30. The security team at the entrance informed us that 6000 people had already entered the track. Six thousand! An astonishing number. On average, there are 3000 people a day on a weekday using it - primarily in the morning and afternoon before and after work but also because the temperature is cooler.

Riding along the 23.5 km length, we never really felt that it was crowded with 6000 cyclists. They all spread out nicely along the track, what with differing speeds.


There was a great variety of cyclists on the track. The vast majority were kitted out in cyclist clothes and riding racing bikes in a wide spectrum of skill levels. There were groups of riders muscling past at speed and there were couples, friends and individuals enjoying some exercise.

There were a few kids out on the track, too. Copenhagenize rocked the track on three Bromptons provided by our hosts.


At the start area, a short 1 km track has been added so that kids - or less-experienced cyclists - can go for a spin as well.


At this stage, Copenhagenize Design Company is in the midst of the consultation process so we'll have to wait with writing about our catalogue of ideas for how to take this fantastic facility and make it truly world-class.

Until then we are amazed that it even exists.

Bangkok is not exactly known for being a bicycle-friendly city. While Copenhagenize Design Company primarily works with cities on transport infrastructure, this project is too amazing to resist for us. We are convinced that making it into a world-class destination will have a powerful knock-on effect for improving conditions for cyclists in the city itself, where bicycle advocates are fighting an inspired fight.


Like getting this separated bicycle facility put into place on one street in Bangkok.

The airport cycle track may be a roundabout way of doing it, but the local advocates are doing great work so it will all go hand in hand. The Prime Minister of Thailand helped us all out by announcing, on the day before we arrived in Thailand, that he wants Thai cities to focus on bicycles as transport in Thai cities. So thanks, Mr Prayuth Chan-ocha, for that.

Copenhagenize the planet. And have a lovely day.
Categories: Views

New York Journalist Covers Cycling in Denmark and Scandinavia

23 October, 2014 - 09:32
This just in... hot off the presses. As always, Copenhagenize has its finger on the pulse of breaking news.

A roving New York reporter covers cycling in Scandinavia.

"If for nothing else the bicycle is blessed in Scandinavia because it saves time."

"No other country has done more for the pleasure and comfort of its wheelmen than Denmark..."

"The construction of pavements takes in consideration what best can serve the interests of cyclists, and cycle paths are provided near all cities, in some instances leading miles away from town into the country."

"...ride to market on their bicycles with baskets strapped to their backs, and other baskets dangling from the handle-bars of the wheel. ... they seldom come to grief, and manage to keep their equilibrium to their journey's end."

From the New York Sun. 19 February 1897. 42,979 days ago (based on today's date)
(The Sun was a New York newspaper that was published from 1833 until 1950. It was considered a serious paper, like the city's two more successful broadsheets The New York Times and the New York Herald Tribune. The Sun was the most politically conservative of the three.)

Copenhagenize the planet. And have a lovely day.
Categories: Views

Anniversary of the Modern Copenhagen Cycle Track

22 October, 2014 - 19:15

I made the above graphic back in 2008 to celebrate the 25th anniversary of the return of Copenhagen's separated cycle tracks.

Now it's 31 years on, but the anniversary is timeless.

It was in June 1983 that the Copenhagen cycle track returned to Copenhagen. Meaning cycle tracks separated from cars on one side and pedestrians on the other by curbs.

For the record, there were cycle tracks prior to this. Historically, separated cycle tracks criss-crossed Copenhagen but many were removed during the brain fart that was the 50s and 60s where planners decided the car was a good horse to back.


Here are the first bike lanes being marked out back in... 1915.


Here is a cycle track being constructed back in ... 1930.

But the return of the physically-separated cycle track in the modern era is a landmark. The City of Copenhagen made a visonary choice in implementing them. Cycling levels plummeted through the 50s and 60s from a peak in the late 1940s. By the late 60s, the modal share hit 9% after a high of 55%. Due... you guessed it... to infrastructure being removed to make space for cars.

Through the 1970s, the focus returned to the bicycle as a solution to transport problems. In 1983, the foundation was laid - in stone - for a return to rationality. Jens Kramer Mikkelsen, head of the traffic department (and later Lord Mayor) was responsible for the paradigm shift. A shift which continued unabated until today, where 41% of people arriving in the City of Copenhagen at work or education do so on bicycles. Of the citizens of Copenhagen municipality, the number is 55% who cycle every day. Only 12% drive cars.

On June 4, 1983 the Danish Cyclists' Union, at a large bicycle demonstration, gave a "Cyclist Award" to Mikkelsen in the form of a two metre long curb to symbolise the physical separation from traffic.

The cycle track was placed on the bike lane on Amagerbrogade at the corner of Hollænderdybet - just after Amagerboulevard - a sacred shrine for bike culture if anyone wants to start a'pilgrimage-ing.


The photo features the Cyclist Award and the two chaps who made it - stone mason Uffe Mohr [right] and his apprentice Egon Albertsen [left].

Copenhagenize the planet. And have a lovely day.
Categories: Views

Nantes: A City Getting it Right

14 October, 2014 - 09:58


A French translation of this article follows the English text.

The city of Nantes in France will host the global bicycle conference Velo-City in June 2015. Before showing up, Copenhagenize Design Company decided to do a scouting tour.

Nantes and its 600,000 inhabitants - including the immediate suburbs - is one of the French cities that decided to implement an ambitious cycling policy. They dared to innovate and to make strong political decisions. We find that inspiring.

To begin with, watch the Velo-City 2015 promotional clip. In this video, Nantes demonstrates that they understand that creating a bicycle-friendly city is not just about building infrastructure but it's most of all about developing a life-sized city where bicycles are merely one of the tools to create an active, creative and liveable city - albeit one of the most important tools. Nantes presents in the video its inhabitants, its urban spaces and its activities.

We have to admit that we have been impressed by the diversity of features included in the bicycle policy. Far from being only focused on building infrastructure, Nantes expands the initiatives to include everything that can support rebuilding a bike-friendly city; services for cyclists; parking; a bike share programme; long and short term rental bikes; collaboration with the local associations, etc.



The implementation of their policy has been a success if you consider the fact that the number of cyclists has increased and the modal share rose from 2% to 4.5% between 2008 and 2012 (5.3% in the city-centre). Most importantly, the bicycle users in the city are largely Citizen Cyclists and not hard-core "avid cyclists" dressed in racing gear.

First step - Reducing the Number of Parasites
During rush hour, many streets are still highly congested but when it comes to traffic regulation within the city-centre, Nantes has made a crucial decision: the through traffic has been completely removed from the heart of the city thanks to the creation of a Limited Traffic Area.

The main boulevard running through the city is now only accessible to bicycles, public transport and authorised vehicles (taxis, delivery trucks, shopkeepers), meaning that most cars and motorcycles are no longer welcome. On this boulevard, just like on a pedestal, cyclists ride a 4 meter wide cycle track, slightly elevated. Even if we can criticise the fact that the cycle track is very different from the others (bi-directional, in the middle of the street, elevated), we notice that the Municipality has decided to showcase to the inhabitants that the cyclists are very welcome in Nantes - and prioritized. In addition, the city continues transforming symbolic car-centric places into pedestrian areas (such as the Royale square and the Graslin square). Nantes is Copenhagenizing and modernising itself.



Building Several Kilometres of Bicycle Infrastructure
In addition to their wider focus, Nantes has, bien sur, built numerous kilometres of separated bike lanes. The colour chosen for the bike lanes is a very light orange. At the intersections, this colour communicates clearly that the space is dedicated to cyclists and orange stripes along the lanes strenghten this communication in some areas.

But let's look at the infrasturcture in detail because it is the backbone of any cycling city. The lanes are wide enough to host the current number of cyclists (3 meters wide for the bi-directional lanes). But when the modal share will really increase, will it be sufficient to cope with the user's flow and capacity? Is the infrastructure capable of evolving and expanding? We're not sure.

 



 

A Clear Strategy Can Still Suffer from Drawbacks
We must mention that one clear drawback and that is a lack of homogeneity in the bicycle network. The diversity the design of the infrastruture is such that without a strong knowledge of the city, you can easily lose track of the network. For instance, bicycle lanes are randomly designed. They are in the middle of the street, on the right of car traffic, on the right or left of the tram, shared with buses or pedestrians suddenly for a few metres, first monodirectional then bidirectional. It's a guessing game at times.


Despite the consistency of the orange colour and the creation of two main routes - north-south and east-west- the network remains very complex and not at all intuitive. It makes it quite difficult to get a clear mind map of the bike route you’ll be riding. Moreover, the bi-directional bike lanes already show some limits as this infrastructure is too narrow to host the cyclists at the intersections during rush hour.

The physical complexity of the bike infrastructure has two main impacts. First, the speed of the cyclists is reduced, which turns cycling into a less competitive solution compared to other means of transport (12 km/h in Nantes vs. 15,5 in Copenhagen and 20 km/h on the “Green Wave Routes”). We know for a fact that a bicycle user wants to ride from A to B as quick as possible.


Secondly, the difficulty to visualise a clear cycling itinerary can become a serious deterrent to getting new cyclists onto the infrastructure. This might challenge the ambition of the city to increase the modal share. Can Nantes really reach their declared target of 15% model share for cyclists without making cycling the most practical and easiest choice? Not likely, as it is now.

This challenge is common in many French cities that, on the one hand, develop ambitious cycling networks but, on the other hand, make them too inconsistent when it comes to the type of infrastructure.

Increase the 
Diversity of Services
Like so many French cities, Nantes implemented a bike share scheme – the Bicloo – relying on user-friendly stations (880 bikes and 102 stations). But the city also offers the commuters the opportunity to combine bicycle and train through the development of a bike-train-bike concept (similar to the BiTiBi project). Indeed, let's imagine that an inhabitant of Nantes Métropole cycles from home to a nearby suburban train station, he/she can park the bike under a shelter (or, even better, in a secure bike parking facility at the main train station in Nantes). Then, he/she gets on the train and upon arriving in the city-centre, he/she can rent a bike for a day and return it to the same place before taking the train home.  The City of Nantes has also developed secure bike parking, long term rentals and air pumps and they allow folding bike on the trams – the Cyclotan - as well as offering citizens €300 euros subsidy for buying a cargo bike. allowance when buying a cargo-bike.








Important information for our followers attending Vélo-City 2015 - we have already found the Copenhagenize HQ  - near the conference venue. A lovely place on the Erdre river. See you there in June 2015.


VERSION EN FRANÇAIS

Nantes – Une ville qui a compris !


La Ville de Nantes (France) accueillera en Juin 2105 la conférence mondiale Vélo-City. Avant de venir y participer, Copenhagenize a décidé d'aller y faire un petit repérage.
Nantes, 600.000 habitants à l'échelle de l'agglomération, est l'une des villes françaises qui a mis en place une ambitieuse politique cyclable et qui n'a pas hésité à innover en la matière et prendre des décisions politiques fortes. De quoi inspirer.
Pour commencer, visionnage de son clip de présentation de Vélo-City 2015, où Nantes montre qu'elle a compris que créer une ville cyclable c'était avant tout créer une ville humaine où les vélos ne sont finalement qu'un des éléments d'une ville active et agréable à vivre. Nantes y présente majoritairement ses habitants, ses espaces publics, ses activités urbaines.
Ensuite, il faut bien avouer que nous avons été impressionné sur la diversité des éléments de sa politique cyclable. Loin de s'être uniquement focalisée sur la construction de pistes cyclables, Nantes a élargi ses initiatives concernant le vélo sur tous les fronts : services aux cyclistes, parkings, vélos publics, travail avec les associations locales...
Résultat, la part modale du vélo est passée de 2 % à 4,5 % entre 2008 et 2012 (5,3% dans le centre-ville), mais surtout les cyclistes sont des usagers de la rue comme les autres et non des hard-core du vélo, de vrais « Citizen Cyclists » (cf. le blogpost sur Copenhagen Cycle Chic).
Deuxièmement, des kilomètres d'infrastructures cyclablesNantes a construit des kilomètres de pistes cyclables complètement séparées de la circulation automobile. Orange pâle, c'est la couleur choisie pour marquer les pistes cyclables. Aux carrefours, cette couleur affirme la place des cyclistes et des bandes peintes le long des pistes vient parfois judicieusement renforcer la lisibilité du réseau.
Les pistes sont actuellement assez larges pour accueillir les cyclistes (3 mètres de large mais en bi-directionnelle), mais qu'en sera-t-il quand le nombre de cyclistes augmentera véritablement. Toutes ces infrastructures seront-elles adaptables?

Une ombre au tableauToutefois, il faut tout de même signaler un bémol : le manque d'homogénéité du réseau cyclable. La diversité du type de pistes cyclables est telle que sans être un fin connaisseur de la ville, on en perd très vite la lisibilité. La piste cyclable se situe parfois au centre de la rue, parfois à droite des voitures, à droite ou à gauche du tram, partagée sur quels mètres avec les piétons ou les bus, elle peut-être mono- ou bi-directionnelle...Le réseau est trop complexe et malgré la signalisation des axes majeurs nord/sud et est/ouest, difficile d'avoir une carte mentale claire de son itinéraire. Par ailleurs, les pistes cyclables bi-directionnelles montrent déjà leur limite aux heures de pointes, les endroits d'attente aux intersections autant rapidement saturés.
La complexité physique du parcours alternant entre différents types de pistes cyclables à deux impacts majeurs. Il réduit la vitesse des cyclistes et rend ainsi ce mode de déplacement moins compétitif face aux autres modes de transport (12km/h à Nantes contre 15,5 à Copenhague et 20km/h sur les « Green Waves »). On le sait, un cycliste utilise son vélo principalement parce que c'est rapide et pratique. Par ailleurs, la complexité de lecture du réseau peut dissuader certains usagers à se déplacer à vélo et limite l'augmentation de la part modale. Est-ce ainsi possible d'atteindre 15% de cyclistes ?
Cette remarque est en fait la principale critique que l'on puisse faire aux villes françaises de manière générale. Elles innovent mais complexifient leur réseau.

Une diversité de services Comme des dizaines d'autres villes en France, Nantes dispose d'un service de vélos partagés – le Bicloo – et de bornes facilement accessibles (800 vélos et 102 stations). Mais elle permet également la combinaison de transport – vélo-train-vélo (cf. le projet européen BiTiBi). En effet, imaginons qu'un habitant de la région nantaise se rende de son domicile à sa gare locale à vélo, il trouve – à défaut d'un parking sécurisé – un abris à vélo. Il prend ensuite le train et une fois arrivé à la gare de Nantes, il empreinte pour la journée un vélo public et le retourne à la gare lorsqu'il vient reprendre son train.
La Ville de Nantes a développé également des parkings sécurisés disponibles sur la voie public, des pompes à vélo, un vélo pliant autorisé dans le tram – le Cyclotan -, une aide àde 300 euros à l'achat d'un vélo-cargo, un vélo à disposition des étudiants...

Information à tous nos lecteurs participants à Vélo-City 2015, nous avons déjà trouvé notre QG à deux pas de la salle de congrès, un lieu unique au bord de l'Erdre où nous aurons plaisir à vous retrouver.
Copenhagenize the planet. And have a lovely day.
Categories: Views

Swiss Family Cargo Bike

13 October, 2014 - 20:47

No big bicycle urbanist article this time. Just a simple tale of what happens when you loan out your cargo bike. During the summer, a Swiss family from Lausanne checked into my Airbnb room. I have had only wonderful experiences with being an Airbnb host. Half of my guests know my work through the company or through this blog or had the link sent by someone who does, so I get to meet many likeminded people. The other half just like the look of the place so I get to meet fascinating strangers and welcome them into our home.

The Swiss family were cool. They kind of just rocked into Copenhagen without any definitive plan. They just wanted to come here to see this cool, bicycle-friendly city. They even brought their kids' bikes with them on the plane. They had vague ideas of renting a cargo bike - preferably a Bullitt - and riding around the region but were disappointed to discover that Bullitts couldn't be rented and the other places that rent three-wheelers were booked. I was using my own Bullitt at the time, so they enquired about the Triobike three-wheeler I have in the backyard. I said that it probably wasn't THAT great to ride on longer trips, what with the wind and whatnot, but they just shrugged and smiled. They were up for anything. And off they went.

They cycled up the coast north of Copenhagen to the north coast of the island of Sjælland that Copenhagen is on. Then back down again. Then over to Malmö in Sweden to ride around the region. The kids rode their bikes and when one got tired - they were four and six - they just put the bike and kid in the cargo bay and continued.

I heard about their journey but I just received the photos in my inbox. It was, by all accounts, an amazing, epic journey. There are, of course, cycle tracks criss-crossing the nation - especially the island of Sjælland - so THAT was no problem, but respect for doing a few hundred kilometres as a family on a three wheeler, two small kids' bikes and one extra adult bike.

Pit stop at a gas station. Not for gas, obviously.

Heading north from Copenhagen. Stopping at Charlottenlund.

They had camping gear with them, too.

Always fun with some off-roading.

Ooh. And picnics.

Lakeside camping with pre-requisite Danish beer.

Old building-visiting.

Off to Sweden.

A break back in Copenhagen at Baisikeli's café.

Thanks to Simon and Sonia for the photos so I can see what they got up to on my bike!



Copenhagenize the planet. And have a lovely day.
Categories: Views