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Updated: 1 hour 13 min ago

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

Car Industry Strikes Back - Smart Hates Peds

22 September, 2014 - 19:57

Here is (yet) another piece to fit nicely in our ongoing Car Industry Strikes Back series.

Yep. All this growing momemtum for liveable cities, civilised streets after almost a century of destructive, car-centric traffic engineering is really starting to irritate Big Auto. Smart is no exception. In an almost laughable direct extention of the automobile industry's invention of the concept of jaywalking (as highlighted in this TED talk), Smart decided to use "fun" and "gameification" in order to keep the sheep that are pedestrians down. Under the thumb. Under control. In the name, of course, of their kind of safety. They call it:


They are really grasping at straws, Big Auto. This generation is abandoning the automobile and so here comes the spin... new, smart generation... for loving the city. Those of us who love cities rarely have a love of the automobile. We're tired of death, injury, destruction. The new smart generation can see through Big Auto's attempts to spin things their way once again. "To hook them back to the car" as this former head designer at BMW actually told the crowd during his keynote.

So, funny dancing crossing lights to keep pedestrians "safe". Give me a break. 30 km/h zones like in over 120 European cities keep pedestrians and cyclists safe. Traffic calming does, too. External airbags on cars - placing the responsability on the potential murderers, too. Reducing the number of cars in cities is a no-brainer for the new, smart generation. Eliminating car ownership in cities altogether is actually a thing.

We who are new, smart and of this generation don't buy this blatant ignoring the bull. The paradigm is shifting. We are rejecting the car-centric streets that we inherited from the past century. Let the pedestrians dance wherever the hell they like in the Life-Sized City. It's the future of cities. It's back to the future, too. Seven thousand years of liveable cities will NOT be ruined by 90 odd years of deadly mistakes by traffic engineers and Big Auto, who have more deaths on their conscience that most dictators. The liveable city is rising once again, carried on the shoulders of a new, smart generation.


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

LED Busstops in Copenhagen

15 September, 2014 - 19:34

Photo: City of Copenhagen/Rambøll

Here's a little story about some innovation soon to show up in Copenhagen. In a city with many busstops and cycle tracks, there is the question of coexistence. For a number of years, the City of Copenhagen has worked hard to establish islands at busstops for the bus passengers to use when disembarking. It really is the baseline for infrastructure and the City, by and large, prefers it over anything else. Since the City starting retrofitting busstops to provide islands, safety has increased dramatically across the city.

In 2015, The City of Copenhagen will establish LED bus islands at certain locations where there isn't space to build a proper island. When there is no bus, there will be a green strip along the curb. When a bus rolls up, the LED light show will expand across the cycle track to indicate to all traffic users that passengers have the priority. When the bus leaves, the LED lights revert to the green strip.

The Mayor for Traffic and Environment, Morten Kabell, said, "We know that tradtional bus islands are a good idea but don't have space everywhere for them because some streets are too narrow."

"Therefore it will be exciting to see that if a lighted busstop can create a better sense of safety for both parties, create a better flow on the cycle track and create space for bus passengers".

The pilot project will start next year, with a budget of $400,000.


This is an example of a standard bus island. The cycle track continues between the sidewalk and the island. In this instance, the law dictates that passengers have to wait for the cyclists to pass before crossing to or from the island.


There are, however, a number of locations where space is limited. This kind of situation will be perfect for the new pilot project. In locations like this, the law dicates that the bicycle users have to stop to allow the passengers to board and disembark the bus.

Generally, in detailed observations that Copenhagenize Design Co. have done, there is not a lot of drama at busstops. Things do get a bit tight in the rush hour, sometimes a bicycle user and a bus passenger will bump into each other. Generally, this LED solution will clearly mark out the territory for all parties involved. Many people aren't clear about the rules - or the fact that they differ between places with an island or without.

This solution is a positive addition to the traffic equation in Copenhagen.





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

The Arrogance of Space - Paris, Calgary, Tokyo

11 September, 2014 - 14:02

Yeah, so, there I was on summer holidays with the kids, standing atop the Eiffel Tower in Paris. Been there, done that many times before, but it's always a beautiful experience looking out over a beautiful city. If you're afraid of heights, the rule of thumb is "don't look down". When you work with liveable cities, transport and bicycle urbanism... it would seem that this rule applies as well. Don't look down.

I did, however. I looked down at the intersection on Quai Branly where it meets Pont d'Iéna over the Seine. This is a place with easily hundreds of thousands of visitors every year and more and more cyclists. It is also clearly a place dominated by The Arrogance of Space of last century traffic engineering. It is a museum for failed, car-centric traffic planning - sad and amusing all at once.

You may recall my earlier article about The Arrogance of Space in traffic planning. I talk a lot about it in my keynotes, this Arrogance of Space and I decided to revisit it.

I did a simple thing. I squared off the photo with (very roughly) one square metre squares. It's not totally exact and it doesn't really matter. Creating this grid, I gave the urban space colours based on who it is intended for. It's pretty self-explanatory above.

Worth noting, however, that while I reluctantly gave the goofy bike boxes the "space for bikes" colour, I refused adamantly to do so for the sharrows in the intersection. They are ridiculous and should never, ever, be classified as bicycle infrastructure.

With the colours you soon see how much space is allocated for motorised transport. Arrogantly so.


Removing the photo gives you an even better idea of the blatant injustice of space allocation.

In this version I roughly mapped out the actual space taken up by the motorised vehicles (dark red) and bicycles (dark purple). There were only two bicycle users and a pedicab with two passengers in the intersection at this moment. Yes, cars take up a lot of space, but man... look how much space they don't even occupy. Space that could easily be reallocated to a few hundred thousand pedestrians and many bicycle users.


When you actually count the number of individuals using the space the injustice becomes more and more apparent. The Arrogance morphs into pure mocking of the majority of citizens and visitors to the city. Pedestrians clustered together at crossings waiting for The Matrix to reluctantly grant permission to cross. Bicycles thrown to the hyenas into the middle of the Red Desert.



Clotilde, an urban planner here at Copenhagenize Design Company, gave me another photo. This one taken from the Montparnasse Tower in Paris. The intersection is Boulevard du Montparnasse around Place du 18 Juin 1940.

Here is the space allocated to motorised transport... including, it's worth noting, a number of buses.

Simplied further, there is an arrogant ocean of red and bits and pieces of painted bike lanes. Bikes heading to the right can use the bus lane on the Boulevard, which isn't exactly pleasant. I've tried it.


Here are the individuals using the space. Buses are great, of course, so let's count on 50+ people on board. But still a shocking amount of space for a few red dots. Only one bicycle user in the middle of nowhere safe. This photo was taken in 2011, by the way, so a lot of that "dead" space is probably repurposed.


For contrast, I found this photo taken from the Calgary Tower in my archives. The first Arrogance of Space article was based on Calgary, so let's revisit the city. Sure, I shot this photo facing south and that's the roof of a car park in the foreground, but let's add some colour.

Mars. The Red Planet.

I only marked out the space I could see, so sure... that sidewalk at middle right will continue to the left, but I couldn't see it.


In a liveable city you should be able to climb to a high place, look down at any given moment and see humans in the urban theatre. In this shot I could only see four human forms.


For contrast to the contrast, this is the view from my favourite hotel in Tokyo, overlooking the Shibuya crossing - which just may be the world's busiest crosswalk. I don't stay anywhere else when I'm in Tokyo simply because I love this view.


There are often bicycles in the crossing, as you can see in the film, above, that I shot a few years ago. There are probably more bikes in the bike parking areas around nearby Shibuya Station than in many countries.





Time for some colour. No bike infrastructure here but goodness me... look at that blue.

According to my EXIF info I took this on Friday, May 22, 2009 at around noon. Not so busy at this moment, but still great to see. Pedestrians here get their own signal in all directions, including diagonally.

If we want to change our failed traffic planning tradition from a previous century, it's time to change the question.

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

The Copenhagenize Desire Lines Analysis Goes to Amsterdam

5 September, 2014 - 21:46


Nine intersections. 19,500 cyclists. Nine hours. All in a city considered as a model for many urban planners. The Copenhagenize Design Company Desire Lines analysis tool headed south to Amsterdam to study bicycle user behaviour and how it interacts with - or is affected by - urban infrastructure.

In ca lose collaboration between Copenhagenize Design Co. and The University of Amsterdam in the guise of Marco te Brömmelstroet - and for the City of Amsterdam - nine intersections in the city were filmed during the morning rush hour in order to complete the world's largest study of bicycle user behaviour. We're pleased to reveal the results of our study and showcase some of the data, analyses and desire line maps. 
The bicycle infrastructure in the City of Amsterdam is rather different from the typology used in Copenhagen ,where we did the first anthropological studies of the cyclists - The Choregraphy of an Urban Intersection, and others. It was therefore interesting for us to observe the trajectories and behavioiur of Dutch cyclists crossing over-crowded intersections. The Desire Lines are more numerous and more complex, while in Copenhagen, the vast majority of bicycle users stick to the rules and react positively to the infrastructure which is more uniform and simplified. It has been fascinating for us to be able to compare the two cities, as well. Do we really have the World's Best Behaved Cyclists in Copenhagen or can the Dutch compete with that?


Monitored intersections in Amsterdam
The behaviour of Amsterdam cyclists is a recurring theme in public debate in that city. In many of these discussions, the majority of cyclists are deemed to display a strongly anarchistic attitude – e.g. ignoring red lights, cutting corners, etc. Our Desire Lines tool is the perfect way to figure out if these perceptions are true or false and to feed the debate with precise data. The study demonstrates how the cyclists respect the infrastructure as well as exploring whether or not the infrastructure fits the behaviour of the cyclists and whether there is room for improvement.
In our study we address the general research question: How do Amsterdam cyclists interact with design, each other and other road users and how do they experience it all? Nine intersections were allocated to a group of three first-year sociology students from the University of Amsterdam. They used our tried and tested methodology called the “Desire Lines Analysis Tool” and filmed the intersections. Then they went to work counting the cyclists and observing/studying the behaviour. In addition, the students conducted some interviews to gain insight into the experiences and emotions of cyclists at these intersections. Cyclists were classified as Conformists, Momentumists and Recklists - as they always are in our Desire Lines studies.
Here are the data collected at the intersection named Nassauplein (mapping of the trajectories of the cyclists + classification of the cyclists).
Behaviour of the cyclists at the intersection Nassauplein

To read about the eight other intersections, you're welcome to download the full report here - - it's a pdf and it is 10 mb. 
At the end of the analysis of the nine intersections, here are our conclusions:
Generally, the outcome of the Desire Lines Analysis suggest that the infrastructure at these crossings is under severe pressure by the sheer number of cyclists in peak hour traffic. As a result, the limitations of these infrastructure are challenged every day by the users.
Behaviour of the cyclists at the 9 intersections in Amsterdam
Although 87% of all 19,500 cyclists conform to all rules, there is a significant group that follows shortcuts, use sidewalks, adapts right-of-way rules or ignore traffic lights. Below, we also offer some more detailed reflections:
  • The nine intersections are very crowded. The video material is from February, so we expect even more cyclists in spring and summer
  • The general impression is that traffic is highly chaotic during rush hour but there were no serious conflicts observed
  • Most cyclists are used to this chaos, but many are also irritated by it. Even to the extent that they tend to avoid it by deviating from the existing infrastructure
  • The width of the cycle tracks does not fit the numbers of cyclists during rush hour. In most directions and on most crossings there is continuous ebb and flow
  • There is a significant lack of waiting space at the traffic lights. This is especially the case for left turning traffic
  • The large majority of cyclists are “conformists” but the number of “momentumists” and “reck­lists” are substantial. Most crossings have a large number of different Desire Lines:
- around the «vluchtheuvels» (small "islands" at each corner)
- in the middle of the intersection when the traffic light is green for left turning traffic
- on the sidewalks (to cut corners for right turning) or on islands and the space between the car and bike lanes
- cycling in a wrong direction down a bi-directional track to avoid waiting at the traffic light when there is a long line

Cyclists are more likely to bend traffic rules when the intersection is crowded. They are then almost “forced” to bend the rules. This rule bending behaviour often resolves apparent capacity problems or repairs ineffective right-of-way situations.


With this analysis we have developed a quite substantive set of systematised knowledge on cyclists’ behaviour in Amsterdam. There is a need to look at these crossings with these insights to develop design solutions that meet this new reality, in which cyclists are the dominant mode.

Despite the impressive level of bicycle infrastructure, cyclists - and pedestrians - are still subject to an all-dominant car-centric traffic planning culture inherited from the previous century. Even in the amazing bicycle city that is Amsterdam, cyclists are second-class citizens squeezed into another traffic culture and - like Copenhagen - not enough is being done to accommodate their mode of transport. A radical change of mentality in bicycle planning is long overdue.
Copenhagenize the planet. And have a lovely day.
Categories: Views

Taking Matters into Our Own Hands - Nordre Frihavnsgade

1 September, 2014 - 12:29

Sometimes you have to take matters into your own hands. Even in Copenhagen.

There is a street in a densely-populated neigbourhood in Copenhagen - Østerbro - without any cycle tracks. I know, I know... it's like a street in New York without honking taxis or a street in Paris without cafés populated by moody philosophy students. It's weird. Also because it's a long street in a thriving neighbourhood and it's one of the streets in the city with a far too high levels of incidents involving bicycles.

It's weird because it's a perfect street for cycle tracks. It's also weird because only 29% of households in Copenhagen even own a car but politicians and the City say that taking out car parking on this street would be "difficult".

A local politican, Jonas Bjørn Jensen, when campaigning for the last election decided to ask people in the neighbourhood if they wanted cycle tracks. Over 90% of the people he asked said, "yes".

Together with Ole Kassow from Purpose Makers and Thomas Lygum Sidelmann from Urban Action we at Copenhagenize Design Company decided to just do our own proposed street design. Enough talk. Let's get some imagery onto the table.

Above is the street as it looks now. Nordre Frihavnsgade (don't try to pronounce that please) is a central street in the Østerbro neighbourhood connecting Strandboulevarden, Trianglen and Østbanegade. It's an important shopping street and has a lively environment, with schools and shops and... life. There are 5800 bicycle users a day and 5300 cars. Ole Kassow, who lives nearby, has spoken with many locals and the general consensus is that the street doesn't feel safe. It's not nice to cycle on it. There are also many pedestrians crossing back and forth to the various shops and cafés and other destinations.

Bizarrely, the street is a 50 km/h zone, except at the narrowest section where it is "only" 40 km/h. One thing that Copenhagen sucks at is the fact that they haven't embraced the 30 km/h movement like the rest of Europe. If this street was in Amsterdam, Barcelona, Paris, Vienna, etc etc. it would be 30 km/h. Years ago.


Anyway, we decided to visualise what the street should look like. Our point of departure was that if cycle tracks are ooooh so difficult for the City of Copenhagen, then we will give them an easier, cheaper solution. The Dutch have their fietsstraat and while the Copenhagen Police have been vocal opponents of them - and most everything else that would improve cycling in the city - there is finally a pilot project on Vestergade in Copenhagen as we speak.

So we made the street a "cykelgade" - a bicycle street - dictating that cars are welcome as guests on the street but they have to drive at the tempo that the bicycle users dictate.

We designed a Danish version of the Dutch Fietsstraat signage, as well. Based on the Danish standards for pictograms and font.

Here is the street in it's full length. Our proposal would improve the street greatly. It would benefit local businesses, make pedestrians feel safer and it would be a new benchmark for neighbourhood planning in Copenhagen.

While there is nothing regarding bicycle infrastructure that we can learn from the Americans, the parklet concept is something that we can happily subscribe to. We included them in our designs to also plant this idea in the minds of Copenhageners. More of these would be fantastic.

It is vitally important to create visualisations. Talk is fine but when you design a visualisation, suddenly you have a whole group of different people who understand what you're on about. They are really powerful tools for change.

Cross your fingers for a positive development on this street.Copenhagenize the planet. And have a lovely day.
Categories: Views

Comfort Testing The Cycle Tracks

31 August, 2014 - 09:27

A car blocking the bike lane/cycle track. The source of much irritation and many social media photos. This photo, however, is from Denmark and that is a car that we WANT driving down the cycle track.

Cities like Copenhagen and Aarhus don't just build the necessary infrastructure to encourage cycling, keep people safe and help make people FEEL safe, they regularly measure the quality of the infrastructure.

Citizens always say in polls that the quality of the cycle tracks and bike lanes is of utmost importance to them when they are considering to commute by bicycle.

So, specially adapated cars like these are regularly sent down the cycle tracks to measure for bumps and smoothness, among other factors, using laser technology and recording the data.

There is a veritable armada of vehicles designed to operate on cycle tracks. Street sweepers, municipal garbage collection and, not least, snow clearance vehicles like those in our classic article: The Ultimate Snow Clearance Blogpost.

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