GOOD, BETTER, BEST THE CITY OF COPENHAGEN’S BICYCLE STRATEGY 2011-2025 PUBLISHED "#$$ BY The City of Copenhagen Technical and Environmental Administration Tra"c Department www.kk.dk/cityofcyclists VISUALISATIONS AND GRAPHIC DESIGN Goodmorning Technology, LOTS Design, Public Arkitekter, Cobe, DISSING+WEITLING architecture A/S, Visualization Studio Olafur Eliasson and TMF Graphic Design PHOTOS Troels Heien, Chr. Alsing ADDITIONAL PHOTOS The City of Copenhagen Copenhagen Museum TRANSLATION Copenhagenize Consulting COPENHAGENERS CYCLE And they always have. Conversation cycling on Dr. Louises Bro in the 1930s. FROM GOAL TO REALITY COPENHAGEN MUST BECOME THE WORLD’S BEST BICYCLE CITY! The goal was firmly set by a unanimous city council as an integral part of the vision of Copenhagen as an Environmental Capital. Above par conditions for cycling are also an important Number of bicycle trips element in Copenhagen’s goal of having a good city life and 2025 making Copenhagen C0 2 neutral by 2025. Good conditions for 240,000 cycling are also part of the city’s o>cial health policy. In other words, cycling is not a goal in itself but rather a highly- 200,000 prioritised political tool for creating a more liveable city. 2010 Copenhagen is already a fine bicycle city. Every single morning hundreds of thousands of Copenhageners choose the bicycle as the most natural thing in the world. It is amazing to many foreigners 160,000 and the source of great interest for journalists, researchers, politicians and urban planners from every corner of the world. 120,000 Copenhagen couldn’t have achieved this status without a 1970 steady and comprehensive eFort. Cycling in Denmark has fallen by 30% since 1990. The numbers for Copenhagen, however, head in the opposite direction. The number of 80,000 kilometres cycled has risen by around 30% since 1998 and the bicycle’s modal share for trips to work or educational institutions has risen to over a third in the same period. This makes the bicycle the most popular transport form for 40,000 commuting in Copenhagen. NUMBER OF BICYCLE TRIPS TO/FROM THE INNER The goal of this publication is to highlight, with the help of CITY FROM 6:00 AM TO 6:00 PM ON WEEKDAYS words, numbers and photos, what is required if Copenhagen is to reach its ambitious goal of increasing the modal share for bicycles. Not to mention making the city more bicycle-friendly. Copenhagen’s plan for achieving a greater modal share for bicycles In other words, how we can take Copenhagen to the next level as includes increasing the capacity of the cycle tracks to the city centre, a bicycle city. From good to better and on to the best in the world. in order to accommodate an additional 60,000 cyclists by 2025. This bicycle strategy replaces the municipality’s former bicycle strategy “Cycle Policy 2002-2012”. Enjoy the read! Best regards, Ayfer Baykal Mayor of Technical and Environmental Administration On behalf of the Technical and Environmental Committee 4 5 Copenhageners choose the bicycle because it’s the fastest and easiest way to get around. Period. If the numbers of cycling citizens are to increase it is all about making the bicycle the WHAT fastest and easiest way to get around for even more citizens 36 % than today. of all trips to work or educational This is not possible without a strong prioritising of bicycle- NEEDS TO institutions in Copenhagen are by bicycle,* friendly infrastructure and a will to think out of the box. These equalling 0 tonnes of C02 emissions. are therefore the two central principles in the bicycle tra>c This high percentage of the modal share is area: prioritising and innovation. BE DONE? a key element in the declared goal of making SECURITY SENSE OF SPEED COMFORT CITY LIFE Copenhagen PRIORITISING The cycle tracks of Copenhagen are already under pressure during rush hour. It is necessary to give more space to cyclists CO2-neutral on the main arteries. In order to increase the sense of security, make it possible for people to ride at their preferred speed by 2025 and, not least, to make it more attractive for those who are *Average 2008-2010 too insecure to cycle today. In some places the existing cycle tracks will be widened, in other places alternative routes will be necessary to move some of the bicycle tra>c away from the congested routes. Infrastructure expansion will be accompanied with campaigns focused on more considerate A BETTER behaviour in tra>c. BICYCLE CITY ”Travel times are a central parame- ”We will also have to work even ter for competitiveness, regardless more with new solutions that in- of which type of transport you are clude technology, communication A bicycle-friendly city is a city with more space, less noise, dealing with.” and partnerships. For example, IT A MORE cleaner air, healthier citizens and a better economy. It’s a city It is therefore necessary to improve travel times by bicycle that is a nicer place to be in and where individuals have a solutions must be integrated into compared to other transport forms. It requires prioritising higher quality of life. Where accessibility is high and there is both bicycles and the roads.” ambitious short cuts like tunnels and bridges over water, a short route from thought to action if one wants to head out railways and large roads. In addition, it requires many small LIVEABLE into nature, participate in cultural or sports activities or buy speed improvements, including allowing contraflow cycling on locally. Bicycle tra>c is therefore not a singular goal but rather one-way streets, allowing cycling across squares, implementing ships within the municipality should put the bicycle onto the an eFective tool to use when creating a liveable city with space more Green Waves for cyclists, etc. Finally, tra>c calming - on agenda as a way to improve health and integration. In addition, for diversity and development. CITY quiet streets near schools, for example - is also necessary if the external partnerships with companies, shopping districts, bicycle is to have a serious advantage in tra>c. public transport providers, neighbouring municipalities, etc., Fortunately, it pays oF to invest in urban cycling. Increased ensure optimal eFect and anchor the various initiatives. Finally, cycling levels give society less congestion, fewer sick days, it is necessary to work systematically with communication longer life expectancy, less wear and tear on the roads and less INNOVATION campaigns aimed at specific target groups with the potential pollution. Cycling initiatives are also inexpensive compared One of the unique things about Copenhagen is our cycle tracks. to cycle more. with other transport investments. Working to expand and develop our cycle track network must continue. If we are to encourage many new cyclists to get onto SAFE, QUICK, COMFORTABLE AND LOADS OF CITY LIFE The eyes of the world are already focused on Copenhagen – The their bicycles it is crucial that we’re open to new concepts. These keywords should define cycling in Copenhagen if we City of Cyclists. By continuing the ambitious work towards Regardless of whether it is infrastructure or other types of are to achieve our goal of becoming the world’s best bicycle becoming the world’s best cycling city, we maintain the many solutions. It could be, for example, making certain streets one- city. Therefore, each of these keywords is a theme on the positive stories about the city. Stories that brand Copenhagen way for cars in order to create improved space for better cycling following pages. We’ll give examples of how each of them as a liveable, innovative, sustainable and democratic city with conditions, new types of bicycle parking – including cargo bike can be improved through prioritising and innovation. The a political will to lead the way in the battle for an improved parking – and initiatives that make streets with cobblestones complete recipe for becoming the world’s best bicycle city, quality of life for the citizens. By aiming to be the best in the into attractive cycle routes. including the specific political goals, is summed up at the end world we can show the way for other cities around the world of this document. and raise the bar for what is possible in the area of urban Infrastructure like footrests at intersections and air pumps cycling. have both a practical and a communication value. Partner- First, a few statistics about Copenhagen – The City of Cyclists. 6 7 THE SOCIETAL BENEFITS OF CYCLING FROM ØSTER ALLÉ TO NØRREPORT DURING RUSH HOUR Ţ Taking a bicycle results in a net profit for society of DKK 3.65 (€0.49). Figure 3: Daily bicycle tra"c on NUMBERS Ţ Taking a car results in a net loss for society of Bryggebroen bridge, 2006-2010 (bicycle count). DKK 6.59 (€0.89). 9000 Ţ Yearly health benefits of cycling in Copenhagen: AND TRENDS 8000 DKK(Samfundsøkonomiske 1.7 billion (€228,000,000). analyser af cykeltiltag - metode 150,000 people cycle each day to work or educa- 7000 Socio-economicog cases, COWI, analyses 2009) of bicycle initiatives tional institutions in The City of Copenhagen. 6000 – methods and cases, COWI, 2009 The bicycle, with a 5000 Copenhagen’s overall goal for cycling include goals for the Socio-economic analyses give modal share of 36%, 4000 number of cyclists as well as the quality of cycling (sense of values to the e'ects of a given initiative in DKK so that the security, safety, travel time and comfort). One of the more is the most used form 3000 total e'ect can be calculated ambitious goals is increasing the modal share for bicycles to 2000 of transport for trips and solutions can be compared 50% of all trips to work or educational institutions by the end 1000 as best possible.