blueprints in in bicycle Blueprints Bicycle infrastructure Infrastructure
Kasey Klimes 2012
author’s note: The following document was researched, written, and
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designed over the 2011-2012 academic year under the guidance of Professor Rasmus Frisk at the Danish Institute of Study Abroad (DIS) in Copenhagen.
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I would like to extend a special thank you to Mads Sülau Jørgensen of Konstellation Digital Agency, Casper Hübertz Jørgensen and Frederik Cordes of Spoiled Milk
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Digital Agency ; Lauren Chaney of DIS Online Marketing and Communications; Anne Eriksson of Copenhagen’s Department for Traffic; Troels Heien of Monoline
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Urban Design & Photography; Dr. Alex Bitterman of the Rochester Institute of Technology; and Klaus Grimar, Project Manager of the Nørrebrogade street
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transformation. All photographs and diagrams are by myself unless otherwise noted - all rights reserved.
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Introduction Hierarchy & Separation Intersection Solutions Auxiliary Amenities Conclusion Bibliography Table of Contents
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“Cycle tracks will abound in Utopia.” - H.G. Wells
Like impulses through a nervous system, the inhabitants of a city flow through nearly infinite paths as functions of a larger body. If their mobility is hindered, the health of the urban organism will deteriorate. This is the position we find our cities in today. Buried beneath highways, the social cohesion of our communities is suffering. Pollution is damaging our environment. Infrastructure and regional economies struggle to bear the burden of inefficient mobility. We’ve designed our cities this way for over half a century, but today we acknowledge our mistakes; the process of
rehabilitation has begun. Still, questions arise. What problems surface in the transition from automobile dominance? What design solutions can effectively engineer our cities towards sustainable mobility? Copenhagen provides the world’s premier template for bicycle-centric urban design. It is among the only cities that boasts more trips by bike than by all other modes of transport combined*. A series of design schemes were introduced to Copenhagen’s streets in order to reach this achievement. The following analysis identifies key design solutions
allowing not only the strong and daring to hit the roads, but also the elderly, pregnant women, and children. Everyone should be able to cycle. Though a series of cultural and political forces have also convened to influence the atmosphere of Copenhagen’s streets, this study will hinge predominantly on the built environment. Major themes covered will include separation and hierarchy, intersection solutions, auxiliary amenities, and a case study of the Nørrebrogade street transformation.
*55% of trips within the city of Copenhagen are by bicycle
Introduction
4
HIERARCHY & SEPARATION
The success of Copenhagen’s mobility network hinges on the clear delineation of transportation modes and an effective hierarchy among them. Unlike the painted bike lanes common to North American cities, Copenhagen has recognized that equality of access to cycling often requires physically separated space. Mixing with automobiles was to be avoided wherever traffic
speed and volumes made cycling an uncomfortable experience to the most vulnerable commuters (senior citizens, children, pregnant women, and so on). The now ubiquitous cycle track—a curb separated lane between car traffic and the sidewalk—allows for street grid connectivity while creating a barrier of protection between cyclists and adjacent automobiles.
Rush hour on Nørrebrogade Facilitating a heavy flow of commuters through the heart of the Nørrebro district, Nørrebrogade* today caters almost exclusively to buses and bicycles. Until recently the street was dominated by automobile traffic. The radical transformation is a composite of many small but effective design solutions that today make Nørrebrogade the most cycled street in Copenhagen with over 36,000 cyclists per day. Nørrebrogade provides an unequivocal case study as a compact testing ground for the most innovative bicycle infrastructure concepts in the world. From the maximization of carrying capacity to the provision of frictionless motion, an intense attention to detail can be seen in the resulting artery. Though many of the components of Nørrebrogade’s streetscape can be traced elsewhere, it is their synergetic integration that make the street successful.
*Roughly pronounced ‘nair-BO-gale’ for English speakers.
Hierarchy & Separation
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GLOBAL PERSPECTIVE 8,000
How does Nørrebrogade’s daily bicycle traffic volume* compare to the busiest streets of other global cycling cities?
19,500 Hawthorne Bridge - Portland, USA
Marnixstraat - Amsterdam, Netherlands
Nørrebro
City Center
36,000 Nørrebrogade - Copenhagen, Denmark
*All numbers reflect bicycle traffic in one direction over a 24 hour period during the working week. Marnixstraat’s total is an estimate extrapolated from the street’s bicycle traffic volume (1,970 cyclists) between 16:00 and 18:00.
Hierarchy & Separation
8
TYPICAL STREET CONFIGURATION Cycle tracks are wide enough to allow cyclists to maneuver around open car doors.
SUIT A BL E TRA F F I C SP E E D kilometers per hour
Parked cars are situated between moving motor traffic and cycle tracks, creating a wall of protection for cyclists.
30-55
The basic principle guiding Copenhagen’s bicycle infrastructure design is the hierarchy of “soft” to “hard” commuters. The softest commuters are pedestrians, while the hardest are automobiles. Between them lies the cyclist - traveling at higher speeds than pedestrians but with far more vulnerability than motorists. Mingling any of the sectors at their full velocity creates danger for the softer commuter, be it cyclists endangering pedestrians or cars endangering cyclists.
Curbs or medians guard cyclists from potential intrusions by motorists.
S U IT A BL E TR A F F I C V OLUM E vehicles per day
The ‘softest’ commuters enjoy higher ground, increasing visibility to adjacent ‘hard’ commuters. Pedestrians are more visible to cyclists, who are more visible to cars.
A standard cycle track in Copenhagen is 2m wide.
7-12k Hierarchy & Separation
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MIXED TRAFFIC CONFIGURATION
Motorists are largely respectful towards cyclists, as they too likely ride bicycles on most days.
Parked cars are to the outside, but are infrequently moved since owners use bikes for most trips.
SUIT A BL E TRA F F I C SP E E D kilometers per hour
10-30
Low-volume side streets generally do not necessitate cycle tracks. In these circumstances, a careful mixing of street users is made safe through subtle but effective design elements meant to increase awareness while restricting motorist speed and volume.
Speed bumps are frequent and shallow enough to slow cars without disrupting cyclists
S U IT A BL E TR A F F I C V OLUM E vehicles per day
Narrow sidewalks in the city center make walking in the street a common and acceptable occurance, further slowing traffic and increasing awareness.
0-4k
Hierarchy & Separation
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BIKE LANE CONFIGURATION Parked cars remain to the inside of cyclists, creating a physical barrier despite the lack of cycle track.
SUIT A BL E TRA F F I C SP E E D kilometers per hour
30-55
The painted bike lane common to North American cities can also be found in Copenhagen, but there remain key differences in the streetscape design. Often they are used as an inexpensive temporary solution before cycle tracks can be installed. In other instances, street width allows dedicated space but vehicle traffic volumes do not necessitate physically separated cycle tracks.
Thick white lines insure that delineation of space is clearly communicated.
S U IT A BL E TR A F F I C V OLUM E vehicles per day
Painted bicycle icons are placed wherever hierarchy of space may be unclear to street users, especially near intersections.
4-7k
Hierarchy & Separation
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NØRREBROGADE CONFIGURATION Sidewalks with aboveaverage amounts of sunlight were widened for cafe seating.
BE FO R E AF TER &
Floating bus islands give protected space to bus commuters without interrupting the flow of cyclists.
Stop lights are timed to the speed of cyclists. (See: “The Green Wave”)
40% 45% 15%
of automobile traffic remained. of traffic moved to other streets. of traffic disappeared.
Two block-long segments of street have been painted bright red to indicate bus-only access. Motorists seeking direct thoroughfares to the city center must take other routes.
Cycle tracks have been widened to 4 meters on the street’s most heavily trafficked stretches.
TRA F F I C SP E E D L IM IT kilometers per hour
40
Hierarchy & Separation
16 10
“We want to make it difficult to go through for cars.” Klaus Grimar, Project Manager
The Nørrebrogade redesign increased bicycle traffic by
33% Hierarchy & Separation
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THE GREEN WAVE No one likes to stand still during their commute, but there’s a special kind of irritation red lights induce for cyclists. Hardearned inertia is lost, idling cars make poor company for lungs, and most accidents occur when the light turns green. For these reasons and to improve the flow of cyclists, Copenhagen introduced the “green wave”: a corridor with traffic lights synchronized to the speed of cyclists
(20km/h) rather than cars. The green wave insures that cyclists enjoy green lights for most of their ride, making the option of cycling an even more attractive option for commuters. Green Wave routes are clearly designated by painted icons on the cycle tracks (shown right).
Nørrebrogade
Cyclist Average Speed with Green Wave The first green wave was introduced on Nørrebrogade, which saw a 30% increase in the average speed of commuting cyclists. The 2.5km ride from outer Nørrebro to The Lakes (shown right) now takes only 7 1/2 minutes by bicycle. The lights are timed for city-bound cyclists between 6am and noon, then reversed from noon to 6pm.
AFTER
BEFORE
15.5 20.3
FLOATING BUS ISLANDS When designing transportation infrastructure, it is easy to digress into binary thinking: there are cars, and then there is everyone else. Cities like Copenhagen reveal the need for a much more nuanced approach. To address the increasing conflict between cyclists and commuters entering and exiting buses, the floating bus island was introduced. The floating bus island is a short strip of raised median placed between cycle track and the road, generally containing small bus shelters. Rather
than stepping down into cycle tracks where cyclists may or may not stop, the bus islands allowed bus commuters a safe space in which to wait or exit at bus stops. Once cyclists have passed, they may cross the cycle track. Whereas cyclists were previously subject to a stop-and-go game with buses unloading passengers alongside them, they can now flow uninterrupted. This simple design element has reduced friction throughout Copenhagen’s bicycle network immensely.
Hierarchy & Separation
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GREEN ROUTES
The Ågade/Åboulevard bridge (completed in 2008) links the green routes of Nørrebro and Frederiksberg. Over 110 km of green routes are currently planned throughout Copenhagen. As of 2010, 41 km have been completed, most notably the Nørrebro Green Route, which cuts through the city along an old rail line. The Nørrebro Green Route offers a corridor for cyclists and
pedestrians almost fully isolated from motorized vehicle traffic, and therefore a calmer commute for cyclists who may be intimidated by the cycle track’s congestion or proximity to cars. Wayfinding signs along the route simplify navigation where familiar streets are out of sight.
Cyclist/pedestrian bridges such as the one over Ågade/ Åboulevard (shown above) carry commuters safely across major arterial roads. Where the path intersects with less heavily trafficked streets, medians with cut-throughs provide islands of refuge for cyclists and calm traffic (shown below). Beyond the utility of a commuting network, the green routes provide green space for recreation and leisure. The project is a partnership between Copenhagen’s department of traffic and the department of green space.
Above: Cyclist and pedestrian paths are well separated, providing a safe and peaceful experience for both users.
Nørrebro Green Route
Below: Visual cues and small speed bumps alert cyclists to upcoming intersections.
Hierarchy & Separation
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In contrast to mixed traffic streets... Motorists on streets with cycle tracks naturally travel slower by approximately: Cyclists on streets with cycle tracks naturally travel slower by approximately:
5 2
kph
kph
5%
Danish traffic counts indicate painted bike lanes can increase bike traffic by
Cycle Tracks Bike Lanes
while the installment of cycle tracks can increase bike traffic by
37%
Hierarchy & Separation
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INTERSECTION SOLUTIONS
Despite all measures taken to separate and protect cyclists on cycle tracks, a certain degree of interaction with automobiles is unavoidable. Intersections are already difficult to design with the ongoing criss-crossing of cars, buses, and pedestrians. The addition of yet another transportation mode to the equation poses a real challenge. Unsurprisingly, this conflict zone accounts for the majority of bicycle accidents in Copenhagen and elsewhere. In its effort to reduce the serious accident rate to just 25% of its 1996 level by 2015, the city has pioneered a variety of solutions to insure intersections are as safe as possible for all users. Most of these solutions hinge on one core principle: visibility. There is no way to protect cyclists from motorized vehicles at intersections unless motorists can easily see where cyclists are and where they are going. It is for this same reason that lights and reflectors are strictly required by law in Copenhagen. The following section will explore the use of dedicated bicycle stop lights, blue-painted lanes (shown), staggered stop lines, and other design elements, as well as some site-specific solutions throughout the city. To date the intersection designs have proven successful with meaningful progress towards the city’s goal: by 2010 the city had already achieved a 64% reduction in the rate of bicycle accidents.
Intersection Solutions
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THE COPENHAGEN LEFT The city of Copenhagen has gone to great lengths to make cycling as convenient and frictionless as possible, but never at the expense of safety. The left turn familiar in most cities–waiting in the middle of the intersection for a break in oncoming traffic–is strictly prohibited for cyclists in Copenhagen. Instead, cyclists remain on the outside of moving
vehicles at all times, a twostage maneuver known as the “Copenhagen Left”. A cyclist turning left will enter the intersection as far to the right as possible, raising their left hand to signal their intent to stop (shown above at stage one). The cyclist will then swing out to tuck his or herself between the pedestrian crossing and other cyclists continuing
straight (stage two). The bicycle will be re-positioned perpendicular to the original direction as the cyclist waits for the second traffic light to turn green. Once it does, they may continue onward (stage three) . Though somewhat cumbersome, this routine ensures minimal conflict between cyclists and motorists.
Gyldenløvesgade & Nørre Søgade Gyldenløvesgade and Nørre Søgade was redesigned in 2006 after the City of Copenhagen identified it as the most accidentprone intersection in the city. On top of a more cyclist-sensitive stoplight scheme, the redesign included a dedicated space for left-turning cyclists to handle the high volume of cyclists taking this route. The City estimates that this redesign has reduced the number of injuries by 3 persons per year.
Copenhagen Blue Bright blue bicycle lanes carry cyclists from the end of one cycle track section to the beginning of the next, enhancing visibility amidst the intersection. They are made of either thermoplastic or colored asphalt. The ubiquity of “Copenhagen Blue” and its replication around the world have led to instant recognizability and connotation with meaningful bicycle infrastructure design.
Dedicated Traffic Lights Most major intersections feature separate traffic lights for motorists and cyclists. To insure that cyclists are in front and visible to motorists, cyclist lights turn green up to six seconds earlier than those for cars. At particularly high-volume intersections, a second cyclist light is used for right-turning cyclists (turning right at red lights is illegal for both cyclists and motorists in Denmark).
Mountable Curbs A common feature to all cycle tracks in Copenhagen is the mountable curb. This small slope of asphalt allows cyclists to access the cycle track from driveways and low-volume side streets that do not warrant a break in the cycle tracks. It also allows cars to cross the cycle track at such intersections. On occasion, mountable curbs give cyclists a means of diverting their route if the cycle track is blocked by construction.
Intersection Solutions
28
SØTORVET DRONNING LOUISES BRIDGE
The intersection of Dronning Louises Bridge and Søtorvet is among the busiest in Copenhagen. Every morning, thousands of cyclists stream down Nørrebrogade into the city center. Since the lakes create a bottleneck at the bridge, a typical intersection design would not suffice. A secondary right turn leading to a short contra-flow cycle track has been placed after the intersection, allowing heavy cyclist traffic to syphon into the side street of Vendersgade as it enters the city center. Traffic diffuses fairly evenly, since Vendersgade provides a more direct corridor into the city - the route continuing straight soon becomes a pedestrian street, as indicated by solid blue in the map above.
VENDERSGADE
DRONNING LOUISES BRIDGE & SØTORVET Intersection Solutions
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ELMEGADE
NØRREBROGADE
NØRREBROGADE &
Elmegade looking East
Motorists that do enter the intersection are alerted to cyclists’ presence by bright blue lanes placed along their path. A floating bus island eliminates conflict between cyclists and bus riders. Since Elmegade is a relatively small side street and automobile traffic is limited, there are no independent bicycle traffic lights at the intersection. However, the lights are timed for cyclists as part of the Nørrebrogade green wave.
ELMEGADE ACCESS BY MODE: bicycle Nørrebrogade
The intersection of Nørrebrogade and Elmegade presents a uniquely holistic configuration of design elements necessitated by the street’s heavy volume of cyclists. The Southern stretch of Nørrebrogade is accessible only to buses and bicycles, while the entire East-bound lane of Elmegade has been given to cyclists. Automobile traffic is limited to a select few routes, granted only to allow local trips and service vehicles.
Elmegade
bus
car
Intersection Solutions
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H.C. ANDERSENS BLVD & STUDIESTRÆDE
H.C. Andersens Boulevard is the most high volume corridor in Copenhagen’s urban core. A strategy of diffusion insures safety between bus, bike, and automobile traffic. South of Studiestræde, bicycle traffic and Northeast-bound bus routes are siphoned off to a parralel side street (shown below). Bicycles continue onwards into a mixed-traffic street (shown above). Automobile access is for parking purposes only, and cyclists enjoy complete separation from the six lanes of high speed traffic to their left.
Æ TR S E
DE
DI
U ST
C. H. AN DE RS EN SB
BUS
BIKE
D LV
Intersection Solutions
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Bicycle infrastructure is more than cycle tracks. It’s also about how the city is designed for cyclists while they’re not riding their bicycles. Are multi-modal trips facilitated? Is bicycle parking available? What if a cyclist has a flat tire? These questions must be answered decisively by the city. Copenhagen has demonstrated a willingness to go above and beyond standard expectations, which shows in small cyclist amenities and design elements found throughout the city.
AUXILIARY AMENITIES
Auxiliary Amenities
36
BICYCLE PARKING Some challenges are made even more difficult by the success of the city’s bike infrastructure. Though the amount of bicycle parking has increased, it has been outpaced by the ever increasing number of cyclists. Today there are now more bicycles than there are people in Copenhagen, and cyclist satisfaction with bicycle parking availability has decreased by over 10% since 1996. The result
is worsening visual pollution; bikes tossed carelessly in any available space, often obstructing sidewalks and sometimes abandoned to diminish into a pile of rust. The city is working hard to improve the conditions of bicycle parking. More bicycle racks are being added regularly, as well as experimental test pilots of “rack-less” bike parking spaces (shown below). This concept
seeks to minimize clutter by simply designating space for bikes with kickstands. Mobile bicycle stands for special events have also been developed. Annual clean-up campaigns remove old and abandoned bicycles after notes are left warning potential owners of their bicycle’s impending fate.
Auxiliary Amenities
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Many thoughtful amenities make cycling an even more attractive option in the city. Even purely celebratory gestures like the cyclist counters (shown left) demonstrate a commitment to insuring that cyclists feel welcome in Copenhagen. The bicycle’s ubiquity has permeated every corner of the city; all taxis have bicycle racks, free air pumps are everywhere, stairs include bicycle ramps, and the municipality even sets up stands with free bicycle maintenance on occasion. When Copenhageners explain cycling as the most convenient way to get around the city, this is much of what they mean. Amenities like those shown here are where Copenhagen’s infrastructure design and Copenhagen’s lifestyle meet.
1
Hand and foot rails are provided for cyclists waiting at busy intersections.
2
Trash cans along cycle tracks are angled for use by on-the-go cyclists.
3
Ramps eliminate the need to carry heavy bicycles up or down stairs.
4
The world’s first large-scale bike share is free with a 20 kroner (€2.70) deposit.
5
Not all design solutions are from the city: a guerilla version of the handle shown in photo #1.
Auxiliary Amenities
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TRANSIT INTEGRATION Even in Copenhagen, there are times when a bicycle alone is not sufficient for an entire trip. For these occasions, the S-Trains have been designed with cyclists in mind. As of January, 2010, bicycles ride free on dedicated cars (above). Their interiors (left) maximize space to accomodate the high volume of multi-modal commuters during rush hour. Rubberized grips ( far left) hold bikes in place
to one side, allowing for through-traffic to pass. Two sets of grips in each car are spaced a bit wider, to accomodate the occasional mountain bike. Above these grips are fold-out seating, allowing riders to sit with their bicycle or utilize the space comfortably when bicycles are not present. The sum of these small design elements creates a seamless experience for the Copenhagen commuter.
Auxiliary Amenities
42
17%
of Copenhagen families own a cargo bike.
1/4 families with two or more children owns a cargo bike.
CARGO BICYCLES From mothers to municipal workers, private companies and boombox-toting youth, it seems everyone in Copenhagen has a cargo bike for one purpose or another. It’s become something of a phenomenon, but the popularity of the utilitarian vehicle poses challenges for the city as well. A steady increase in number of the oddly-shaped bicycles compounds an already difficult parking situation, and tests the
capacity of the city’s older and narrower cycle tracks. Requirements for cargo bike parking for new buildings have been included in the 2011 municipal plan. More policies facilitating the growth of cargo bike use in Copenhagen are anticipated in the coming years.
Auxiliary Amenities
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This is Copenhagen. A city on the forefront, a pioneer in sustainable mobility well before other cities saw the bicycle as anything more than a toy. Stand on Nørrebrogade during rush hour and you will see the future of our cities. A collective sense of lightness permeates the streets. Mothers glide by as if carried by clouds rather than the steel and rubber of their cargo bicycles. Their children peer out at dogs and pastries in bakery windows. Students dart by on fixed gears, the elderly ride along leisurely on
bicycles they’ve ridden all their lives - everyone has a pace, and everyone has a place. Copenhagen didn’t get here by accident. A long series of concerted and well-planned solutions led to the city as we know it today. It began with a vision that now offers the blueprint of a new urbanity for others, highlighting the potential of the city as we’ve come to know it. This is a portrait, a handbook, a pragmatist’s manifesto for the urban future; this is Copenhagen by design.
Conclusion
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3&4
WORKS CITED
“Cycle tracks will abound in Utopia” - H.G. Wells Wells, H. G. (2006). A Modern Utopia. Fairfield, IA: 1st World Library. (Original work published 1905), p. 46. “55% of trips within the city of Copenhagen are by bicycle.” City of Copenhagen Traffic Department. (August 2009). Copenhagen City of Cyclists - Bicycle Account 2008, p. 9.
5&6
7&8
“...that today make Nørrebrogade the most cycled street in Copenhagen with over 36,000 cyclists per day.” City of Copenhagen Traffic Department. (May 2011). Copenhagen City of Cyclists - Bicycle Account 2010, p. 10.
“8,000 Cyclists per day–Hawthorne Bridge, Portland, Oregon, USA” Portland Bureau of Transportation. (February 2012). 2011 Bicycle Counts Report, p. 4. “1,970 Cyclists between 16:00 and 18:00–Marnixstraat, Amsterdam, The Netherlands” Pierotti, Lisa, Dutch Cycling Embassy. E-mail interview. 27 Mar. 2012.
9 & 10
“Ideal Traffic Speed: 30-55 km/h”, “Ideal Traffic Volume: 6,000 vehicles per day” Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate, p. 53. “The basic principle guiding Copenhagen’s bicycle infrastructure design is the hierarchy of “soft” to “hard” commuters.” Grimar, K. (2011, September 13th). Personal interview.
11 & 12
“Ideal Traffic Speed: 10–30 km/h”, “Ideal Traffic Volume: 0–4,000 vehicles per day” Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate, p. 53.
13 & 14
“Ideal Traffic Speed: 30–55 km/h”, “Ideal Traffic Volume: 4,000–7,000 vehicles per day” Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate, p. 53.
15 & 16
“Before & After” statistics. Grimar, K. (2011, September 13th). Personal interview.
17 & 18
“Cyclist Volume Increase: 23%”; “We want to make it difficult to go through for cars.” Grimar, K. (2011, September 13th). Personal interview.
19 & 20
“The Green Wave” all facts & statistics. Kjær, B. (2008, September 26). “Cyklister får grøn bølge på Østerbro og Amager” [Cyclists get green wave in Østerbro and Amager]. Politiken, gadeplan.
21 & 22
“Green Routes” all facts & statistics. Deutsches Institut für Urbanistik. (2010, June 20). Green Cycling Routes. Retrieved from [http://www. nationaler-radverkehrsplan.de/en/praxisbeispiele/anzeige.phtml?id=2149]
23 & 24
“Cycle Tracks” all facts & statistics. Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate, p. 73
25 & 26
“...effort to reduce the serious accident rate to just 25% of its 1996 level by 2015...”; “by 2010 the city had already achieved a 64% reduction in the rate of bicycle accidents.” City of Copenhagen Traffic Department. (May 2011). Copenhagen City of Cyclists - Bicycle Account 2010, p. 7.
27 & 28
“The Copenhagen Left”; “Mountable Curbs” Alta Planning + Design (February 4th, 2009) Cycle Tracks: Lessons Learned, p. 3, 10. “Dedicated Traffic Lights” Nelson, A. (n.d.). Livable Copenhagen: The Design of a Bicycle City. University of Washington, Seattle, p. 34. “Copenhagen Blue” Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate, p. 58 “Gyldenløvesgade and Nørre Søgade” history and statistics. COWI. (2009, December). Economic Evaluation of Cycle Projects - Methodology and Unit Prices, p. 8. Copenhagen.
37 & 38
“...cyclist satisfaction with bicycle parking availability has decreased by over 10% since 1996.” City of Copenhagen Traffic Department. (May 2011). Copenhagen City of Cyclists - Bicycle Account 2010, p. 4. “rack-less bicycle parking”; “clean-up campaigns” City of Copenhagen Traffic Department. (2010, May 7). Bicycle Parking. [http://www.kk.dk] City of Copenhagen Traffic Department. (May 2011). Copenhagen City of Cyclists - Bicycle Account 2010, p. 4.
41 & 42
43 & 44
“As of January, 2010, bicycles ride free on dedicated S-Train cars” Mainz, P. (2010, January 13). “Sådan refunderer du dit cykelkort”. Politiken, tjek.
“Cargo Bicycles” All facts and statistics. City of Copenhagen Traffic Department. (2011). Good, Better, Best: The City of Copenhagen’s Bicycle Strategy 2011–2025 , p. 15.
BIBLIOGRAPHY Alta Planning + Design (February 4th, 2009) Cycle Tracks: Lessons Learned. City of Copenhagen. (2010). Cycling Map Copenhagen. City of Copenhagen Traffic Department. (August 2009). Copenhagen City of Cyclists - Bicycle Account 2008. City of Copenhagen Traffic Department. (May 2011). Copenhagen City of Cyclists - Bicycle Account 2010. City of Copenhagen Traffic Department. (2011). Good, Better, Best: The City of Copenhagen’s Bicycle Strategy 2011–2025 . City of Copenhagen Traffic Department. (2010, May 7). Bicycle Parking. Retrieved from [http://www.kk.dk/sitecore/content/Subsites/CityOfCopenhagen/SubsiteFrontpage/LivingInCopenhagen/CityAndTraffic/CityOfCyclists/BicycleParking.aspx] COWI. (2009, December). Economic Evaluation of Cycle Projects - Methodology and Unit Prices. Copenhagen. Deutsches Institut für Urbanistik. (2010, June 20). Green Cycling Routes. Retrieved from [http://www.nationaler-radverkehrsplan.de/en/praxisbeispiele/anzeige.phtml?id=2149] Grimar, K. (2011, September 13th). Personal interview. Grimar, K. (2009). More City Life on Nørrebrogade. City of Copenhagen Traffic Department. Heien, Troels. (2012, February 28th). Personal interview. Jensen, Søren Underlien, editor. 2000. Collection of Cycle Concepts. Copenhagen: Danish Road Directorate. Kjær, B. (2008, September 26). “Cyklister får grøn bølge på Østerbro og Amager” [Cyclists get green wave in Østerbro and Amager]. Politiken, gadeplan. Mainz, P. (2010, January 13). “Sådan refunderer du dit cykelkort”. Politiken, tjek. Nelson, A. (n.d.). Livable Copenhagen: The Design of a Bicycle City. University of Washington, Seattle. Pierotti, Lisa, Dutch Cycling Embassy. E-mail interview. 27 Mar. 2012. Wells, H. G. (2006). A Modern Utopia. Fairfield, IA: 1st World Library. (Original work published 1905).