Copenhagen: City of Cyclists (Bicycle Account 2010)

13 Pages·1.163 MB·English

Copenhagen
City of CyClists
Bicycle Account 2010
201 0
foreword
Copenhagen’s vision is to be one of the world’s most livable cities; a key element of
this vision is being the best cycling city in the world. We know that cycling is an excel-
lent means of improving public health, creating a cleaner environment, increasing traf-
fic safety and reducing congestion. We also believe that there is a close link between
good cycling conditions and a vibrant urban environment in which a wide variety of
people thrive, feel at home and enjoy their city.
Becoming the best in the world is an ambitious project demanding a great deal of ef-
fort and this year’s Bicycle Account is a vital tool for monitoring our progress over the
past two years. We have asked Copenhagen cyclists what they think we do well and
what we can do better. We have examined the relationship between cyclists’ sense
of safety, their actual safety and their behavior, and we have assessed the impacts of
a number of other initiatives implemented over the past two years. Finally, we have
attempted to quantify the advantages of prioritizing an increase in bicycle traffic, Contents
including reduced health care costs, less air and noise pollution and a more pleasant
urban environment. Foreword 2
Copenhagen is on the right track, showing the way forward to big cities all over the Current StatuS
world. From New York to Australia cities are being 'copenhagenized' in an attempt to whAt do copenhAgen cyclists think? 4
follow Copenhagen’s example. This is well done, but we are not there yet. If we are to tArget goAls And key Figures 6
realize our own high ambition that Copenhagen should be the most bicycle-friendly sAFety, security And BehAvior 8
city in the world, we must persist in our efforts to accommodate cyclists with new
investments and initiatives. We are working on it! InItIatIveS
expAnding the network 10
service And innovAtion 12
cyclists oF the Future 14
BenefItS
Bo Asmus Kjeldgaard
A heAlthier, cleAner city 16
Mayor, Technical and Environmental Administration
City of Copenhagen cycling Figures in hArd cAsh 18
contriBution to green growth 20
cycling city oF the Future 22
2 3
Why Copenhageners
What do CyCle
it’s faster 55 %
Copenhagen iitt’’ss mheoarleth cyo nvenient 3332 %%
it’s cheap 29 %
CyClists think? scghhoaoondrtg weinsatgy rjtoooub st toear rt rtoe t swhiedo edrkna yca ef ter 1201 %%
environmental/climate concerns 9 %
What Copenhageners
like about CyCling
it makes me feel good 26 %
it de-stresses me, it’s relaxing 20 %
i discover the city 19 %
satisfaction in percent trend 08-10 lots of cycle tracks 18 %
i experience the seasons 18 %
copenhagen as 100
a city for cyclists +8
90
Amount of
80
cycle tracks
70 +3
combining cycling and
public transport 60 Copenhagen perCeived in 2010 DSB (Danish Railways) started al-
+6 as a biCyCle-friendly City lowing bicycles on the S-trains for free.
condition of 50 -4
cycle tracks +4 Copenhagen cyclist satisfaction has
40 increased in nearly all areas since 2008. More CyClists Means
cycle track 30 +6 The category in which cyclist satisfaction More Congestion
width +1
has increased most dramatically, by 8 The only area in which the level of sa-
20
Bicycle parking percentage points, is the perception of tisfaction has dropped since 2008 is the
generally 10 Copenhagen as a city for cyclists. In this condition of the cycle tracks. This may be
condition of 0 category as many as 93 % think Copenha- due to two unusually harsh winters which
roads 96 98 00 02 04 06 08 2010 gen is either very good, good or satisfac- in many places took a heavy toll on cycle
tory to cycle in. track surfaces. Although overall satisfac-
tion has increased since 2008 there are
bikes on trains two other areas in which satisfaction is
Copenhagen cyclists are asked how they rate various cycling conditions in
Copenhagen. In the diagram above you can see what percentage responded that – yes, please! generally low and in fact has dropped since
they were either satisfied or very satisfied. The survey also shows growing satisfac- we began measurements in 1996, namely
tion with the options for combining cycling bicycle parking and cycle track width. This
A Copenhagen cyclist is defined in the survey as a person for whom the bicycle
is either the preferred mode of transport or a person who uses a bicycle a with public transport. In this category 55 is very likely due to the fact that there are
minimum of once a week. 718 out of the 1025 interviewees are thus designated % are satisfied or very satisfied compared now more cyclists in town filling up the
as cyclists in the survey.
to 49 % in 2008. The 6 percentage points bicycle racks and crowding the cycle tracks.
increase is probably due to the fact that
4 5
target goals tohf eC othpreneeh atagrenge’st pgoolaiClsy, f 'eoCro 2-0m1e5t frroopmo ltihse – Coituyr
Vision for Copenhagen 2015'
and key figures • At least 50 % will go to their place of work or education by bike.
• the number of killed and seriously injured copenhagen cyclists will
be reduced by more than 50 % compared to 2005.
• At least 80 % of copenhagen cyclists will feel safe in traffic.
harsh winters take and wider cycle tracks have made cycling in
their toll traffic safer and more secure. However, a
The proportion of bicycle trips to work and continued, intensified effort is necessary if
study in Copenhagen dropped from 37 % in we are to achieve our goal that 80 % of city
2008 to 35 % in 2010, primarily due to the cyclists shall feel safe in traffic by 2015.
harsh winter months at the beginning and 96 98 00 02 04 06 08 10 15
end of 2010. This is borne out by the fact alMost everybody CyCles
that the figure for the total number of cyc- 84 % of Copenhagen residents have ac-
eCo-metropolis – target goals
led kilometres increased. The proportion of cess to a bicycle and 68 % cycle at least
percentage that cycle to work
bicycle trips is calculated on the basis of to- once a week. Even among those who
or education (%) 30 30 34 32 36 36 37 35 50
tal annual traffic while the total number of cite the car or public transport as their
cycled kilometres is calculated on the basis primary transport mode, 15 % cycle at seriously injured cyclists
(number per year) 252 173 146 152 125 97 121 92 56
of traffic censuses taken in the spring and least once a week. As many as 50 % of
the fall. In other words, leaving the winter Copenhagen residents who work or study percentage of cyclists that
feel safe (%) 60 58 57 56 58 53 51 67 80
months out of account, cycling increased in Copenhagen cycle to their workplace or
in 2010 in relation to previous years. Apart educational institution.
from the 35 % who cycle the whole trip to other key figures
work or study, 1 percentage point out of the
distribution of trips in 2010 cycled kilometers
32 % of those who use public transport to (mil. km per weekday) 0.93 0.92 1.05 1.11 1.13 1.15 1.17 1.21
biCyCle / bus, train and metro / Car / Walk
work or study finish their trip by bicycle.
cycled km between serious
casualties (mil. km) 1.2 1.8 2.4 2.4 3.0 4.0 3.2 4.4
people are safer and 7%
percentage of trips to work cycling speed
feel safer in traffiC 35% 26% or education in the city of (km/h) 15.3 16.0 16.2 15.8
There has been a marked increase in the copenhagen, all residents
32% cycle tracks
perceived safety from 51 % in 2008 to
(km) 294 302 307 323 329 332 338 346
67 % in 2010, thereby reversing an other-
wise clear downward trend in cyclists’ 13% percentage of trips to cycle lanes
(km) 6 10 12 14 17 18 23
sense of safety since 1996. Today only 5 % 13% work or education in the
of city cyclists respond that they feel very 50% 24% city of copenhagen, only green cycle routes
copenhagen residents (km) 29 30 31 32 37 39 41 42
unsafe. At the same time the level of cyc-
list safety is historically high: 92 seriously cycle parking spaces on roads
injured cyclists in 2010 as against 252 in and pavements (1000 pcs)* 42 47 48
percentage of trips starting
1996. This positive trend is due to an orga- 33% 40%
or terminating in the city of * New method of calculation, which is why the figures have been adjusted in relation to the
nized effort to improve safety and security 27% copenhagen, all trips Bicycle Accounts of 2006 and 2008.
in traffic. Advanced stop lines and more
6 7
Counterparts in Casualties
Moped 3 %
Bicycle 2 %
other 1 %
Bus 1 %
lorry 2 %
van 7 %
taxi 5 %
Mc 0 %
car 78 %
counterpart in casualties involving cyclists in the
city of copenhagen in 2009 distributed in %
(not counting pedestrians)
what Makes CyClists
feel safer? What Would make Copenhageners
22 % of all those that have access to a feel safer and persuade them to
bicycle would cycle more if they felt more CyCle more?
safe riding their bicycles. When we ask non-cyclists cyclists
them what would make them feel safer
More space on cycle tracks 33 % 37 %
the response is primarily wider cycle tracks,
safet y, seCurit y besupt ercoiaadll ym tarunen eorfs n aorne- aclyscoli ismtsp tohratat ntht.e Iyt fiisn d Bmeatntenre crsyclist road 55 % 35 %
cyclist road manners wanting. Better motorist road
manners 29 % 34 %
and behaVior rooM for More M(raotrhee cry tchlea ntr cayccklse lanes) 29 % 31 %
As increasing numbers of Copenhagen resi-
dents ride bicycles, the variety of people on Better segregation between
the cycle tracks is also increasing; the city cyclists and motor traffic 21 % 29 %
should be able to accommodate everyone. More bicycle-friendly signal 14 % 26 %
Children, the elderly and new cyclists can be intersections
particularly vulnerable in traffic and require Fewer potholes on cycle
sense of safety CyCling safety an especially safe environment. Another tracks and roads 10 % 19 %
vs. aCtual safety historiCally high consequence of the growth in bicycle traffic
The City of Copenhagen makes a distinc- In 2010 the number of seriously injured is cycle track congestion which places heavy
tion between actual safety and cyclists’ cyclists dropped to 92 annually, including demands on both the city’s infrastructure What Can other CyClists do to be
less annoying?
sense of safety in traffic. Actual safety 3 fatal casualties. That figure is more and on fellow cyclists, particularly during
refers to the number of serious casualties than halved compared with 1996 when rush hour. For example, more than one out use hand signals 40 %
involving cyclists in Copenhagen. Sense of there were 252 seriously injured cyclists. of three cyclists think that to a certain or to keep to the right 32 %
safety refers to the individual’s subjective Furthermore there are now more cyclists a great extent it is important to be able to respect the red light 24 %
perception of how safe it feels to cycle. on the roads. The actual risk for the indi- cycle side by side on the cycle track, talking, don’t use their cell phone 23 %
Both factors are crucial in our effort to vidual cyclist is thereby reduced by three and 39 % state that urban cycling would keep on the cycle track 21 %
become the world’s best city for cycling. quarters and is now down to a level of 4.4 be a better experience if it were possible to use their bicycle bell 21 %
million cycled km per serious casualty. 'talk and cycle' at the same time. stay on their side of the road 20 %
8 9
eXpanding CboiCnysCtlre upCatriokning faCilities in neW
the Municipal plan 2009 defines the following norms
the netWork for bicycle parking facilities in new construction.
coMMerciAl: 0.5 bicycle parking spaces per employee.
residentiAl: 2.5 bicycle parking spaces per 100 m2 .
neW or Widened CyCle traCks’
impaCt on CyClist sense of safety
investing in tip us off storMgAde: new cycle track increases cyclist sense •
the infrastruCture Who knows better than city cyclists when a of security from 3.3 to 7 on a scale of 1–10.
Cycling-related activities were at a histo- pothole needs to be repaired or where a curb ØsterBrogAde: widened cycle track increases cyc- A curb ramp set up follo-
rically high level in 2009 and 2010. A wide ramp needs to be set up – minor measures list sense of safety from 5.2 to 6.2 on the same scale. weti npgra aj sticph fermome. the giv
range of projects have been executed and in that have a major impact on daily comfort? •
new cycle track on stormgade.
2010 alone over DKK 150 million has been al- The City of Copenhagen has consequently
located to new investments in cycling facili- made it easier for citizens to let us know
ties. The cycle track network has been exten- where minor repairs are needed. Since its
ded and is being adapted to accommodate introduction in May 2010, the homepage Giv
the increasingly large numbers of cyclists et praj (tip us off) has received 1016 cycle re-
crowding the cycle tracks, particularly during lated tips, 393 of which have been carried out,
rush hour. The reconstruction of many inter- 52 of which are in progress and 82 of which
sections providing pre-green traffic signals are waiting to be processed. The remaining
for cyclists, cycle tracks continuing directly 489 fall outside the category of what can be
into the intersection and set-back stop lines addressed under the Giv et praj scheme, but
for cars have made intersections more pas- provide valuable input when it comes to over-
sable for cyclists and enhanced their sense all prioritization since they include proposals
•
of safety. The cycle tracks at the beginning for major solutions such as new cycle tracks or
of Nørrebrogade and Østerbrogade have intersection reconstruction. widened cycle tracks on Østerbrogade
been widened and new cycle lanes and cycle and on nørrebrogade.
tracks have been introduced in streets such Tip us off about a minor repair at •
as Vennemindevej, Øresundsvej, Stormgade WWW.kk.dk/giVetpraj
and Reventlowsgade.
CroWded seCtions of Copenhagen over a 24 hour weekday period, sept. 2010
nørrebrogade langebro Amagerbrogade Østerbrogade Bryggebroen
total number of
cyclists 36,000 30,000 20,000 18,000 9,000
number of cargo
bikes out of total 670 270 172 360 140
number of cargo
bikes at peak
hours out of total 85 37 22 57 24
v
10 11
the 'copenhagen wheel' serViCe
is a bicycle wheel that
tcboaratnyk spitneog rw.e ta eshn ede eorvgrieygl iuonpsaeeld dp irinno - and innoVation
conjunction with Mit, the
Massachusetts institute of
technology.
•
•
two experimental 'cargo
bike cars' were set up, each
providing a locked, covered
parking facility with space
for four cargo bikes. In 2009 and 2010 the City of Copenhagen introduced a
number of new initiatives intended to make life easier
for city cyclists. In addition to their practical function the
measures serve to communicate an important message,
namely to let Copenhagen citizens know that we value
the fact that they cycle.
•
At five metro
stations a team In an unprecedented collaboration 'Footrests' were set up at two
of 'bike butlers' between 18 municipalities and the intersections so cyclists don’t
lubricated chains, Capital Region of Denmark a concept have to dismount while waiting
pumped tires • plan was developed for a 300 km for the light to turn green.
and cleared away network of 'cycle super highways' in
•
parked bicycles to At four intersections with a high the capital area.
provide easier ac- risk of right-turn accidents led
•
cess to important sensors were set up warning lorry
emergency exits. drivers of approaching cyclists.
sms feedbaCk on
• the footrests
Four 'bicycle rubbish bins' 'Fantastic concept for all of us
were set up around the city that bike a lot. please put them
so passing cyclists can toss up all over the city!'
in their rubbish without
dismounting. 'if you’re a cyclist in copen-
hagen, something like this
makes you feel supported and
welcome. it really makes you
• feel good!'
experimental 'rackless' 'Awesome! i just love the foot-
bicycle parking facilities rest. i’m using it right now.'
made it easier for cyclists
to find space for their
12 bicycles. 13
CyClists of the
future – Children
and young people
Children are the road users of the future so transported by cargo bike and trailer on a
it is vital that they learn good cycling ha- regular basis while by Year 1 the figure has
bits in a safe environment at an early age. dropped to 14 %, 7 % in Year 2 and 1 % in
Year 3.
Most Children CyCle
to sChool how is the route to
96 % of Copenhagen school children have a sChool perCeived?
bicycle. Around 55 % of all school children Parents are a vital factor when it comes
cycle to school on a regular basis either to choosing school children’s means of
alone or with a parent. When children’s transport. 25 % of parents of school
route to school is between one and two children consider their child’s school Copenhagen sChool Children’s CyCling patterns in percent
kilometers they tend to cycle, if the route route safe and only 8 % state that their
is shorter they walk, and if it is longer they child feels unsafe in traffic. cycle with parent 100
are either driven or use public transport. transported by 90
Parents tend to perceive their child’s cargo bike or trailer
80
Most children in preschool class and Year school route as safe if it is shorter than
1 are accompanied to school by a parent. one km. The child’s age is also a de- cycle alone 70
The child’s age is thus a decisive factor termining factor for the perception of 60
for whether the child cycles alone or is safety. The older the child is, the more
50
accompanied by a parent. In preschool comfortable the parent feels about let-
40
class (age 6) 6 % cycle alone on a regular ting the child cycle alone.
basis. A significant jump occurs, from 13 30
% to 30 %, between Years 3 and 4 (ages high priority on Making
20
9 - 10). 46 % of children in preschool sChool routes safe
10
class cycle to school on a regular basis Copenhagen is focusing on making it
with a parent. In Year 3 (age 9) the figure even safer for children to cycle and walk 0
presChool year 3 year 6 year 9
drops to 33 % while only 2 % do so in to school and is therefore investing DKK
Class (AGE 6) (AGE 9) (AGE 12) (AGE 15)
Year 9 (age 15). 50 million until 2012 in the project 'Safe
•
Routes to School'. The first 39 out of Since the individual family’s transport habits vary, several responses may be given.
Cargo bikes and cargo trailers are prima- approx. 100 construction projects aimed
rily used for the youngest school children. at improving school routes will be ready
30 % of children in preschool class are when school starts in 2011.
14 15
a healthier,
Cleaner Cit y
30 Minutes a day is noise and air pollution air pollution no reason to
enough In addition to reducing CO2 levels, bicycles stop CyCling
The Danish National Board of Health re- also help reduce Copenhagen noise and pol- Contrary to what many people believe, you
commends 30 minutes of physical activity lution levels. Traffic noise increases the risk inhale less pollution on a bicycle than in a car
a day, which a great many Copenhagen of sleep disturbances, stress, hypertension and the health effect of cycling outweighs
residents do already simply by cycling to and cardio-vascular disease. At present the- the dangers of both air pollution and traffic
and from work. If you follow the Board of re are 50,000 residences in Copenhagen that accidents.
Health’s recommendations you can expect are heavily polluted by noise and the figure
to live five years longer and in addition for premature death due to traffic noise is 'The exercise benefit of cycling more than
enjoy more years of life free of disability. estimated to be between 120 and 500 per outweighs the negative effects of air pollu-
the proportion of Citizens
Even moderate physical activity has a great year on a national basis. Particle pollution tion, which is why one should definitely not
Who are physiCally aCtiVe for
impact on health. One study shows that from lorries and large vans is harmful to Co- refrain from cycling. Furthermore, motorists
less than 30 minutes a day
mortality is reduced by 30 % in adults who penhagen residents. Reducing air pollution are also exposed to air pollution which may
capital region – in percent
cycle to and from their workplace on a daily caused by traffic would significantly reduce be caught inside the cabin, so the moto-
basis. Since cycling provides enormous Copenhagen residents’ risk of developing rist runs the risk of inhaling much more air
health benefits, creating better cycling 100 chronic respiratory diseases. For example, it pollution than the cyclist', says air pollution
conditions is an element of the City of is estimated that introducing environmental expert Kåre Press-Kristensen, Master of
90
Copenhagen’s new Health Policy 2011-2014 zones in Copenhagen making particle filters Science in Engineering, Ph.D., HD(A) of Det
Long Live Copenhagen. 80 mandatory on heavy goods vehicles would Økologiske Råd.
70 annually lead to 150 fewer deaths as a result
the elderly are the Most of reduced particle pollution. CliMate neutral by 2025
60
physiCally inaCtive Copenhagen’s ambition is to become the
As is evident from the fact box, the elderly 50 Co2 emissions, transport mode world’s first climate neutral capital by 2025.
per passenger (2005)
are relatively less physically active and 40 At present, transport constitutes 21 % of
consequently there is great potential in 30 gram co2 per km Copenhagen’s total CO2 emission, a total of
persuading the elderly to cycle more. Not 551,000 tons. Every year Copenhagen cy-
car 170
only does cycling improve general mobility 20 clists save the city 90,000 tons of CO2 since
when it comes to physical fitness, physical Bus 118 cycling, along with walking, is the only 100 %
10
function level and mental health, but in ad- s-train 20 climate neutral transport mode. Persuading
0
dition cycling brings the senior citizen from more people to cycle is thus an essential
16-2425-3435-4445-5455-6465-79 80+ Metro 45
point A to point B. In other words cycling can objective on the road to becoming climate
Bicycle/walk 0
make it easier for the senior citizen to live an neutral.
active life, physically, mentally and socially.
16 17
CyCling figures biCyCle Culture makes
urban life pleasant
in hard Cash 6bi7c %yc loef c aulllt cuirteiz heanss ethitihnekr t ah pato sciotpiveen ohra vgeerny’ s
positive impact on the city’s urban life and at-
mosphere. only 9% think bicycle culture has a
negative or very negative impact on urban life.

offiCial key figures individual and soCial Major health benefit bryggebroen bridge
In 2008 the City of Copenhagen took the iMpaCts Since the total health benefit of Copen- 9,000 cyclists crossed Bryggebroen bridge
initiative to develop a methodology for a A number of factors are included in the hagen residents’ healthy cycling habits on weekdays in 2010 thereby saving an
cost- benefit analysis of cycling infrastruc- equation such as transport costs, security, is DKK 5.51 per km, the annual benefit is average of 3.31 km. This is the equiva-
ture construction projects. comfort, branding/tourism, transport worth the equivalent of approx. DKK 2.0 lent of around 12 minutes of transport
times and health. When all these factors billion. When accident costs are deducted time compared to the period before the
The analysis is based on the principles set are added together the net social gain is the total health impact of 4.72 DKK per bridge’s construction. The 12 minutes
forth in the Ministry of Transport’s manual DKK 1.22 per cycled kilometer. For purpo- km is worth the equivalent of a total of 1.7 saved by each cyclist is the equivalent of
for cost- benefit analysis and calculates ses of comparison there is a net social loss billion. If we are successful in achieving our ½ million hours on an annual basis.
the costs and benefits of a cycled kilome- of DKK 0.69 per kilometer driven by car. political goal, i.e. that 50 % of the popula-
ter, calculated for both the community tion of Copenhagen shall cycle to work or The bridge has a negative impact on
as a whole as well as the individual user. The most important socio-economic study by 2015, the health benefit of these cyclists using it as a short cut as they
The results can thus be used for many impact of cycling lies in the area of health extra trips taken alone would be approx. now cycle a shorter distance than they
purposes other than assessing construc- care. When we cycle we save ourselves DKK 500 million and the total health im- otherwise would have done. On the other
tion projects, for example to calculate the and society as a whole significant health pact would be approx. DKK 440 million. hand, cycling for a shorter distance segre-
consequences of an increase or drop in care costs, including saved treatment gated from motor traffic reduces the risk
bicycle traffic down to specific trips and expenses and increased tax revenues as CyCling infrastruCture of accidents. In addition, the bridge has
individual transport habits. a result of fewer illnesses. On the other is good business generated new cyclists whose health has
hand, heightened activity levels incre- Cost-benefit analyses of two cycle been improved by the fact that they have
ase the risk of injury, for which reason related construction projects, i.e. Bryg- started cycling.
accident costs in the form of treatment gebroen, a pedestrian/cyclist bridge and
expenses and loss of tax revenues are a reconstruction project at the Gyldenlø- The total socio-economic impact of the
deducted from health benefits. vesgade intersection aimed at improving bridge – not counting the positive impact
road safety for cyclists, show that both on pedestrians – is a benefit of DKK 93
health impaCts of CyCling – dkk per cycled km investments have given a high socio- million, the equivalent of a 12.6 % rate
economic return. of return, which is well over the state’s
impact on society impact on individual cyclist total minimum requirement of 5 % return on
health benefits 1.74 3.77 5.51 infrastructure projects.
Accident costs 0.54 0.25 0.79
total health impact 1.20 3.52 4.72
18 19