Biking
Copenhagen is well-known for it’s bicycle-friendly policies and culture. Around 90 percent of the population own a bike, and about 38 percent commute daily by bicycle. Unlike in the United States, cars are not as popular, being owned by only about 53 percent of households. Regardless of occupation or status, the bicycle is a popular form of transportation. This is evident by how even the crown prince of Denmark rides his bicycle. Copenhagen is well-known for its system of free shared bikes. These bicycles, parked within the city, can be borrowed with a small deposit. The city plans to reach 50 percent of its population traveling to work by bike daily by 2015. By 2008, 246 miles of cycle tracks, lanes, and greenways were existing in the city.[6] In order to encourage more bike transportation, Copenhagen also built the first cycle superhighway network, which connects suburbs to the city center.[2]
Though some may think people in Copenhagen ride bicycles to be environmentally conscious, more often than not it’s actually because cyclists find biking is faster and more convenient than driving.[2] According to a survey conducted in 2006, 54 percent ride for these reasons, while only 19 percent cycle for exercise and 1 percent do it to be eco-friendly. Cycling in Copenhagen is also very safe, as evident by how around 72 percent of Copenhagen cyclists feel safe on streets where cycle lanes are available. This is to be expected as typically the more cyclists that exist the more drivers are likely to consider riders. This is seen in a study, where between 1990 and 2000 distance ridden on a bike rose by 40 percent, but injuries related to cycling fell by 30 percent.[6]
Though some may think people in Copenhagen ride bicycles to be environmentally conscious, more often than not it’s actually because cyclists find biking is faster and more convenient than driving.[2] According to a survey conducted in 2006, 54 percent ride for these reasons, while only 19 percent cycle for exercise and 1 percent do it to be eco-friendly. Cycling in Copenhagen is also very safe, as evident by how around 72 percent of Copenhagen cyclists feel safe on streets where cycle lanes are available. This is to be expected as typically the more cyclists that exist the more drivers are likely to consider riders. This is seen in a study, where between 1990 and 2000 distance ridden on a bike rose by 40 percent, but injuries related to cycling fell by 30 percent.[6]
Biking History
Invented in the 1880s, the bicycle immediately appealed to the Danes, with some even describing it using the term hygge, a Danish concept that refers to familiar, comfortable, calming things.[6] In 1905, the Danish Cyclists’ Federation formed.[2] Separate bicycle paths were establish Due to the scarcity of gasoline during World War 2, Danes typically rode their bicycles, but after the war, people began driving their cars again, leading to only about 10 percent still cycling by the 70’s. However, during the 1973 oil crisis, when their supply to oil was cut off, Copenhagen residents were forced to reconsider their transportation policies, and demonstrations began emerging around the city promoting the use of bicycles. Since then, cycling has been enjoying its continued popularity by the locals.[2]
Public Transportation History
In 1863, the first tramcar service, which was horse-driven, was set up in the city. The last streetcar, or tramcar, to run in Copenhagen was called the No. 5 before stopping in 1972. However, though out of service in Copenhagen, a hundred of the city’s tramcars, also known as “Düsseldorf,” were bought by the Egyptian city of Alexandria, where they are continued to be used to this day.[3]
After streetcars essentially vanished, the city began construction of a fully automated subway system in the 1990s. In the year 2000, the Øresund Link, a tunnel and bridge network, had opened to the public, joining Copenhagen with Malmö, Sweden. Then, two years later, the first line of the subway system that began development in the 90’s was finished.[1] By the end of 2005, plans of extending the metro system arose in the form of the ring metro project. Planned for completion in 2017, the project also requires restoration in the nearby harbor areas to increase the number of passengers on the metro, which will impact planning within these areas.[4] Today, Copenhagen’s public transportation system mainly offers tourists and residents a radial subway system with a large bus network. A vast majority of the people in Copenhagen, which is around 95 percent, also have easy access to these public transportation services, meaning that getting around the city without a car is very feasible.[5]
After streetcars essentially vanished, the city began construction of a fully automated subway system in the 1990s. In the year 2000, the Øresund Link, a tunnel and bridge network, had opened to the public, joining Copenhagen with Malmö, Sweden. Then, two years later, the first line of the subway system that began development in the 90’s was finished.[1] By the end of 2005, plans of extending the metro system arose in the form of the ring metro project. Planned for completion in 2017, the project also requires restoration in the nearby harbor areas to increase the number of passengers on the metro, which will impact planning within these areas.[4] Today, Copenhagen’s public transportation system mainly offers tourists and residents a radial subway system with a large bus network. A vast majority of the people in Copenhagen, which is around 95 percent, also have easy access to these public transportation services, meaning that getting around the city without a car is very feasible.[5]
Today's Transport
Pre greens are stoplights that turn green for cyclists first, then to vehicles 2 to 12 seconds later to ensure cyclists safety at intersections. Pre greens are another way that Copenhagen promotes the use of bicycle transportation over vehicular transportation. In addition Copenhagen has adequately invested in bicycle infrastructure creating a well-connected network of bike lanes. Copenhagen’s efficient bike system is integrated with other modes of transportation providing safe and convenient means for traveling through the city. One part of the efficient cycling system is the “Green Wave” which puts the importance of the cyclists before cars. The Green Wave refers to a couple major bike thoroughfares that are specifically designed for cyclists. The first street to adopt this idea, Norrebrogade, has an average speed of 20.3 kilometer per hour. This is possible because the streets lights are synced with the bicyclists pace, ensuring they get all green lights into the center of city as long as they maintain the pace. The Green Wave success has provided 35,000 people with easy commuting during rush hour times and has sparked the development and expansion of two more streets, Osterbrogade, and Amagerbrogade.
Cycle Super Highway comprised of 26 routes will cover 300 km and increase bicycle lanes in Greater Copenhagen by 15 percent. The idea is to eliminate as many stops as possible to encourage more people to commute by bike. The Super Highway development is a collaborative effort between 22 municipalities in the Greater Copenhagen area, and will effectively combine new and old routes increasing connectivity and reducing congestion and pollution.
Copenhagen has a bicycle infrastructure unlike many cities, which has contributed to its success. This is a result of planning that places importance on bikes and people over the car.
[1] Copenhagen. (2015). In Encyclopædia Britannica. Retrieved from http://www.britannica.com/EBchecked/topic/136520/Copenhagen.
[2] Greenfield, J. (2012, December 6). Danish History: How Copenhagen became bike-friendly again. Retrieved February 12, 2015, fromhttp://gridchicago.com/2012/danish-history-how-copenhagen-became-bike-friendly- again.
[3] History of Copenhagen - Copenhagen and City History - Copenhagen Portal. (n.d.). Retrieved February 12, 2015, from http://www.copenhagenet.dk/CPH-History.htm
[4] Ohgaki, S., Harata, N., & Andersen, H. (2008). Copenhagen, Denmark: urban regeneration at economic and social sustainability. In T. Kidokoro, N. Harata, L. Subanu, J. Jessen, A. Motte, & E. Seltzer (Eds.), Sustainable City Regions Space, Place and Governance (Vol. 7, pp. 203-225). Tokyo: Springer.
[5] Silva C, Reis J P, Pinho P, 2014, "How urban structure constrains sustainable mobility choices: comparison of Copenhagen and Oporto" Environment and Planning B: Planning and Design 41(2) 211 – 228
[6] Troy, Austin. "Smart Mobility." In The Very Hungry City: Urban Energy Efficiency and the Economic Fate of Cities, 182-206. New Haven, CT: Yale University Press, 2012.
[2] Greenfield, J. (2012, December 6). Danish History: How Copenhagen became bike-friendly again. Retrieved February 12, 2015, fromhttp://gridchicago.com/2012/danish-history-how-copenhagen-became-bike-friendly- again.
[3] History of Copenhagen - Copenhagen and City History - Copenhagen Portal. (n.d.). Retrieved February 12, 2015, from http://www.copenhagenet.dk/CPH-History.htm
[4] Ohgaki, S., Harata, N., & Andersen, H. (2008). Copenhagen, Denmark: urban regeneration at economic and social sustainability. In T. Kidokoro, N. Harata, L. Subanu, J. Jessen, A. Motte, & E. Seltzer (Eds.), Sustainable City Regions Space, Place and Governance (Vol. 7, pp. 203-225). Tokyo: Springer.
[5] Silva C, Reis J P, Pinho P, 2014, "How urban structure constrains sustainable mobility choices: comparison of Copenhagen and Oporto" Environment and Planning B: Planning and Design 41(2) 211 – 228
[6] Troy, Austin. "Smart Mobility." In The Very Hungry City: Urban Energy Efficiency and the Economic Fate of Cities, 182-206. New Haven, CT: Yale University Press, 2012.
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