Streetscape

Copenhagen is famous the world over as a “Cycling City”; the following notes are from a short trip to the city, in February

The image above shows a fairly typical major city street, a few km from the city centre; this is quite a wide street; from right to left (driving on the right), it offers:

• Pavement
• Cycle lane
• Narrow separation strip, with some trees, some cycle parking
• On-street parking
• Two lanes of traffic
• … and to same, in the reverse order, the other side of the street

This shows an (un-sheltered) bus stop, on the pavement; some bus stops are the other side of the cycle lane, where space allows

Cyclists are separated from vehicular traffic by both a line of parked cars and the separation strip

The cycle lane is wide enough for two cyclists abreast or a cargo bike, of which a good few are evident, or for overtaking

Near a junction, above, the on-street parking lane and the separation strip disappear, but the cycle lane remains

A narrower street, above, offers on-street parking on only one side of the road, and a single line of traffic each way, and maintains cycle lanes on both side of the road.

Still narrower streets, especially in more affluent residential areas, may have parked cars on both sides, and no cycle lanes

Junctions

Junctions are often the real test of whether or not cycling infrastructure is sufficiently well done to encourage a mass of cyclists

The junction type examined is controlled i.e. traffic lights; roundabouts are a different matter, and are – in general – hostile to cyclists

There is a strong cultural element, which determines how junctions work; there are two key elements to this, in the present context:

• The traffic lights have only two modes: either one way has right of way, or the other does; note that this applies only to a “cross” – one straight road crossing another at or near a right angle; five or more roads are more complicated
  • This is linked to the practice of turning traffic giving way to cyclists and pedestrians crossing, see the image below; this practice significantly simplifies the junction and speeds up the junction cycle time, compared to more complicated attempts at complete segregation
• Cycle traffic turning left (where driving on the right) make a “hook turn”, see the second image below; this means going straight over at the junction, then waiting ’til the lights change, and continuing, to the left

Cycle Parking

Cycle parking is ubiquitous, and is especially evident outside public buildings; even small or narrow spaces are used e.g. in the separation strip mentioned above

Bike Shops

Bike shops are seen quite regularly

Pedestrian & Cycle Bridge

This bridge, above, is in central Copenhagen, and links the city centre to a fairly new housing development the other side of the water; note that the cycle lane is fairly straight, but the pedestrian lane has several dog-legs; below, from the same place, looking back, towards the canal and city centre

Below is a three-way junction; note the pedestrian / cyclist roundabout, which is paint only; evidently it can be busy

General Observations

One of the most obvious features of the city streets is that there aren’t that many cars, at least in comparison with the Anglo-sphere, either in motion or parked; this is obviously a consequence of multiple factors; two stand out

• Good Public Transport: there is a metro, mostly underground, suburban and mainline rail and lots of buses; more is planned: https://intl.m.dk/construction-of-new-metro-lines/
  • Using Public Transport is barrier free; tickets are subject to spot checks; this speeds up use
• Owning and running a private car in Copenhagen is expensive; there is a high vehicle registration tax on new cars (reduced for electric cars) and parking is expensive: https://www.thelocal.dk/20240510/do-you-really-need-to-own-a-car-living-in-denmark

Other significant factors

• Copenhagen is not obviously high-rise, but is not low-rise either; about 5 floors seems typical; this is a well-known complementary factor linked in positive benefit feedback with public transport and cycling
• Copenhagen is flat, which removes one of the barriers to cycling
• Most cycle lanes also appeared continuous, far more so than in other jurisdictions, where cycle lanes suffer many more inconveniences
• Fewer cars, especially fewer parked cars means more room for public space e.g. this small area, on a main city street offers a cafe, other small retailers, an open area, trees and greenery and seating, in use even with snow on the ground