Jens Erik Larsen

Planning for Cyclists: the Danish Way

Homepage Manual Contents

Excerpt from: Bicycle Reference Manual for Developing Countries. Edited by Barbara Gruehl Kipke, April 1991.

1. Text : "Planning for Cyclists. The Danish Way."

2. The Centre of Copenhagen, ca. 1950.

   The Danish population has a long tradition of cycling. Especially before cars became rally prevalent the streets of the city were completely dominated by cyclists. On a hot summer's day you could see lots of cyclists on their way to the woods or the beaches.

3. The centre of Copenhagen, 1985.

   But the bicycle is also an important means of transport today. Half the Danish population of 5 million own a bike, and about 1.5 million cycle every day.

4. Street section with road, cycling lane, and pavement (footway).

   "The traditional Danish cycling lane" consists of one-way lanes on both sides of the road. Its history is as follows: At the beginning of this century when the bicycle appeared, the streets of the towns were cobbled. The cyclists therefore preferred to cycle at either side of the street. Here there would occasionally be bridle paths. Later these became more official cycling lanes - in some places with flagstones.

5. The coast road north of Copenhagen.

   Now such cycling lanes are asphalted. They vary somewhat in width. In this case there has been enough room, and this lane is 5.4 m wide.

6. The northern part of Strandvejen, Hellerup.

   When you get nearer the city, the cycling lane gets narrower. Not because there are fewer cyclists - on the contrary - but because there Is less room. The lane here is 3.4 m wide.

7. Strandvejen, Hellerup.

   Within recent years It has been made possible to construct cycling lanes on some of the worst stretches of busy shopping streets. Here in Hellerup the lanes are only 1.87 m wide and only just acceptable.

8. Strandvejen, Hellerup.

   Cyclists have a high priority here. At T.Junctions, among other places, they are allowed to continue through the red light. This is marked by the small sign. In connection with the construction of these cycling lanes the profile of the street has been changed considerably.

9. Strandvejen, Hellerup.

   Earlier there were four traffic lanes, but now there are only two, and it is easier for the pedestrians to cross the street as there have been made traffic Islands and other arrangements. In fact the cars are being delayed during the rush hours, which shows that for once the authorities have had the courage to give the cyclists priority.

10. Nørrebrogade, Copenhagen.

    Norrebrogade is another shopping street with very mixed traffic. In connection with this street there has been a discussion going on for about half a century about the construction of cycling lanes. These have now materialized and have changed the profile of the street.

11. Blue cycling lanes in the intersections. (Vester Søgade, Copenhagen).

    In continuing the cycling lanes at some crossings, blue cycling sections have been painted in order to sharpen the attention of the motorists.

12. Street with sign: "No motoring." (Nansensgade, Copenhagen).

    In some streets cycling has been given priority by a prohibition for motorists to enter from one end of the street.

13. Cycling against one-way traffic (Mejlgade. Århus).

    In some inner cities the passage for cyclists has been made easier by allowing them to go against one-way traffic.

14. Cycling- and pedestrian streets in Solrød.

    In the centres of the towns there have mostly been made pedestrian streets where cycling is not allowed. But here, in a quite new centre south of Copenhagen the cycling route has been led through the street close by the shops, the station, etc.

15. Housing estate. Broager.

    In the housing estates traffic safety Is important. This Is where the children have to learn to use their bikes. In many places the traffic has been successfully reorganized, so that motoring takes place on the conditions of the weaker road-users.

16. Experiments with cycling routes in four towns.

    In several places the authorities now try to combine these solutions by making cycling routes from the housing estates to the town centres. In four towns the State subsidizes such arrangements. The towns are Herning, Arhus, Odense, and Elsinore. In relation to this the intensity of traffic, choice of routes etc. are studied carefully before and after the construction of the cycling routes.

17. Cycling lane In Helsinge.

    But cycling is not just a phenomenon of the towns. Also in the country many cycling lanes are being constructed, especially along the major roads, where traffic safety is a problem.

    To a great extent the councils concentrate on constructing cycling paths, lanes for school children. As the destination of the traffic are not so scattered as in the towns, it is possible to make do with two-way cycling lanes to one side of the road as here in the municipality of Helsinge, northern Zealand.

18. Diagram of the use of bicycles In the municipality of Helsinge.

    By studying three schools in a rural district it was found that the use of bicycles markedly increased in proportion to the number and extent of cycling lanes in the school district. The Bjornehoj School's network of lanes is the most developed, and 67% of the pupils here cycle to school during the summer. The Marum School, on the other hand, has few lanes, and only 25% of its pupils cycle to school.

19. Lane In the municipality of Helsinge.

    In most rural boroughs the use of school buses is quite common, because the distances are too long, and the traffic can be dangerous. But in the afternoons the children often cycle to the sports ground on the same road on which they were taken by the school bus in the mornings. In such cases lanes are better than buses. A lane is always there, the school bus is not.

20. Regional cycling path in northern Zealand.

    The municipal network of lanes has been co-ordinated with the recreational network with good results. In this case it is possible to cycle from Copenhagen to the beaches of northern Sealand.

21. Marking of regional path.

    Long stretches of paths, like this in the metropolitan area are marked by a low auburn sign. But for many years there has been some confusion in Denmark concerning signs for cyclists due to a lack of official guide-lines.

22. Cycling maps.

    Good maps are another way of informing cyclists. It is especially important around the towns, where it can be difficult to find a route of lanes and less frequented roads.

    Many councils have actually made good maps, which are given away free, especially the major cities: Copenhagen, Århus, Odense, Ålborg, and Esbjerg.

23. The green belt of Vestamager.

    It can be a problem to find large recreational areas open to cyclists around the major cities. But In 1984 the inhabitants of Copenhagen got a new large green belt, Vestamager, which used to be a closed military area.

24. The Mols Express, Århus.

    In Denmark's second largest city, Århus, cyclists have found a handy way of getting out of town. They take the Mols Express, and in half an hour they safely reach the countryside around the Hills of Mols.

25. Green lanes, Odense.

    Odense, which is somewhat smaller than Århus, has a good network of recreational cycling paths. It Is possible to ride from the city centre to the countryside. This means that even elderly people can take a ride without having to worry about the traffic.

26. The ferry, Zealand-Orø.

    Because of the country's geography - among other things 300 inhabited islands - the ferries are an important means of transport, especially for cyclists on holiday. They can get from one part of the country to another and reach the many islands, which are a treat for cyclists.

27. Bornholm.

    Bornholm is the Island that is the farthest to the east in Denmark. In addition it is one of the regions which attract the largest number of cyclists on holiday. Within recent years the County of Bornholm has planned and constructed many cycling paths. Careful signposting - in this case green signs - makes it easy to find one's way.

28. Bornholm.

    Some of the paths have been constructed on ancient footpaths along the coast and others on disused railway lines.

29. Secondary road with cyclists.

    Denmark has a close network of minor roads with a good surface and very little motor traffic. These are ideal for holiday cycling. But it can be difficult to find a continuous route along minor roads, and lanes without getting on to the dangerous primary roads.

30. Books on holiday cycling.

    Within recent years a number of books have been published in order to help cyclists find suitable routes and trips. Most of these books are only published in Danish. You can get a leaflet about bicycle holidays in at the Danish Cyclist Federation.

31. The path on the disused railway, Slikeborg-Horsens.

    In several places cycle paths have been constructed on disused railway lines. By this means cyclists are led through peaceful areas. In this case it is the section between Slikeborg and Horsens in the middle of Jutland, where you find a 60 km cycling path on a former railway.

32. The Ridge of Jutland.

    In some areas paths have been made with partly separate courses for cyclists and hikers, respectively, as here in the area along the Ridge of Jutland. A few primitive camping grounds, have been established in connection with the paths.

33. Camping sites and Youth Hostels.

    Apart from these few primitive camping grounds it is not permitted to camp outside the proper camping sites in Denmark. Many camping sites are situated in beautiful surroundings, and some of them even have a separate area for "light campers", so that they do not have to camp among cars and caravans.

    In Denmark there are also a number of Youth Hostels, most of which have a high standard with family rooms. During the summer it is advisable to book rooms in advance.

34. White crosses.

    In many ways Denmark is ideal for cyclists, though everything is not quite perfect. In fact it is dangerous to be a cyclist. Each year just under 100 cyclists are killed in Denmark and about 1000 are seriously injured.

    In 1979 the Danish Cyclists' Organization drew attention to this problem by painting white crosses on the roads where cyclists had been killed. The crosses stayed for a couple of years as a warning.

35. Cycling lane in wintry weather.

    Another nuisance, but a more natural one, is the weather, which does not always promise well for cycling.

36. Pedal-powered car.

    But there is always a way out. You can either dress properly or get yourself a roofed bike.

37. Barriers.

    Along some paths are often found greater or smaller obstacles for cyclists. In some places, like here, it can be necessary to fold one's bike in order to get it through !

38. The Cyclists' Organization. Cyclists with flags.

    Since 1905 the Danish Cyclists' Organization has been working for better conditions for the Danish cyclists. Today the Organization has more than 30,000 members and 5O branches all over the country. Within recent years the Cyclists' Organization has acquired more and more influence on planning for cyclists.

39. A cyclists' demonstration.

    Particularly during the last ten years the membership of the Cyclists' Organization has vastly increased. In 1976 and the following years the Organization arranged cyclists' demonstrations, which attracted large numbers of participants. Here you see one such demonstration in Copenhagen, where about 30,000 cyclists are taking part.

40. Text: Produced by Jens Erik Larsen, 1985.

This slide show is produced in 1985-86 by Jens Erik Larsen at "De frie fugles Ide-Værksted" (The workshop of free birds !), Nørrevoldgade 21,5. 1358 Copenhagen K, Denmark. Telephone (01) 11 11 75.
Translation Kirsten Kromann.
You can order a copy of the slides at the Danish Cyclist Federation, Kjeld Langes Gade 14, 1367 Copenhagen K, Denmark. Telephone (01) 14 42 12.