The comparative analysis of selected cycling solutions from Copenhagen and the current pro-cycling actions in Wrocław

In today’s economic development of the cities and

their urban transformation the city planners are looking

for new convenient means of transportation in order to

accommodate the mobility of people. The availability

of affordable and high quality transportation solutions

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social and economic cohesion and the market competi-

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of transportation is driven by the problems connected

with the congestion in and around the cities. Increasing

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real challenge for all large cities. Their inhabitants more

than anybody else experience the negative effects of their

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innovative solutions aimed at sustainable transportation.

One of such solutions includes a network of bikeways

enabling people to get around the city comfortably and

safely on their own bicycles.

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The comparative analysis of selected cycling solutions

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Introduction

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Tab. 1. The growth of the number of cyclists in Copenhagen

at the turn the 19

and 20

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Tab. 1. Przyrost liczby rowerzystów w Kopenhadze

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Year Number of cyclists

1890 3000

1900 30000

1907 80000

1934 400000

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Copenhagen is not much different than other European

cities but it has always had a special affection toward its

transportation system. This is why Copenhagen is a city

whose inhabitants have been using an alternative means of

transportation that is a bicycle for over a century.

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that time the upper social classes suffered from “the incur-

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son to be seen on a bicycle which then was just a wooden

construction with no pedals and no possibility to turn with

the handlebars. It was then a luxury product and only the

wealthiest could afford it. The attractive size of the city

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area proved ideal for the development of bicycles. Their

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last decade of the 19

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from 3000 to 30000 and bicycles dominated the streets.

Such a dramatic growth of the number of cyclists

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2012

No. 2(32)

DOI: 10.5277/arc120204

20 $OHNVDQGUDàXNDV]HZLF]

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struction of bike and recreation ways around the city to

enable people to commute to work and reduce unemploy-

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occupation. As a result of the ubiquitous shortage of gas

and spare parts the bicycle saved the inhabitants of Co-

penhagen. The bicycles which were home-made replaced

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The drastic drop in the use of bicycles occurred in the

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Figures 1–4 show the view of Nørrebrogade street over

the years and the changes in transportation trends. They

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Fig. 4. Nørrebrogade Street in Copenhagen

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countries. Not everybody could afford a car and not every-

body knew how to use it. The motorization lobby was not

as strong either. The tax on car sale and car prices were

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it was necessary to use the car and public transportation

system.

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reconstruction process to accommodate the needs of the

growing number of cars and developed a plan of highway

network. That decade became famous for the removal of

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ess. The development of road infrastructure cost a lot of

time and money.

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fuel consumption is not sustainable and many groups of

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care for the environment but also the deterioration of life-

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accidents were only some of the problems caused by the

advance of the car era. The 1970s were also marked by

recession and huge congestion which also contributed to

mass pro-cycling demonstrations. Most of them were co-

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ernment which could lead in two different directions of

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to their needs for space or search for other solutions to ac-

commodate comfortable mobility of the inhabitants. It was

decided to invest in the public transportation system and in

the development of cycling infrastructure. Beginning from

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for cycling improvement and modernization of existing

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in 2011. The picture was taken in the afternoon. It is clear

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Current activities and cycling statistics

Copenhagen is greatly successful in promoting and

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statistics.

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bicycle daily (the data take into account the inhabitants

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Social research is conducted in order to evaluate the level

of satisfaction in getting around the city by bicycle. This

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cle because it is fast and easy. It should be noted that the

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penhagen conducts research and develops projects dedi-

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The budget for the development of the bicycle network by

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and includes the modernization of existing routes as well

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effective development of the city and very good effects of

the bicycle use by the inhabitants.

Polish reality

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century of Po-

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when socialism ruled did not positively affect the economic

development of the country. The transformations of those

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the urban structure of the city until today. The post-war

damage resulted in empty squares and spaces which were

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of a number of regulations and the trouble purchasing vari-

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ern European countries “enjoyed” cars long enough until

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perity and comfort for the Poles which everybody would

love to have.

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in charge of coordinating road works so that construc-

tion projects include cycling infrastructure. He heads the

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LQKDELWDQWVDQGSHRSOHZRUNLQWKHFLW\RI¿FHELF\FOH

department which is responsible for strategic designing

RI XUEDQ LQIUDVWUXFWXUH 7KH PXQLFLSDOLW\ RI :URFáDZLV

bigger in respect of population by more than 90 thousand

inhabitants and the two-person team coordinating road de-

signs including cycling infrastructure is not able to coordi-

nate all investments in the city.

:URFáDZLVRQHRIWKHIHZ3ROLVKFLWLHVZKLFKGRPLQDWH

LQGHYHORSLQJWKHLUELF\FOHQHWZRUNV7KH¿UVWDGYDQFHG

ELF\FOHVWRSOLQHLQ3RODQGZDVXVHGLQ:URFáDZDQGEH-

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they are visible to the car drivers. The success of the city

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than in Krakow where the bicycle rental has been oper-

ating since 2008. The statistics are self-evident. Over the

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KDV PRUH ELF\FOHV DERXW  DQG WKH KLJKHVW ELF\FOH

UHQWDOUDWHLQWKHZRUOG>@

Another breakthrough in the development of the bicycle

SURPRWLRQSROLF\LQ:URFáDZZDVWKHDGRSWLRQRI:URFáDZ

%LF\FOH3ROLF\5HVROXWLRQQR/9RI:URFáDZ&LW\

&RXQFLOIURP2FWREHURQ:URFáDZELF\FOHSROLF\

It provided the directions and objectives of the development

of the urban cycling infrastructure. The main strategic ob-

MHFWLYHLVWRUHDFKE\WKHELF\FOHWUDI¿FVKDUHLQWKH

QRQSHGHVWULDQWUDI¿FUDWHE\DQGLWVIXUWKHUJURZWKXS

WRE\,QRUGHUWRDFKLHYHVXFKUHVXOWVDQXPEHU

of regular activaties are planned such as the development of

DXQL¿HGF\FOLQJQHWZRUNFKDQJHVLQURDGWUDI¿FRUJDQL]D-

WLRQWDNLQJLQWRDFFRXQWWKHQHHGVRIWKHF\FOLVWVLQFUHDVH

LQWKHQXPEHURIELF\FOHSDUNLQJVWDQGVEXLOGLQJVRFLDODF-

ceptance and support for utility cycling.

7UDI¿FUHVHDUFK LVWKHEDVLV IRUWDNLQJDFWLRQV LQWKH

countries where utility cycling is treated seriously. The

ELF\FOH UHVHDUFK FRQGXFWHG LQ :URFáDZ GHPRQVWUDWHG

a dynamic growth in the number of cyclists especially

those who commute every day to work or school. Table 2

shows the results of bicycle research which demonstrate

WKDW:URFáDZKDVDORWRIELF\FOHORYHUVDQGRYHUWKH\HDUV

the interest has not declined.

7DE7KHUHVXOWVRIELF\FOHUHVHDUFKLQ:URFáDZ

7DE=HVWDZLHQLHEDGDĔGRW\F]ąF\FKUXFKXURZHURZHJRZH:URFáDZLX

Time

Place

*UXQZDOG]NL%ULGJH -XQFWLRQRI6ZRERGQDDQG3RZVWDĔFyZĝOąVNLFK6WUHHWV

 2008  2008

±DP 97 81  73

±DP 129   

727$/  240 181 198

±SP 171 194  

±SP 120   139

727$/ 291  220 

,QWHUYLHZZLWK'DQLHO&KRMQDFNLWKH&\FOLQJ'HYHORSPHQW6HFWLRQDW:URFáDZ&LW\2I¿FH

%LF\FOHUHYROXWLRQLQ:URFáDZ

Financing projects

The key to success in each project is the adequate budg-

HW(YHQWKHEHVWSURMHFWFDQIDLOZLWKLQVXI¿FLHQWIXQGV

The same principles apply to the execution of the plan of

EXLOGLQJWKHF\FOLQJLQIUDVWUXFWXUHLQ:URFáDZ:LWKLQVXI-

¿FLHQWIXQGVDORWRIPLVWDNHVFDQKDSSHQ7KHFRQFHSWRI

WKHEDVLFQHWZRUNRIF\FOLQJURXWHVLQ:URFáDZLVWKHYDOLG

document providing the principles for the development

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FRQGLWLRQVDQGGLUHFWLRQVIRU:URFáDZSURYLGHVWKHJXLGH-

OLQHVIRUF\FOLQJURXWHVDQGWKHLUKLHUDUFK\+RZHYHUWKH

study is not a document only providing the directions for

DFWLRQV LWV JXLGHOLQHV DUH YHUL¿HG E\ JRRG ZLOO DQG WKH

HQJLQHHULQJVNLOOVRIWKHFLW\RI¿FLDOV&RQVHTXHQWO\WKH

execution of the bicycle policy and the bicycle network

design can and unfortunately is disturbed from two sides.

2QWKHRQHKDQGWKHUHLVQRWUDQVIHURILQIRUPDWLRQLQFOXG-

HGLQWKH6WXG\LQWRWKHORFDOGHYHORSPHQWSODQVDQGRQ

WKHRWKHUKDQGWKHEXGJHWIRUWKHGHYHORSPHQWRIF\FOLQJ

infrastructure does not guarantee the comprehensive com-

pletion of the assumptions. Actually this means the coin-

cidental character of constructed infrastructure for cyclists

DQGLWVLQFRKHUHQFHZKLFKDUHWKHEHVWFULWHULDLQGLFDWLQJ

the proper cycling structure.

7KHSURMHFWVRIF\FOLQJLQIUDVWUXFWXUHDUH¿QDQFHGIURP

DIHZVRXUFHV7KH&\FOLQJ'HYHORSPHQW6HFWLRQKDVLWV

own budget which grows year after year. The city’s cy-

FOLQJLQYHVWPHQWVVXFKDVFRQWUDÀRZELNHODQHVVHSDUDWHG

LQWKHURDGVRUELF\FOHSDUNLQJVWDQGVDUH¿QDQFHGIURP

7KHFRPSDUDWLYHDQDO\VLVRIVHOHFWHGF\FOLQJVROXWLRQVIURP&RSHQKDJHQDQGWKHFXUUHQWSURF\FOLQJDFWLRQVLQ:URFáDZ 23

WKH0XQLFLSDO5RDGDQG8UEDQ0DLQWHQDQFH2I¿FHEXGJHW

for road maintenance. These are investments which are

included in the cost of other investments connected with

road maintenance and their modernization.

The utility cycling is promoted mainly on the grass-

URRWVLQLWLDWLYHDQGLWLVXVXDOO\¿QDQFHGIURPWKHEXGJHWRI

WKH6SRUWV7RXULVPDQG5HFUHDWLRQ2I¿FH8QIRUWXQDWHO\

its budget is smaller and smaller every year. Over the pe-

ULRGRI¿YH\HDUV±WKHEXGJHWZDVGHFUHDVHG

IURP3/1PLOOLRQWR3/1WKRXVDQG7KH6SRUWV

7RXULVP DQG 5HFUHDWLRQ 2I¿FH ¿QDQFHG VXFK HYHQWV DV

:URFáDZE\%LNH$OWHUUDFH:URFáDZ%LF\FOH3LFQLFVRU

:URFáDZ&\FOLVW)HVWLYDO

The money dedicated to the development of cycling

LQIUDVWUXFWXUHLQ:URFáDZWRWKHPLQLPXPH[WHQWDOORZIRU

the effective development of cycling paths. This is why

instead of being implemented comprehensively in the

city the objectives included in the “Concept of the basic

QHWZRUNRIF\FOLQJURXWHVLQ:URFáDZ´DVZHOODVLQWKH

³:URFáDZ %LF\FOH 3ROLF\´ DUH LPSOHPHQWHG UDWKHU UDQ-

domly over a huge period of time.

7DEOHSUHVHQWVWKHEXGJHW RIWKH&\FOLQJ 'HYHORS-

ment Section for the construction of cycling paths in

:URFáDZ

The funds for bicycle investments in 2007 were not

IXOO\XVHGEHFDXVHWKHUHLVQRRI¿FHWKDWZRXOGEHUHVSRQ-

sible for spending the funds on cycling infrastructure. The

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enough time to spend the money. The budget for 2008 was

GUDPDWLFDOO\VPDOO3/1DVWKLVLVWKHPRQH\WKDWZDV

spent only on the development of design documentation.

The works on new projects whose approval as well as the

development of documentation requires compliance with

RI¿FLDOSURFHGXUHVZKLFKXQIRUWXQDWHO\WDNHDYHU\ORQJ

WLPHEHJDQ2QDYHUDJHLWWDNHVDERXWWZR\HDUVIURPWKH

development of a new project to its implementation.

$V WKH SRVLWLRQ RI WKH %LNH 2I¿FHU FRRUGLQDWLQJ WKH

ELF\FOHSROLF\SURPRWLRQLQ:URFáDZLVUHODWLYHO\QHZWKH

EXGJHWIRU WKH &\FOLQJ 'HYHORSPHQW 6HFWLRQZDVDW WKH

EHJLQQLQJYHU\VPDOO2YHUWKH\HDUVWKHEXGJHWJUHZXS

WR3/1PLOOLRQLQ2YHUWKHQH[W\HDUVWKHIXQGV

VKDOOJURZXSWR3/1PLOOLRQLQ

)LJ6HFWLRQVRI+DQV&$QGHUVHQ6WUHHWLQ&RSHQKDJHQDQG.:LHONLHJR6WUHHWLQ:URFáDZHGE\$àXNDV]HZLF]

,O3U]HNURMHXOLF+DQVD&$QGHUVHQDZ.RSHQKDG]HL.:LHONLHJRZH:URFáDZLXRSUDF$àXNDV]HZLF]

Tab. 3. Budget of the section for bicycle infrastructure for 2007–2014

7DE=HVWDZLHQLHEXGĪHWXVHNFMLQDLQIUDVWUXNWXUĊURZHURZą

w latach 2007–2014

Year %XGJHW>3/1@ Year %XGJHW>3/1@

2007 14.000 2011 2.100.000

2008 208 2012 2.200.000

2009 1.029.000 2013 2.100.000

2010  2014 

,QWHUYLHZZLWK$UWXU:HVRáRZVNLWKH6SRUWV7RXULVPDQG5HFUH-

DWLRQ2I¿FH:URFáDZ&LW\2I¿FH

,QWHUYLHZZLWK'DQLHO&KRMQDFNLWKH&\FOLQJ'HYHORSPHQW6HF-

WLRQDW:URFáDZ&LW\2I¿FH

Preliminary analysis and conclusions

In order to be able to compare the examples of utility

cycling solutions applied in Copenhagen with the solutions

DSSOLHGFXUUHQWO\LQ:URFáDZRQWKHEDVLVRIXUEDQGHVLJQ

analyses similar streets were selected. As the analysis re-

gards the inner city center the streets used in the compari-

son are located downtown. Bearing in mind the differences

24 $OHNVDQGUDàXNDV]HZLF]

LQWKHGHYHORSPHQWSROLFLHVLQ&RSHQKDJHQDQG:URFáDZ

as well as the differences in approach to the general prin-

FLSOHVRIWUDI¿FRUJDQL]DWLRQWKHDQDO\VLVRIWKHVHFWLRQV

of the streets shall demonstrate the differences in the street

space management. In order to classify the streets the fol-

ORZLQJXUEDQGHVLJQFDWHJRULHVZHUHGH¿QHGZKLFKZHUH

XVHGLQIXUWKHUDQDO\VHVORFDWLRQ±FORVHSUR[LPLW\RIWKH

FHQWHUPDUNHWVTXDUHURDGFODVVLQWKHKLHUDUFK\RIURDG

QHWZRUN±PDLQURDGSUHVHQFHRIF\FOLQJLQIUDVWUXFWXUH

width. The comparison of similar street sections in the

centers of different cities is the introduction to the analysis

allowing for the detection of differences and similarities in

the structure of the cities and their urban design solutions

taking into account the cycling infrastructure. The main

streets located close to the center due to their representa-

tive and communication character were selected for this

purpose.

:LWKWKRVHDVVXPSWLRQV.D]LPLHU]D:LHONLHJR6WUHHW

in its section with the segregated bike lane was chosen

LQ:URFáDZ7KH VWUHHW PHHWLQJ WKRVH FULWHULD ZDV +DQV

Christian Andersen Boulevard which was chosen in Co-

penhagen.

The Andersen Boulevard ranks high among the streets

as it connects the very center with the south and north dis-

tricts as well as it goes right next to the market square with

WKH FLW\ KDOO7KH %RXOHYDUG LV DERXW  P ZLGH WKDW LV

DERXWPZLGHUWKDQ.D]LPLHU]D:LHONLHJR6WUHHWE\WKH

Europeum Hotel. Copenhagen has a subway system which

LQWKHFLW\FHQWHUJRHVXQGHUJURXQGWKXVVDYLQJSUHFLRXV

area on the ground. The infrastructure of the street has six

ODQHVWKUHHHDFKGLUHFWLRQDVHSDUDWHODQHIRUEXVHVDQGD

wide bikeway.

The bus lane protects the cyclists against cars. On the

RWKHUVLGH RI WKHVWUHHWWKHUH LV7LYROL$PXVHPHQW 3DUN

WKDWKDVDWUDI¿FFDOPHGVHUYLFHODQHIRUERWKF\FOLVWVDQG

cars. It is separated from the roadway by a wide curb facil-

itating safe getting in the car. Additionally the service lane

provides a pull-over area for buses and a parking space

IRUFXUE SDUNLQJ,WV HQG PHUJHVWKHPDLQ WUDI¿FVWUHDP

DQGSURYLGHVDVDIHFRQQHFWLRQZLWKWKHELNHZD\)LJ

presents the street section.

7KHVWUHHW LQ:URFáDZLV VOLJKWO\GLIIHUHQW$OWKRXJK

cycling changes have been implemented relatively recent-

O\ WKH\VKRXOGJXDUDQWHHWKHPLQLPXPOHYHORI FRPIRUW

DQGVDIHW\7KHH[DPSOHRI.:LHONLHJR6WUHHWLVUDWKHU

controversial and the cycling infrastructure appeared when

the pedestrian crossing was built by the Museum Nation-

al. A bike lane was separated on the south section from

6ąGRZQLF]D6WUHHWWRĝZLGQLFND6WUHHWDWWKHH[SHQVHRI

one car lane. The bikeway was segregated from the high

VSHHGWUDI¿FE\DPHWHUZLGHSDLQWHGLVODQG7KLVLVDUDWK-

er effective solution and the drivers do not drive on it so

the cyclists are safe. More problems appear at the moment

when the bike lane ends and the cyclist must go onto the

car lane. This place is marked neither for cyclists nor for

car drivers. Cyclists either stop and wait for the cars to

drive by or go onto the lane parallel to the cars without

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There is an advanced bicycle stop line at the pedestrian

crossing by the museum. This solution is very popular in

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that drivers can see them. The problem with the stop box

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ELF\FOHWUDI¿FLQWKHRSSRVLWHGLUHFWLRQ

The analysis of that simple comparison of the street

sections connected with the information gathered during

on-site visits leads to a number of interesting conclusions.

The width of the streets is comparable. It cannot be said

WKDWLQ:URFáDZWKHUHLVQRURRPIRUF\FOLQJLQIUDVWUXFWXUH

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:URFáDZKDVELJSODQVUHJDUGLQJEXLOGLQJDGHTXDWHSR-

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plans. It is very good that the city is trying to improve its

cycling environment whenever it is possible. That invest-

ment would be much more effective and impressive for the

inhabitants if for instance it would have been made later

but on both sides of the street and all the way to the junc-

tion with Szewska Street.

This is the least invasive solution that does not disturb

the motorized space – hatched. The 1.8 m wide bikeway

was designed in the grass lane along the sidewalk. It is not

an important element due to the composition or aesthet-

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heavy on the sidewalk itself as it attracts little activity and

few services. This is a self-contained solution – a compre-

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:URFáDZDSSOLHVDORWRIF\FOLQJLPSURYHPHQWVKRZHY-

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7KHF\FOLVWVRIWHQGRQRWNQRZWKHURDGWUDI¿FUHJXODWLRQV

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the city does not have funds for promotion campaigns.

Conclusion

The development of utility cycling in the city as an

important component of the city transportation system

is nothing new. Many European cities have started to de-

velop that alternative means of transportation a long time

ago. Each of the cities apply their own solutions to the

WHFKQLFDOSUREOHPVDGMXVWLQJWKHLUF\FOLQJLQIUDVWUXFWXUH

to the urban design. Some cities impose numerous restric-

tions on driving cars around the city centers by increas-

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VWUHHWVDFFHVVLEOHWRF\FOLVWVGHFUHDVLQJWKHQXPEHURIFDU

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ing in the city center. Some cities have worked out a com-

promise including the solutions consisting in sharing the

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their inhabitants such conditions that getting around by car

is simply unattractive and they choose the bicycle or pub-

7KHFRPSDUDWLYHDQDO\VLVRIVHOHFWHGF\FOLQJVROXWLRQVIURP&RSHQKDJHQDQGWKHFXUUHQWSURF\FOLQJDFWLRQVLQ:URFáDZ 25

lic transportation as it is faster, comfortable, and pleasant.

Such patterns should be followed and mistakes should not

EHUHSHDWHGLQRUGHUWRGHYHORSRXURZQPRVWHI¿FLHQWPX-

nicipal transportation system so that the inhabitants could

get around fast and comfortably.

,QVXI¿FLHQWIXQGVFUHDWHDVLJQL¿FDQWSUREOHPWKDWDS-

pears at each stage. The budget of the cycling section and

WKHEXGJHWRIWKH6SRUWV7RXULVPDQG5HFUHDWLRQ2I¿FH

which is smaller and smaller every year are evidently the

ELJJHVWSUREOHPVIRU:URFáDZRQLWVZD\WREHFRPHDEL-

cycle-friendly city. The example of Copenhagen clearly

demonstrates that the city spends huge funds on cycling

facilities which, however, in comparison with the costs of

road infrastructure or a subway system are still low. The

money spent translates into happy people, energy and time

saving as well as improved health.

:KDWLVUHDOO\VLJQL¿FDQWDERXW&RSHQKDJHQDQGHQYL-

able is that everybody there rides the bicycle, regardless

of social status, age or sex, including politicians, senior

citizens, businessmen, women with children and young

people, which is the most convincing proof of the bicycle

success.

Translated by

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References

[1] City of Copenhagen, City of cyclists – Copenhagen bicycle life.

Environmental Administration, Copenhagen 2009.

[2] Copenhagen, City of Cyclists, Bicycle Account 2006, Copenhagen

2007.

[3] Copenhagen, City of Cyclists, Bicycle Account 2010, Copenhagen

2011.

[4] Jensen N., Larsen J.E., Cycling in Denmark – from the past into

the future, Road Directorate, Ministry of Transport, Municipality of

Copenhagen, 1989.

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6áRZDNOXF]RZHrower, miasto, urbanistyka.H\ZRUGV bicycle, city, urban design

The comparative analysis of selected cycling solutions from Copenhagen and the current pro-cycling actions in Wrocław

Aleksandra Łukaszewicz

doi:10.5277/arc120204

Abstract