Words by Jeffrey Stern
In 2016, the capital of Denmark reported more bicycles entering the city than cars, an astonishing fact. Research conducted by the Copenhagen government suggests that nearly half of the residents of the cycling friendly city bike to work or school on a daily basis.
Since the number of cyclists in Copenhagen has grown so rapidly over the last decade, the city government has recently decided to install electronic information panels along critical bike routes. The main goal being to help alleviate ‘bike jams’ during the heaviest traffic hours during the morning and evening commutes. Although with the number of bikes covering city streets, these jams can happen at nearly any hour of the day.
Considered to be the world’s first electronic traffic information displays for bicycles, five screens are to be installed at critical places throughout Copenhagen’s 240-mile network of protected bike lanes, “There’s a need for improved accessibility for the growing number of cyclists who unfortunately in many places are now having to fight for space on the bike lane,” said Morten Kabell, head of the city’s technology and environment department to Danmarks Radio.
The Copenhagen government hopes that the new electronic information boards will give cyclists the information they need to choose the least congested route for their trips through the city. These e-signs will also have information on road construction projects, special events that could affect traffic and distances to points of interest. Each one costs around $633,494 to purchase and install.
Detailed in the city’s Bicycle Statement 2017, Copenhagen’s residents cycled 869,920 miles per day in 2016, with 41% of those miles coming in the form of school or work commuting trips.
For the first time ever in 2016, the city reported the number of cyclists entering the city center outnumbered cars on a daily basis by 13,100; 265,700 bicycles to only 252,600 cars. A notable reason why many consider Denmark and Copenhagen at the forefront in the movement of alternative transportation. The Bicycle Statement study was first conducted nearly half-century ago, in 1970, and recorded roughly 100,000 bikes while counting 340,000 cars that year.
“With the number of cyclists in Copenhagen now, we have a congestion problem,” traffic researcher from Aalborg University Niels Agerholm said to Danmarks Radio. “If there is an easier way through, signs like these could get people to change direction.”
The infamous Queen Louise bridge is arguably the most used bike-only bridge in the world, seeing roughly 40,000 cyclists cross it’s span every day and experiences frequent ‘bike jams.’
In addition to the new screens, the city is building more bike-only bridges, widening current lanes, improving intersection signaling and continuing feature rollouts for their one of a kind route-planning app, ibikecph. The app suggests not only the swiftest routes around town, but can guide users around cobblestone and more dangerous streets. New, green routes ideal for cargo bikes, younger and older riders are doubling in size to nearly 75-miles of options, further encouraging cycling amongst all age groups and abilities. The app, released in 2013 has been downloaded more than 60,000 times.
Over the past 20 years, bike traffic has increased by 68 percent in the bustling Scandinavian country, one of the largest jumps anywhere in the world. If forecasts are correct, growth is not expected to slow. The annual Bike Statement report predicts daily bike traffic across the city to increase another 25 percent by 2025.Tweet Print
Photos courtesy of NewTown Macon
Last September, the town of Macon, Georgia installed a network of temporary bike lanes. In the two weeks that the lanes were up, bike traffic increased by nearly 900 percent, more city residents were inspired to ride instead of drive and many residents also visited places that they normally wouldn’t because of the ease of access.
The project, known as Macon Connects, was the brainchild of NewTown Macon, a non-profit that’s primary goal is to revitalize the downtown of the city. Macon was awarded $150,000 to complete the project through the Knight Foundation‘s Cities Challenge, a nationwide competition launched in 2015 to generate ideas to improve cities. Macon was one of 45 cities to receive funding in 2016.
Based on public forums, it was obvious that the residents of Macon wanted more mobility options. The most convenient mode of transportation is by far the car, and the only bike or pedestrian path in the city is a trail along the river that skirts through downtown but doesn’t connect much of anything.
In the past, the city government had put up three non-contiguous blocks of bike lanes and then claimed no one rides. Macon Connects set out on a mission to change that perception. With eight miles of temporary bike lanes, the increase in bike traffic was astounding, proving that if you build it, they will ride.
“People ride bikes when it’s safe and comfortable to ride bikes,” says Josh Rogers, President and CEO of NewTown Macon. He also adds, “Bike lanes work, but you have to do it with scale and you have to connect places.”
After the two weeks were up, the temporary lanes came down, but not without lasting impact. A few permanent bike lanes have already been built since the experiment, with plans for more on the way. Now, every time a road is repaved, it will be evaluated to see if a bike lane can be added. One of the city’s traffic engineers even volunteered his time to design a bike lane that connects four neighborhoods to downtown Macon, while a private donor paid for its installation.
Rogers emphasizes the importance of having open-minded public employees who might be willing to take some risks to make a project like Macon Connects happen, and also how fun it was to work with such a dedicated and enthusiastic group of people. It was a lot of work, but it was worth it. And it’s only just begun.Tweet Print
Words and photos by Chris Klibowitz
According to a 2008 report by the City of Los Angeles Department of Public Work Bureau of Street Services, “With a street network comprised of approximately 6,500 centerline miles of streets and 800 centerline miles of alleys, the City of Los Angeles not only has the largest municipal street system in the nation, but also the most congested.” Cycling with the city limits can be so daunting, that most who make it a regular practice are looked upon as crazy. Even crazier are those who fight against the engrained car culture, for those who chose to ride in LA. Ted Rogers is one such crazy person—the man behind the popular website Biking In LA—and boy does he have his work cut out for him.
What is your place within the cycling community?
A voice crying in the wilderness.
What was going through your head when you sat down at your computer and started your original blog in 2007?
I looked around Los Angeles at what was going on with bike lanes and bike safety and I thought, “we’re all getting screwed.” It was an outgrowth of my fall at the beach—I ran into a swarm of bees, lost control, wiped out, and spent a couple nights in the intensive care unit. I realized at that point that I was closer to dying than to being born, and if I wanted to accomplish something, I need to do it now. Everybody wants to change the world. I realize that I can’t change the world. I just don’t have that power. But what I can do, is I can change Los Angeles. I can make it safer to ride a bike in Los Angeles. I discovered that there were a few other people that were also as angry as I was, and it just snowballed from there.
The early posts dealt with things like poorly designed bike lanes, and telling personal stories and experiences. Is that what you’re still doing?
Rule number one was always that it was not about me. It’s about bicycling. Everything I do is in furtherance of bicycling, bike safety, somehow. I wrote it as a personal blog for about six years, and I had a feature at the bottom where I would link to stories about bicycling that I found online. That was my education in traffic planning and bike safety—I didn’t know squat when I started. I had to learn, so I went online and found all these stories and read them and figured others would be interested too. Gradually, the links started taking over, and I finally said, “Let’s make this a news site, rather than just my own opinion. I’ll keep throwing my opinion in there, because that’s who I am, that’s not gonna stop.”
At some point after that switch happened, you began to report on—and tracking—cycling deaths in the area. How did you become the unofficial keeper of that information?
I’m the death master of Southern California cycling. I’ve been accused of having a morbid interest in death. But it’s actually just the opposite: I’m obsessed with safety. I want everyone who leaves on a bike ride to come back home again in one piece. A lot of advocates say you shouldn’t focus on that, you should talk about all the good things and get people to ride their bikes. To me, that’s like a realtor selling you a house without telling you about the black mold in the basement, or that it was built on a Native American burial grounds. If you don’t know the problem is there, you can’t fix it. First, any one who dies on a bike should be remembered. Second, the reason I started keeping count, was that nobody—no government agency in southern California at that point—could tell you how many people died in their jurisdiction while riding a bicycle or crossing the street. They didn’t know.
Seems like something they should all know.
Something every government should do. They can’t provide for safety for anyone unless they know what is happening on their streets. So I got in their face, I said, “This person died in Newport Beach. That person died in Los Angeles. Here’s where they were. This is what happened. Pay. Fucking. Attention.”
Are they paying attention now?
They are paying attention now. If someone is killed on a bike, it usually makes the news somewhere. I take some of the credit for that, but there are other advocates who are raising a stink too. We forced the newspapers to pay attention, and the newspapers force the governments to pay attention. If it wasn’t for people like me saying, “this can’t go on,” then it would still be going on. Well, it is still going on, but at least they know there’s a problem.
So, do you still think Los Angeles going to change?
L.A. is a tough nut to crack for bike advocacy. In San Francisco, if they say, “Here’s a problem, we need a hundred bicyclists to turn out,” then a thousand will turn out. In L.A., if you say, “Here’s a problem, we need a hundred bicyclists to turn out,” then ten will. I have no idea why that is, and it’s been driving me crazy for years. The one thing that really bothers me now, is we are seeing a lot of very experienced bicyclists saying, “Enough. It’s just not safe on the streets, I’m done.” That’s really disturbing. We can’t lose those people. They’re the committed cyclists and if they’re walking away, it means that we have failed. Still, I think things are going to move forward. L.A. has adopted a Vision Zero plan—which I advocated for—with a goal of no fatalities by 2025.
What would make you happy to see accomplished in 2017?
More protected bike lanes. But we should not let the perfect be the enemy of the good. Yes, bikes lanes should be protected, but we need more bike lanes, period.Tweet Print
I was in Amsterdam all last week getting to know Dutch bicycle culture and logistics (more on that soon), and one of the key tenants of what makes cycling so simple there is the cycle paths. More than just bike lanes, the cycle paths are almost always separated from traffic by parked cars, curbs, or other street features.
The practice is catching on in the US, with New York leading the way with protected lanes on some major thoroughfares. But even those lanes leave cyclists vulnerable where they need safety most: in the intersection.
Urban planner and designer Nick Falbo has put together this piece about how intersection design can make cycling safer and more accessible. His video and other collected works are part of a proposal for the George Mason University 2014 Cameron Rian Hays Outside the Box competition, a challenge to find new solutions to transportation policy challenges.
Click the map for a larger view
London has become synonymous with cycling and pedestrian danger, as the city has claimed more than 150 serious injuries or deaths in the past three years. Now the city, led by Mayor Boris Johnson, himself an advocate for cycling and pedestrian safety, is pledging $500 million to radically transform 33 intersections and roundabouts across the city.
Roundabouts at Archway, Aldgate, Swiss Cottage and Wandsworth, among others, will be ripped out and replaced with two-way roads, segregated cycle tracks and new traffic-free public space. The Elephant & Castle roundabout, London’s highest cycle casualty location, will be removed. At other intimidating roundabouts, such as Hammersmith and Vauxhall, safe and direct segregated cycle tracks will be installed, pending more radical transformations of these areas in the medium term.
“These road junctions are relics of the Sixties which blight and menace whole neighborhoods. Like so much from that era, they’re also atrociously-designed and wasteful of space,” Johnson said in a statement. “Because of that, we can turn these junctions into more civilized places for cyclists and pedestrians, while at the same time maintaining their traffic function.”
The move is part of the Safe Streets London campaign, a detailed plan to reduce the number of persons injured on London’s roads by 40 percent by 2020.