Copenhagenize your city: the case for urban cycling in 12 graphs

Danish-Canadian urban designer Mikael Colville-Andersen busts some common myths and shows how the bicycle has the potential to transform cities around the world

Main image: Copenhagen cyclists queue patiently at traffic lights. Photograph: Francis Dean/Rex

  • Bikes v cars

    In 2016, the number of bicycles entering Copenhagen’s city centre exceeded the number of cars. All images: Copenhagenize Design Company/Mikael Colville-Andersen
    Bike/Car Graph for Copenhagen

  • Copenhagen by car - 37 mins

    Colville-Andersen’s journey across the centre of the city took 37 minutes by car
    Copenhagen by car - 37 mins

  • Copenhagen by bike - 13 mins

    The same trip took 13 minutes by bike
    Copenhagen by bike - 13 mins

  • Inner city v outer city

    Copenhagen city centre has far outstripped the wider municipality for the growth of bicycle traffic. It has also outperformed other Danish cities such as Aarhus, and the nation as a whole
    Inner city v outer city. Copenhagen city centre has far outstripped the wider municipality for the growth of bicycle traffic. It has also outperformed other Danish cities such as Aarhus, and the nation as a whole

  • The arrogance of space

    Copenhagenize analysed a section of Hans Christian Andersen Boulevard to show how much space was given over to motor vehicles (red), compared with bikes (blue), pedestrians (yellow) and buses (green). Across the city bikes are used for 62% of commutes; yet get 7% of space. Cars are used for 9% of commutes; yet get 54% of space
    The arrogance of spaceCopenhagenize analysed a section of Hans Christian Andersen Boulevard to show how much space was given over to motor vehicles (red), compared with bikes (blue), pedestrians (yellow) and buses (green). Across the city bikes are used for 62% of commutes; yet get 7% of space. Cars are used for 9% of commutes; yet get 54% of space

  • A short history of traffic engineering

    In many cities around the world, car drivers are prioritised over people on foot, on bikes or on public transport, argues Colville-Andersen
    A short history of traffic engineering. In many cities around the world, car drivers are prioritised over people on foot, on bikes or on public transport, argues Colville-Andersen

  • Costs v benefits

    Driving a car one kilometre costs society 89 cents – but cycling the same distance benefits society by 26 cents. Data from City of Copenhagen
    Costs v benefitsDriving a car one kilometre costs society 89 cents – but cycling the same distance benefits society by 26 cents

  • Why Copenhageners cycle

    Most residents cycle because it is quick. Only 1% cite concern for the environment as their primary reason. This shows it is a mistake to focus pro-cycling campaigns on environmental benefits, says Colville-Andersen
    Why Copenhageners cycle. Most residents travel because it is quick. Only 1% cite concern for the environment as their primary reason. This shows it is a mistake to focus pro-cycling campaigns on environmental benefits, says Colville-Andersen

  • What’s likely to give you a head injury?

    Some people are put off by the apparent dangers of cycling, but only 1% of head injuries happen to people on bikes – you are far more likely to suffer a head injury in a car. Data: ZNS Hannelore Kohl Foundation
    Head injury graph: What’s likely to give you a head injury?

  • Moving people not cars

    The 21st century model at the bottom - how many people can we move down the street - has 10 times the capacity than the 20th century modal at the top
    Moving people not cars. The 21st century model at the bottom - how many people can we move down the street - has 10 times the capacity than the 20th century modal at the top

  • Desire lines

    Copenhagenize Design Company mapped ‘desire lines’ through intersections in Copenhagen and other cities to see where citizens wanted to go. The data suggests many people choose the most direct route, regardless of efforts to control their movements with barriers. Colville-Andersen says the analysis can uncover urban planning flaws and identify possible improvements to junctions
    Desire lines. Copenhagenize Design Company mapped ‘desire lines’ through an intersection to see where Copenhageners wanted to go

  • Green wave

    The flow of bicycle traffic improved greatly after Nørrebrogade installed the ‘green wave’, which changed traffic lights to favour cyclists. Above is before; below is after
    Green Wave. The flow of bicycle traffic improved greatly after the Green Wave was implemented on Nørrebrogade. Above is before and below is after.
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