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I have been asked to write a contribution to Noushi-Tushin and have been given free rein in my choice of topic. I have decided to
write about bicycling in Denmark because I am from Denmark and have bicycled
since I was a child. I have lived in Kyoto for a while and find the city
ideal for using the bicycle both because of its lay-out and also to explore
its history and any hidden treasure one might come across.
The reason I have chosen to write about bicycling in Denmark is twofold: First, every country seems to have its own bicycle culture. Secondly, bicycling
has become a phenomenon which shows a high degree of international cooperation and mutual inspiration in the attempt to improve congestion, pollution
and safety in inner city traffic in several European cities and American cities.
History
The bicycle came to Denmark in the 19th century. The first examples were
not the bicycle we know today. Moreover, it was mostly for sport and entertainment
among the upper classes. At the end of the 1880s the “safety bicycle” arrived.
Even though bicycles in the beginning were not cheap by the 1920s, Danish
cities had become cities of bicycles. This was a trend which lasted into
the 1950s, and particularly during World War II when gasoline was rationed.
Bicycles, more precisely the Long John (a commercial bicycle where the
front wheel is replaced by a low platform abut 1 x 1.5 meters, with smaller
wheels on each side), were widely used to transport commodities. Bicycles
had by then become available and affordable for all social classes and
greatly increased the freedom of movement for people in general. From the
mid-50s, in tandem with increased prosperity, cars gradually became popular
and the use of bicycles declined drastically. This trend continued into
the mid-70s. Then, a change occurred.
Cars had brought with them congestion, pollution and serious traffic accidents,
and Copenhagen being an old city was not laid out for cars. During the
‘70s there were several conflicts between the interests of bicyclists and
the interests of car drivers. Four things contributed to the reversal of
the trend of the domination of cars in the city. First, starting in the
late 50s there were several controversial plans to build motorways to accommodate
car traffic in Copenhagen. One of these plans would have cut through the
lakes which were part of the old defense work which had surrounded the
old city of Copenhagen. There was a strong opposition to these plans in
Copenhagen but similar plans were implemented in other Danish cities only
to their detriment. Then in 1973 the oil crisis hit and gave a boost to
the environmental movement. During the late ‘70s, for example, there were
many big bicycle demonstrations in Copenhagen. To cut a long story short,
taken together these various factors combined with responsive city planners
have resulted in improved conditions for bicycle riders.
In the wake of these events bicycles became popular once again but it remains a constant effort to create a balance between bicycles, cars and
various forms of public transportation in the city. The conflicts of the previous period between car interests and bicycle interests continue to
exist. For example, to alleviate the pressure on traffic in the inner city for several years the introduction of a so-called car ring around Copenhagen
has recently been discussed but opposition to its implementation was so strong that it was eventually stopped. In this case the interests of the
cars were accommodated.
Nevertheless the bicycle is now again a widespread form of transportation especially in the cities. In Copenhagen for example it is estimated that about one third of people use the bicycle to go to work every day. However, it is not just commuters who ride bicycles - postal workers have for a long time used the bicycle to deliver mail. Also, since 2009 police have started patrolling on bicycles.
Bicycling today
City planners still have the problem of congestion and pollution in the inner city but have worked to make bicycling attractive by making it safer
and more efficient.
One method has been to expand and improve the net of bicycle lanes in the city. Copenhagen had its first bicycle lane installed in 1910. And, as any visitor today can assure her/himself this net of lanes is an integral part of the lay-out of the city of Copenhagen. Currently there is about 400 km of bicycle lanes in Copenhagen, a city of about one and a half million people. Bicycle lanes in the cities are usually on a raised level alongside the regular road. In intersections the bicycle lanes may be marked by blue stripes. On several streets in Copenhagen traffic lights are set according to the green wave principle. That is, the traffic lights are set for the rhythm of the bicyclists and not the cars.
In the countryside the lanes may be completely separated from the main road but still running through the countryside (for example on the island
of Bornholm, a favorite spot for vacationers) more or less parallel to the main road. It may also be marked by just a line. In the country as
a whole the exact number of km covered by bicycle lanes is hard to come by largely because what constitutes a bicycle lane is a matter of definition.
However, estimates have put it at from about 5000 km to about 10.000 km.
Another reason for people to choose the bicycle instead of the car to go to work has been the creation of so-called super bicycle paths. The
first such path was opened in April 2012 and runs from Albertslund in the suburbs to Vesterport station down town Copenhagen. Several municipalities
have worked together to make this happen. It runs both through the countryside and through city streets. The path has a new surface and it is marked by
an orange line. It has among other things bicycle pumps, foot rests, and also uses the green wave principle.
Yet another factor is the ability to bring bicycles on trains and busses. In some cases reservations are needed and not all trains allow this. For example in the S-trains and the Metro in Copenhagen you are allowed to bring your bike outside rush hours, while these restrictions are lifted during some of the summer months.
Bicycling is covered by the traffic law and children are typically educated in traffic rules from the time they are in kindergarten. Bicycling is also
governed by a set of hand signals to indicate right/left turns and for getting off the bicycle. On bicycle lanes there may be traffic lights that
are meant for bicyclists only. This education, however, does not mean that everything runs smoothly. The mental attitude of the bicycle rider plays
a big role: stress, arrogance, indifference to others can also play a role in making bicycle riding a mixed experience. Things like disregarding red
light, overtaking on the inside, not stopping when people get off busses, not using hand signals, going in the wrong direction on a one way street
etc. are supposedly common offences in Copenhagen. In sharp contrast to the general practice in Kyoto in Denmark it is illegal to ride your bicycle
on the sidewalk. These rules are of course made to facilitate traffic and assign responsibility to everybody on the road. But while bicyclists and
the Danish Bicycle Association have been quick to criticize the drivers of cars the Danish Pedestrians’ Association has answered back in kind to
assign blame to the bicyclists for their bad behavior. It is a constant work in progress, it seems.
At the present point in time there are many kinds of bicycles in the streets of Copenhagen. Previously there were mainly three types of bicycles in the streets, namely men’s and women’s and carrier bicycles. Of course tandems and even bicycles with side cars existed but were rare. Now, children’s bicycles are plenty, from three wheelers to two wheelers with support wheels to the child’s big day when the support wheels are taken off. In the last few years cargo bicycles have become very popular for transportation of children to and from nursery and kindergarten. Likewise so has the rate of theft of these bicycles. All Danish bicycles are equipped with a number stamped into the frame. In case of theft this number is the basis for receiving compensation from your insurance company,
Copenhagen also has a bicycle library where one can borrow different kinds of bicycles and try them out before making a decision of whether to buy or not, such as for example three person bicycles or HPVs, a type of bicycle which uses a reclining position for the rider. In addition to that the city also has a system for using so-called city bicycles for a price of 20 kr. After usage the method is to return them to designated places and get the money back.
Finally, recently several safety options which are up to the choice of the rider have become available for bicycle riders. One such is the use
of bicycle helmets. Traditionally helmets have not been used in Denmark and their benefit is a matter of much debate. Still, in the last couple
of years the number of bicyclists wearing helmets has increased and typically if the children wear helmets so do the parents. Since, as the argument
goes, if the parent is hurt that parent will not be of much help to the child in a traffic accident. Of course, helmets are not a complete guarantee
against accidents and the choice is up to the individual. In 2009 there was a referendum to make helmets mandatory for children. It was however
voted down in the parliament.
Alongside cars which now must drive with lit headlights for bicycles recently battery free magnetic lights have become available. Like in the case of
cars, having permanently lit lights are meant to reduce accidents.
In conclusion, although problems still remain for bicycle riders many cities around the world have begun to make bicycle riding safer and more convenient which is good for the environment and good for the health of the individual, and that of the city. However, balancing the use of cars, bicycles, public transportation and the livability of the inner cities is a never ending effort.
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