2023, A Year in Review

As we reflect on the cycling landscape of 2023, a remarkable transformation has taken place. Cycling is now firmly established as a serious means of transportation in city centers and dense urban areas. What was once a niche activity has been seamlessly integrated into the urban fabric, presenting a natural choice for commuters navigating bustling cityscapes. However, the challenge for the coming years lies in extending this transformation to suburban and rural landscapes — the countryside, coastal regions, and mountainous terrains.

Despite the diverse geographical contexts, our strategic approach remains the same. The fundamental needs of users continually guide our efforts — the demand for safe and comfortable cycling infrastructure and services, regardless of location. Solutions and best practices must be continuously adapted to the unique demands of each local setting.

2023 represents a pivotal moment for cycling mobility and Copenhagenize, as our work expands beyond the confines of denser metropolitan areas and ventures into rural, seaside, and mountainous regions. In response to the arising challenge of developing cycling outside of urban areas, we embarked on the creation of our first cycling strategy in the rugged terrain of the French Alps. 

Our continued commitment to promoting cycling mobility through the principles of bicycle urbanism is exemplified through our ongoing design, strategy, communications, and educational work, as well as the development of new types of projects and activities. As part of this work, Copenhagenize actively engaged in bicycle infrastructure coaching with teams of engineers, formulating context-specific cycling and wayfinding strategies, and providing expertise through master classes.

Clotilde Imbert at TransCité, photography by ©Franck DUNOUAU

This year, we also welcomed different partners from the global cycling community to our Paris office, drawn by the exciting developments in cycling within the French capital. It is a testament to the international interest and collaborative spirit propelling the cycling movement forward. A significant addition to our team, Sami Ibrahim, now heads the Cycling Strategy Department, bringing a wealth of experience and a unique ability to collaborate across borders and within diverse contexts.

Looking ahead to 2024, Copenhagenize anticipates an exhilarating year. We are set to participate in an European Union project about green logistics and are leading a new phase in the development of cycling infrastructure in the Cotentin area of Normandy. Our annual master classes, for which registrations have already begun, promise more enriching experiences. 

In an era marked by international events, Copenhagenize will offer a unique perspective on the 2024 Olympic and Paralympic Games, sharing the experiences of cyclists navigating the streets of Paris during these significant occasions. Witnessing how a major city, amidst its cycling development, manages mobility during such global events offers valuable insights into the harmonious coexistence of cycling and urban life.

As we invite you to explore the diverse projects that have kept our dedicated team working hard in 2023, we extend our hopes for continued progress and innovation within the world of cycling, eagerly anticipating the exciting ventures that lie ahead in 2024.

Mai à Vélo, une opportunité pour sensibiliser les salariés à la mobilité cyclable

Le challenge Mai à Vélo 2023 est terminé, Copenhagenize a participé une nouvelle fois cette année avec plus de 2 000 kilomètres parcourus, soit 2 fois la distance entre Paris et Copenhague !

Cette année, Mai à Vélo a encore pris de l’ampleur avec plus d’entreprises participatrices et 4 000 événements organisés pour fêter le vélo durant ce mois. En France, c’est plus de 1 200 sociétés qui ont participé au challenge Mai à Vélo avec plusieurs millions de kilomètres parcourus pour leur trajet domicile-travail. Cela montre, chiffres à l’appui, le réel engouement des Français pour la mobilité active. Plus de 1 800 événements et animations ont été organisés par les collectivités pour fêter le vélo. C’est deux fois plus que l’édition 2022.

Retrouvez-tous les détails ici.

Mai à Vélo c’est aussi une excellente occasion pour sensibiliser ses équipes à la mobilité cyclable, Copenhagenize était chez l’AREP - cabinet d’architecture majeur - pour une Master Class sur l’urbanisme cyclable !

Vous aussi profitez d’événements nationaux ou mondiaux sur le vélo pour sensibiliser vos salariés à la mobilité cyclable. Notre service peut rentrer dans les frais de formation ou de politique RSE des sociétés.

Plusieurs thématiques peuvent être abordés dans nos présentations, telles que:

• Enjeux de l’urbanisme cyclable

• Apprendre de Copenhague, ville la plus cyclable au monde

• Déployer une politique cyclable 360°

• Concevoir des infrastructures pour tous les types de cyclistes

• L’usage des vélo-cargos

• Le rôle de l’inclusivité dans les politiques de mobilité cyclabl

Alors rendez-vous en 2024 pour une nouvelle édition du challenge Mai à Vélo et dès le 27 septembre 2023 à Paris pour notre Master Class de 3 jours, il reste des places, inscrivez-vous ici.

2022, A year in review

Written by Clotilde Imbert

2022 This past year has demonstrated that the unprecedented cycling explosion of recent years is more than just a temporary post-lockdown solution, it’s a valid mode of transit gaining momentum with the public.

In this unique time, the Copenhagenize team is working more than ever alongside city stakeholders who want to accelerate this mobility paradigm shift. From France to Luxembourg, Tunisia, and Canada, Copenhagenize is continuing its mission to promote quality bicycle urbanism.

Supporting the development of projects in the company’s four areas of expertise, the team - now entirely managed by Clotilde Imbert - has grown with the arrival of Anne Xiong, graphic designer and communications specialist, Kassandra McCleery, education and research project manager, Guillaume Verguin, artistic director, and Laure Verdier, landscape architect. Arthur Duhamel is now leading the Urban Design and Conception team.

In France, a country where the world of cycling is evolving and becoming more structured, the team has delivered one-of-a-kind projects: an ambitious regional cycling plan, the first national study on the mobility of middle and high school students, branding and communications strategies for bicycle highway networks, and quality bicycle infrastructure design.

Covid-19 and the Rise of Cycle Tourism

A French Case Study in Orléans

Written by Planning Assistant, Ava Klein

In the past year and half the rates of bike ridership have risen enormously, with a 168% increase in cities like Houston, Texas since 2019, and hundreds of kilometres of bicycle lanes appearing in cities like Paris, France. The collective turn towards the bicycle amid the chaos of Covid comes as a reaction to a raised anxiety towards public transportation and a desire to deviate from our claustrophobic lockdown. We could not go to restaurants, see our friends, or travel to new places. As a result, engaging in the outdoors in our own city, or country, became the natural form of tourism, and a tool to get us there was the good old fashioned bike. 

Encouraged by cities to keep their economy afloat and by residents who were eager to leave their confinement, cycle tourism became a popular form of vacation. One country that particularly leaned into cycle tourism was France. Between 2019 to 2020, 2.7 million bicycles were bought by French residents, with an 11% increase in bike ridership along EuroVelo, a network of long-distance cycling routes across Europe. France was positioned well to benefit from cycle tourism. About 10% of EuroVelo routes are located in France, becoming the 2nd largest destination for bicycle tourism next to Germany, with 21 million French residents cycling during their holidays. To encourage cycle touring, France invested $21.7 million worth of subsidies for cyclists, claiming that cyclists are eligible for up to 50 euros of bike repairs, as well as training and temporary bike parking. 

French cycling economy (infographic by ADEME)

Why encourage cycle tourism so much?

The French subsidies seem like a lot and begs the question by some as to why a government would invest so much into encouraging cycling. While it seems like a lot of money, the amount of economic benefit that countries gain by investing in local tourism like cycle touring are incomparable. In France, from 2010 to 2018, the direct economic benefits of cycling were estimated to be around 8.2 billion euros annually with 80,000 jobs linked to the cycling industry. With indirect and other benefits of cycling factored in, such as health benefits, this figure goes up to 29.5 billion euros per year. France makes about 5.1 billion euros per year in cycle tourism specifically, and the economic impact has reached more than 100 million euros per year on the Vélodyssée (part of the EuroVelo network). Cycle tourism allows residents to contribute to the country’s economy, particularly through visiting smaller, more rural areas that may not typically gain the same level of economic investment as metropolitan regions. Not to mention, this form of tourism is significantly better for the environment, making long-term investment in cycle tourism in line with the European Commission’s Green Deal goals. 

Orléans, France

How to make your region a cycle tourism hub: a case study of Orléan Metropole, France. 

One region of France that wants to become a cycletourist capital in the region is the Orléans Métropole. Part of the Centre-Val-de-Loire region, Orléans is already recognised as a cycling area due to local initiatives that encouraged cycling and investment in routes. Located one hour outside Paris by train, the city offers incredible nature, including the first major French cycling route: la Loire à vélo. In the past year the city applied for the title of “Cycling Territory”, and consulted Copenhagenize for help. Copenhagenize was tasked to help attract a new target group of visitors to Orléans through offers, products, promotion and communication. Copenhagenize conducted analysis and focus groups to understand who chooses to cycle tour and what cities can put in place to make cycle tourism easy and accessible for all. 

From our analysis we found that there is a wide range of people who choose to cycle tour, not just athletes. In fact, most participants in our focus group did not define themselves as “cycle tourists”, which connotes a level of athleticism, rather those who adopt cycling for travel tended to be from all ages and all physical conditions, experienced or inexperienced. Retired couples equipped with electrically assisted bicycles, families of different experience levels, students opting for a cheaper travel option, “sunday cyclists”, and sportsmen and women, were all amongst those who chose cycling as their tool for tourism. This means that cycle routes and support for cyclists must similarly assist a range of users. Some of these supports include proper multimodality, signposting, and sufficient pitstops for rest and refuelling. For instance, many cyclists note that it is discouraging and difficult when trains do not have proper facilities, or inconsistent facilities, to store bikes. One participant noted: 

‘All the doubts you can have each time on the train: will you be allowed to get on or not, even though you have paid for your ticket?’

Having consistent and concrete dependence on trains, or other convenient forms of transportation, are key for cyclists to feel comfortable bringing their bike from their hometown to their touring destination. EuroVelo has also recommended that strengthening the link between bikes and trains can encourage more cycling in rural areas, which tends to be less popular than in the city. 

As well, making it easy and simple for people of all levels to understand where the trail is, and where it goes, creates feelings of safety and security. This can be done through ensuring that all cycle routes are in good condition, levelled, without many water points, and removed from busy streets with cars. Indeed, one participant noted their experience riding along cars while bicycle-touring was ‘dangerous and stressful, people honking their horns, It's really unpleasant.’ Features like protected bike routes and signposting eases anxiety for cyclists, particularly beginners, and creates an enjoyable experience.

Protected bike lanes for cyclists in Orléans

Signposting in Orléans

Nonetheless, Orléans has enormous potential when it comes to being a cycle tourism hub. The region is in an ideal geographical location for cyclists, crossed by two EuroVelo cycle routes and several loops in the city itself. The routes are through beautiful natural settings that are fit for families and beginners to ride. 

From our data, the French Copenhagenize team was able to design a detailed action plan that created a real brand around cycle tourism in Orléans, attracting a wide range of cycle tourists to this quaint and beautiful region of France. Cycle tourism has enormous economic and environmental potential. While the COVID-19 pandemic introduced more people to this form of travel, this tourist sector will likely continue to grow and improve, but can only do so by creating a comfortable environment for all. 

A Bicycle-Friendly World Expo

How the Expo 2020 Dubai is Incorporating Active Mobility

Written by Ava Klein, Planning Assistant

Over the last year, Copenhagenize has been working as mobility consultants for the Expo 2020 in Dubai to study and address solutions for all forms of micro mobility throughout the event site. This year’s World Expo (that was originally slated to open in 2020) plans to host 25 million visitors over the next 6 months, with 192 countries having pavilions on site. Dubai also aims to experiment with different forms of mobility to become the first bicycle-friendly Expo. Working with the planning and organizing teams on site, Copenhagenize has recommended and introduced a series of bicycle transportation options for visitors and staff to create a more practical, safe and convenient environment. 

Visitors using the bike sharing system.

Visitors from around the world have been enjoying the bike sharing system available throughout the site, with tens of thousands of trips already made on the bikes. The Expo 2020 Dubai bike tours, which bring visitors around the pavilions, are relying on these shared bikes which include 220 PBSC bikes, creating a fun and dynamic experience for many first-time bike share users. While bike sharing stations can be used for tours, they can also be a practical and convenient way for visitors to move around the grounds in a safe and efficient manner. Copenhagenize’s implementation strategy included strategically placing bike sharing docks in relevant sites, such as the entrance points and the thematic pavilions, as well as outlining a clear risk-mitigation strategy that reduces the chances of unsafe bicycle usage. Some bikes are even equipped with child seats, allowing families of different sizes to rely on the bike for travel between pavilions. 

The fleet of cargo bikes at the Expo.

For staff, bicycles have been incorporated in the back-of-house as a way for staff to travel from the resident village to the Expo site as well as travel within the site. The cycling infrastructure connects the Expo Village to the staff access points which allows staff to bike to work.

The staff use cargo bikes to replenish food and beverage sites.

Expo 2020 Dubai is not only using bicycles and e-bikes, but also cargo bikes as a useful tool for the maintenance and smooth execution of the event. Copenhagenize advised on the procurement of a fleet of thirty cargo bikes (Black Iron Horse and Christiania Bikes) to efficiently, safely, and sustainably transport food and beverage to replenish kiosks, for promotional activities such as selling tickets, crowd management, and merchandise hand-outs, and for landscaping and maintenance activities. In addition, visiting journalists will be shuttled around the site via cargo bikes and bicycle rickshaws. These cargo bikes are an important cog in integrating the bike into the programming and logistics, making it easier for the staff to manage and maintain this huge event over a six month period. Our Copenhagen office director, James Thoem, says:

"It's a great demonstration of the practicality of cargo bikes and how small Danish manufacturers can compete on the world stage.”

The event began on October 1st 2021 and will continue until the end of March 2022. The Copenhagenize team continues to work with Expo 2020 Dubai on micro mobility safety and accessibility across the event site.

How Do We Make Cities Cycle-Friendly?

A Conversation with Michael Wexler & Kenneth Cobb on the Anticipate Podcast

Written by Copenhagenize Planning Assistant, Ava Klein

Earlier this month, the director of our Montréal Office, Michael Seth Wexler, sat down with Kenneth Cobb, the Associate Director of Transport Planning and Mobility at WSP-Middle East, to discuss emerging micro mobility trends, the importance of safe and protected bicycle infrastructure, and to explore how cities like Dubai can effectively implement better bicycle planning. On this episode of WSP’s Anticipate podcast, the two express the importance of presenting biking as an accessible mode of transportation for everyone, tracing how cycling has boomed through the COVID-19 pandemic, and how cities around the world are adopting bicycle planning strategies that work for them. 

While they credit the influence of Danish and Dutch cities as leaders in the urban bicycle movement, the two opt to talk about the more unexpected places that seemingly “came up from nowhere” as cycling cities, and how these cities function as an emblem of the potential that bike infrastructure holds. Wexler gives Bogotà, Colombia, as an example; despite struggling with heavy car congestion, the city is focusing on protected and pop-up bikeways that are starting to shift the role of transportation in the city. Oslo, Norway is another example where despite being known for its investments in electric cars and its hilly topography, the city is making efforts to remove car parking and make way for bike lanes. 

Dubai is another one of these cities that Cobb and Wexler specifically focus on, due to its recent political commitments to being more cycle friendly. The two go on to discuss some debates surrounding how to effectively implement cycling in cities like Dubai. 

The general conclusion boils down to inclusivity – make biking easy and accessible to people of all ages and abilities. One way to do this, they discuss, could be through electric bicycles which help mitigate the aversion to cycling for those who have decreased mobility, or for cities that are either topographically or climatically difficult to cycle in for long periods of time. As well, Wexler explains that by having quick and efficient bicycle infrastructure that easily connects to other forms of transportation, such as transit systems and bike sharing systems, citizens will be inclined to use this more easily accessible way of getting around the city, thus pivoting away from car-reliance. Wexler explains that cities like Dubai need to observe who is riding bikes in order to track inclusivity. Who is using the network? Is it a representative broad cross-section of society? This indicates that the city is succeeding in making infrastructure that people of all backgrounds feel comfortable and safe using. 

Any city can implement bicycle infrastructure, and looking at cities that pose greater “challenges” to cycling, such as the hot weather in Dubai for instance, can give us greater insight in how to effectively implement bicycle planning into our cities. For a city to succeed in transitioning their transportation away from cars, the infrastructure must be accessible to all, easily flow to other forms of transportation, and, most importantly, must actually exist!

To hear Michael and Kenneth discussing these topics you can listen to the full podcast episode below. 

The Montréal Master Class Recap

The Two Sides to Montréal’s Cycling Infrastructure

Written by Ava Klein, Planning Assistant

The Copenhagenize Montréal office recently hosted our first ever North American Master Class from September 22nd to 24th. For three days, twelve participants from across Canada and the United States, and from a diverse range of professional backgrounds, had the opportunity to engage in an intensive curriculum focused on cycling infrastructure, communications, and culture with the Copenhagenize team. Each day was complemented by an extensive bike tour around Montréal as well as workshops that gave the participants hands-on experience about bicycle planning.

The Master Class showed a unique example of a city undergoing change and evolving into a cycling city. Montréal has been investing in bike infrastructure since the 1980s and is continuing to implement progressive bicycle infrastructure that is fundamentally reshaping how we get around – as demonstrated by guest speakers such as Montréal City Councillor Marianne Giguère who has been integral in the implementation of the express bicycle network –  the REV. However, there are still many challenges to the cycling infrastructure, from poorly maintained pavement, to difficult bicycle-metro connectivity, to some dangerous and outdated bicycle intersection designs. During the course of our Montréal Master Class, we used this contrast to highlight, critique, and reimagine the city’s bicycle planning and urban design practices.

Some highlights from our Master Class included our daily bike tours, where our participants rode around the city on bicycles provided by Allo Vélo, a Griffintown-based bicycle shop specializing in European brands and cargo bikes. We could feel the difference in the level of safety between unprotected, pot-hole laden roads that were not built for bicycles and the well-maintained and newly implemented bike paths, such as the REV, with one participant noting that his favourite experience was: 

“... riding alongside many other cyclists on the protected paths – I never thought this existed in North America!”

In addition, our workshops pushed our participants to think about urban cycling beyond merely implementing status-quo bike lanes, asking questions like “who are using these bike lanes?”, “why are some using cycling infrastructure and others not?” and “how can we market cycling to get the widest range of people to feel safe and comfortable riding in their city?”. Presentations by Pierre-Luc Marier of BIXI, and Lina Lopez, the co-founder of EnCicla, a bicycle renting service in Medellín Colombia, are just a couple of people who showcased to our group innovative and new ways urban cycling can be implemented. 

But the most interesting aspect of our Master Class has to be the engagement from our excited and dynamic group of participants who were eager to provide a unique and diverse range of perspectives about how and why we should build cycling infrastructure. From discussions about weather conditions in their cities, to accessible street design, to the difference between rural and urban cycling implementation, our participants were able to learn from each other as well, swapping ideas and enthusiasm about urban mobility. 

Over these three days we were able to appreciate the significance that good cycling infrastructure makes in people’s lives and how good design leads to safe cycling for all ages and abilities. Montréal is not a perfect place for urban cycling but is making huge improvements that can hopefully inspire other cities to follow the same path. 

Be Cool on a Budget

How bicycle infrastructure is the cheapest way for cities to reduce their carbon footprint

Written by Copenhagenize Planning Analyst, Sam Gagnon-Smith

Photo: TRAVELBLOG

Here at Copenhagenize we like to talk about the countless benefits of designing and building good infrastructure for bicycles. First and foremost, well-designed intersections and bicycle paths keep vulnerable road users safe. When paired with accessible bike parking and effective connections to the public transport network, they give non-drivers awesome access to the city. And cities where you can get around without a car are simply more liveable than their gas-guzzling counterparts: safer, less noisy, cleaner, healthier and less congested. 

If, like us, you’re a fan of bicycle urbanism, you are probably already familiar with the long list of benefits a city reaps when it has good bicycle infrastructure and lots of safe, happy cyclists. But did you know that it is one of the most cost-effective ways to fight climate change and for cities in the developed world – maybe the most cost-effective way? 

Forward-thinking cities have recently fallen in love with bicycle infrastructure because they want clean air, healthy citizens and smooth and safe mobility on their street networks. But Barcelona, Montréal, Tokyo, Bogotá, Paris, Taipei are not only narrowly concerned with their own local realities but with the health of the whole planet. Rightfully so. According to C40 Cities – an alliance of almost a hundred cities dedicated to fighting climate change – cities are both the most vulnerable to, and the best-positioned to fight climate change. Indeed, more than half the world’s people live in cities, and carbon-generating activities are increasingly concentrated in cities, especially in the developed world. Cities in the developed world, then, have both the potential and the responsibility to fight climate change for the global community.

But money always seems to come up short for initiatives to fight climate change. Luckily for the cities that have been seduced by Danish and Dutch street design, they are already on the right track to reducing carbon emissions without breaking the bank. For those cities that have not yet taken the plunge into designing for bicycles, they can look forward to massively reducing their emissions at a comparatively low cost while enjoying higher quality of life, more efficient use of time and space, and all the other familiar benefits of cycling citizens.

It’s difficult to predict precisely how many tons of CO2 you can save if you build a kilometre of bicycle lanes - the precise answer is highly complex, and depends on many geographic, sociodemographic, economic, and engineering factors. That being said, for a given municipal government in the developed world, there is likely nothing - dollar for dollar, euro for euro - better than bicycle infrastructure for reducing greenhouse gas emissions.

Photo: Elina Sazonova

Here’s why.

First of all, a large proportion of developed countries’ carbon emissions come from transportation, and there is great potential for emissions reduction in this sector. In the USA, the UK, Spain and France, transportation is the most carbon-heavy sector. In Canada, Germany, Japan and Russia, transport comes in second after energy production (due to the use of particularly polluting energy sources, like oil sands and coal). Furthermore, most of the carbon emissions from transport in the developed world come from passenger vehicles on the road – mostly cars and pickup trucks, but also motorbikes, buses and trains. This is the case in the USA, Canada, and for the European Union as a whole, among others. Clearly, countries like Canada, Germany, Japan and Russia could make real progress in reducing their carbon emissions by shifting to cleaner energy sources. Such initiatives are largely outside the purview of municipal governments and urban-level actors, however. If cities can find an effective way to get people out of their cars, there is huge potential for progress on carbon emissions across all developed countries.

According to the European Cyclists’ Federation, the production and maintenance of the average bicycle over its useful lifespan results in emissions of 5 grams of carbon dioxide per kilometre travelled, or 6 grams for an e-bike. The production, maintenance and fuelling of a car driven in a mostly urban environment amounts to 271 grams per km. Getting someone to cycle instead of drive will therefore that individual’s commuting-related carbon emissions by up to 98%. This figure is even higher for North America, where cars are larger, with more emissions during production and driving. For commuters that face steep hills and long distances, the e-bike provides a very clean option, at only 6 grams of CO2 per kilometre per rider for production and maintenance (this does not include any emissions resulting from the production of the electricity in the e-bike’s battery, which vary by country). 

So getting people to cycle instead of drive clearly makes a big impact on individual carbon emissions. But how do you get people to cycle, and is it affordable? Here at Copenhagenize, we know that in developed countries the crucial factor in getting people to cycle is good infrastructure. The principal barriers to cycling in Canada and the United States are long distances and lack of safety on the roads: infrastructure is the most important factor for overcoming these obstacles and getting people to cycle. In many European cities, urban cyclists are less at risk, perhaps, but the lesson is the same: cities with lots of cyclists have good infrastructure, and improving infrastructure is the best way to increase cycling modal share. A good bicycle network will also connect cyclists with destinations and attract new users by making cycling a visible, physical reality on the streets. Good bike infrastructure can have an even greater impact when it is complemented by other kinds of policies - see for example Vienna’s hugely successful cycling promotion campaign. The bottom line, though, is cities that want cyclists need to keep cyclists safe, and the best way to do that is with good street-level design. 

Photo: TRAVELBLOG

Comparing costs

How expensive is it to keep people safe? Less than you might think. Let’s compare the cost of bike infrastructure to the cost of an electric bus. The electric bus has very low emissions - in some places, depending on how the bus’ electricity is produced, and how the extra food the cyclist needs to power their ride is produced - the electric bus may be the cleaner of the two. 

A fully electric bus costs around $US 650 000, including the infrastructure required to maintain and recharge it. A kilometre of protected bicycle lanes starts at around $US 200 000 for the basic but effective ‘paint and post’ model, but best practice protected lanes, with full concrete protection, cost around $US 1 million per km, depending on conditions. Roughly speaking, then, you get 3 fully electric buses for the same cost as 2 km of best practice bicycle lanes. Let’s look at a real-world case to better compare these two options.

Amsterdam is a good case study, with its world-class bus (and tram) network and its world-famous bicycle infrastructure. The city has about 500 km of best practice bike paths and 5,000 buses. Referring to the figures above, it would cost more than 6 times as much to build Amsterdam’s bus network (using only electric buses), as it would to build Amsterdam’s bicycle network. In other words, you could have a great electric bus fleet in one city, or Amsterdam’s bicycle network in 6 cities! And that comparison does not include the massive disparity in maintenance costs: an electric bus eats up about $US 25,000 in maintenance and servicing every year (not to mention the drivers’ salaries), whereas bike lanes only require cleaning and resurfacing, and less cleaning and resurfacing than the wider roads used by buses. 

Another cost comparison: in 2016, a team of researchers at McGill University estimated that adding just 45 km of bicycle lanes to the network of Montréal would have roughly the same effect on greenhouse gas emissions as replacing every single diesel bus in the city’s fleet with hybrid buses and electrifying all the commuter railways. 45 km of safe bicycle tracks, designed for a mix of busy and calmer streets, would cost somewhere around 10 million dollars. Replacing all the buses and electrifying the trains would cost well into the hundreds of millions of dollars.

Though it’s difficult to predict precisely how much carbon a bicycle infrastructure project will save, it is clear that building good bicycle infrastructure is one of the most, if not the most cost effective ways for cities in the developed world to reduce their emissions and fight climate change. There is huge potential for reduction in passenger vehicle emissions across all developed countries, and bicycles are the best alternative: their emissions are negligible, the cost of giving them a safe and equal place on the streets is low, especially compared to other clean alternatives to the car, and they carry with them a wide range of additional benefits that help to make cities more lively and liveable. 

Photo: Maria Orlova

References:

C40 Cities: https://www.c40.org/ending-climate-change-begins-in-the-city

Our World in Data: CO2 and greenhouse gases: https://ourworldindata.org/co2-and-other-greenhouse-gas-emissions

Zambrini 2016: http://www.jmc-env.unige.it/attachments/article/20/MARIO-ZAMBRINI-relazione.pdf (in Italian)

ECF: https://ecf.com/system/file /Quantifying%20CO2%20savings%20of%20cycling.pdf

Roger Geller: https://www.portlandoregon.gov/transportation/article/264746

Dill and McNeill 2013: https://journals.sagepub.com/doi/10.3141/2587-11

Assunçao-Denis and Tomalty 2018: https://www.tcat.ca/wp-content/uploads/2019/08/Assuncao-and-Tomalty-2019-Increasing-Cycling-for-Transportation.pdf

O’Holleran 2014: https://www.tandfonline.com/doi/full/10.1080/21650020.2014.955210

Benni, J., Macaraig, M., Malmo-Laycock, J., Smith Lea, N. & Tomalty, R. (2019). Costing of Bicycle Infrastructure and Programs in Canada. Toronto: Clean Air Partnership https://www.tcat.ca/wp-content/uploads/2016/08/Costing-of-Bicycle-Infrastructure-and-Programs-in-Canada.pdf

Zahabi et al. 2016: https://www.sciencedirect.com/science/article/abs/pii/S136192091630270X

Women & Cycling : Lille study case (France)

During the past couple years, at Copenhagenize Design Co., we have taken interest in the topic of women and cycling. In the majority of cities in the World, women face insecurity in their urban travel on a daily basis. In France, for example, 100% of women admit having been victims of sexual harassment in public transportation (HCEfh, 2015). The bicycle can serve as an empowering tool for women, giving them the freedom of movement by their own means. However today, in most cities, expect the most bicycle-friendly, disproportionately less women cycle than men. 

In several studies, researchers have investigated the subject and come to the conclusion that protected bicycle infrastructure is essential to encourage women, more risk averse, to use a bicycle on a daily basis. Although we are consistently the first ones to support this message, coming to such conclusions does not fully encapsulate the needs of women. 

This is why the Copenhagenize France team adopted a more complete approach. To dig deeper into how the urban environment affects womens’ choices to cycle and external circumstances which lead to a “tipping point” after which women choose to use a bicycle, our team conducted   a participatory study with Cécile d’Aubigny, a student at Sciences Po Lille. We gathered and analysed the data from 950 women through an online survey and organised a focus group with 20 women, living in Lille (France), to better understand their perceptions on cycling. 

Their responses illustrate the complexity of their perceptions on cycling : from the barriers they face, their perceptions of the bicycle and other modes of transportation to the risks they perceive before a bicycle trip. Aware of the diversity within the womens’ experiences,  the team also compared the responses of regular drivers and cyclists, beginner and experienced cyclists and mothers of one or more children. The results from the study confirmed some of our previous assumptions on the cycling behavior of women and enable us to shine light on the key issues to encourage cycling among women. 

Perception of risks incurred by bicycle 

The number one risk factor imagined by women cyclists is insecurity on the road. Before starting a trip, 61% of women “always” or “often” fear an accident when cycling, and 35% of them even imagine this risk for their daily trips. These results confirm our consistent message on the importance of qualitative bicycle infrastructure to encourage cycling for everyone. 

In addition to physical insecurity, 35% of the participants expressed “always” or “often” imagining the risk of negative interactions with other road users or of any type of  harassment. The womens’ responses indicate that the risk is perceived more vividly in the context of daily trips and those completed alone. All risks were drastically reduced for trips in groups showing that  cycling with others can play an important role in reassuring women. 

Qualitative bicycle infrastructure : important  for all women cyclists 

When asked why women are incapable of reaching certain destinations by bicycle, twice as many experienced (more than 3 years of cycling) than beginner (less than 6 months of cycling) bicycle users answered that they avoid using their bicycle when they think the route isn’t safe enough. This could illustrate that women with more experience cycling are more apt to choose their preferred itineraries, the safest and not always the most direct and that the lack of bicycle infrastructure remains a constraint in cycling even for the more experienced. 

During the focus group, when asked to compare different types of bicycle infrastructure, the women in the focus group unanimously chose the one-way cycle track as the most comfortable. In comparison, the contra-flow bicycle lane even on a calm street was deemed the most uncomfortable and 23% of the participants even expressed not cycling on it. This type of infrastructure has been the most developed in France these past years, since it’s cheap to build and most of the time does not entail removing space from cars. Unfortunately, it’s not the one meeting the users’ needs. 

 Perceptions on cycling : drivers vs cyclists

While the women cyclists associated the bicycle with freedom and speed, the drivers perceived the bicycle as 7 times more constraining and 4 times more risky than the cyclists. The regular drivers have a negative biased view on cycling and may overestimate its danger, but more importantly this shows that an important shift from car to bicycle is possible through the construction of safer bicycle infrastructure. 

Mothers have more complex trip chains yet are not afraid of longer distances 

We identified the main differences between women with and without children as the complexity of their trip chains. Nearly ¾ of mothers who have one or more children have a “care” trip (to or from school) in their daily chain, making it more complex than the typical home - work - home trip chain. Nonetheless, despite the constraints this may present for mothers, 39% of women with one or more children cycle for long distances (>5km).

Experienced vs beginner bicycle users

When asked the reasons for which the women avoid certain routes, the responses diverged slightly between the two types of users. For both beginner and experienced cyclists, the number one reason for an itinerary change is insufficient street lighting. 

However, while beginners were more affected by dense traffic, experienced users were more sensitive to frequent physical and/or verbal  harassment and chose to change their route accordingly. Even a few  cases of negative interactions with road users could  influence their mobility habits on a long-term basis. 

Forested routes, enjoyable and safe by day, uncomfortable by night 

Even though physically separated cycle tracks and routes through parks were identified as the most adapted to the women’s preferences, some of the participants expressed avoiding these routes at night. Without proper lighting, a forested itinerary proved pleasant by day but became very uncomfortable or fear-inducing at night.

During an exercise of the focus group, when asked to close their eyes and imagine what their ideal city would be like, the women envisioned a calm and forested city. In that city, all of their trips, from home to school or work to home would be done by foot or by bicycle. This may seem like an unattainable utopia today but it enables us to better understand the needs of women and to identify specific actions to begin working towards this vision. 

Inspiration for other cities 

Based on our results, we put together a collection of recommendations for designing more inclusive cities. To do so requires adapting our cities and streets, providing programs for learning and exchange, services adapted to bicycle users needs and changing urban planning approaches at the conception stage. Here are some of our specific recommendations : 

• More protected bicycle infrastructure 

• Traffic-calming 

• Well-lit itineraries and alternative routes for night trips Learn-to-bike and bicycle maintenance classes 

• Organised “bike to work” groups 

• Communicate about where to get your bicycle fixed

• Services for mothers (parking for bicycle trailers, stroller service) 

• Family cargo-bike rental service 

• Adopting inclusive urban planning approaches 

The  complete results from our study are available in French here.

A new concept for Bruges’ bicycle network

Cycling street

The City of Bruges (Belgium) reaffirmed its ambitions to become a bicycle-friendly city by addressing a new challenge. After observing their cycle tracks gradually fill up with increasingly more bicycle users, the City decided that it was time to re-imagine their cycle network. 

In August 2019 and within the framework of the European Horizon 2020 project, HANDSHAKE, the City called upon Copenhagenize Design Co. as well the renowned landscape architecture firm, West 8 and traffic company Vectris to help them design a new concept for their urban cycling network. 

To elaborate a strategy, both qualitative and adapted to the needs of the inhabitants, the City of Bruge invited European mobility experts to join us during a seminar and nearly 100 residents during a whole day of discussion and workshops. 

Respecting and enhancing the unique attributes of the historical city, the new vision includes innovative strategies to make the network more attractive and comfortable for bicycle users of all ages and abilities. Mayor Dirk De fauw : “We do realize that if we want to remain bicycle-friendly, our work will never be done.”

To discover the whole strategy for the City of Bruges’ cycling network 2.0, check out the brochure, which we created with the City and the partners on the project. Find it here in English and here in Dutch.

A new Copenhagenize office in Paris

*version française ci-dessous*

This autumn 2020 will witness a new step for Copenhagenize France development, our French speaking entity created in 2015 is opening a permanent office in Paris. Clotilde, one of our three directors and associates, who has been involved from day one in the development of our business across the world for seven years, is returning to her roots in the French capital.

Clotilde started her career as an urban planner in Paris area, but after a while she moved to Copenhagen looking for a new way of designing cities, managing projects and focusing on developing an entrepreneurial approach. She found in Denmark the components matching her professional ambitions: urban cycling, design driven approach, flat hierarchy, all of this with a touch of hygge. 

The bicycles are leading to significant changes in our cities and play a key role in increasing our urban quality of life. The design driven approach allows us to bring back user needs at the heart of the urban projects’ conception. The flat hierarchy enables projects to be handled by motivated and accountable people. The hygge offers a human touch to daily life. All those elements are gathered within an internationally recognised brand acknowledged for its limitless sharing of information highlighting the world's best cycling practices, combined with a contemporary and minimalist graphic style. Enabling our company to be among the best partners to support new French speaking cities in their transition to safe cycling infrastructure. Over the last years, the team has already provided guidance to the cities of Paris, Bordeaux, Strasbourg or Montpellier among others.

Having departed from Paris nine years ago, Clotilde left behind a city in which cyclists were representing a small presence within the urban landscape. The Vélib’ had just been launched, and the city was not offering bicycle infrastructure supporting safe cycling trips. 

A decade later, an assertive political will, a long public transport strike, a unique health crisis, and more importantly, kilometres of separated cycle paths are leading to a major shift, allowing millions of Parisians to re-discover a fast, reliable and pleasant means of transportation.

If you want to know more about Copenhagenize France, or if you want to collaborate with the Paris office, please write to the following address: ci@copenhagenize.eu. A brochure describing our activities, our competencies and our latest references is available upon request.

As soon as the sanitary conditions will allow us to resume our traveling patterns, we look forward to welcoming you in Paris to join our study trips in which we will offer unique experiences and discoveries... just like our well-known trips to Copenhagen.

Until then, for French residents, there are still a few seats left to attend our Master Class which will be held on October 06 & 07 in Paris. You can register following this link.

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Cette rentrée 2020 s’accompagne d’une grande nouvelle pour Copenhagenize France, en effet, notre entité francophone créé en 2015  ouvre un bureau à Paris. Clotilde, une de nos trois dirigeants,  ayant participé au développement de notre activité à travers le monde depuis sept ans, est en effet de retour dans la capitale française.

Urbaniste en région parisienne en début de carrière, elle était partie à Copenhague chercher une nouvelle façon de concevoir les villes, une nouvelle manière de gérer des projets et développer une approche entrepreneuriale. Elle a trouvé au Danemark les composantes de son projet professionnel : le vélo, le design, l’organisation horizontale, sans oublier une touche hygge.

Le vélo change les villes et la qualité de vie urbaine. Le design permet de remettre au centre de la conception les besoins des usagers. La hiérarchie plate permet de mener des projets en s’entourant de personnes motivées et responsabilisées. Le hygge donne une touche humaine au quotidien. Tout cela rassemblé au sein d’une marque reconnue internationalement pour son partage sans limite d’informations sur les meilleures pratiques mondiales en matière de vélo, mais aussi son style graphique contemporain et minimaliste, donne une société de conseil en urbanisme cyclable prête à accompagner de nouvelles villes francophones.  Le bureau a déjà coopéré, ces dernières années, avec les villes de Paris, Bordeaux, Strasbourg, Montpellier. 

En quittant Paris il y a neuf ans, Clotilde a laissé derrière elle une ville où les cyclistes faisaient très peu partis du paysage urbain. Le Vélib’ venait tout juste d’émerger, mais la ville ne disposait pas d’infrastructures cyclables qui permettaient à tous de pratiquer le vélo en toute sécurité.

Une petite décennie plus tard, une volonté politique affirmée, une longue grève des transports publics, une crise sanitaire unique, mais surtout des pistes cyclables séparées et qui tendent à s’uniformiser, permettent aux millions de Parisiens de disposer d’un mode de déplacement rapide, fiable et agréable. 

Rue de Rivoli, symbole d’une reconquête majeure du vélo dans la répartition des modes de déplacement. Photo prise hors heure de pointe.

Si vous souhaitez en savoir davantage sur Copenhagenize France, si vous avez envie de collaborer avec nous, n’hésitez pas à écrire à l’adresse suivante : ci@copenhagenize.eu. Une brochure décrivant nos activités, nos compétences et nos dernières références est disponible sur demande.

Dès les conditions sanitaires plus propices aux  déplacements, nous vous recevrons à Paris pour des voyages d’étude riches en découvertes et en expériences cyclo-urbaines… comme le sont déjà nos voyages à Copenhague.

D’ici là, il reste encore quelques places disponibles pour assister à notre Master Class qui se tiendra les 06 & 07 octobre à Paris. Inscription ici. 

Copenhagenize in the Arcachon Bay area

version française ci-dessous

The Copenhagenize France team was in the Arcachon Bay (France) last week to launch a new mission for the local authorities named Pays Barval, an entity gathering the cities of the north and south of the bay and the ones of the Val de l'Eyre. After having started a bicycle urbanism consultancy mandate in Bordeaux 4 years ago, Copenhagenize is delighted to initiate a new assignment in Nouvelle-Aquitaine region.

The region around the Arcachon Bay is unique in many ways and its natural territory is extremely diverse. The local authorities developed cycling infrastructure there for several years already. The region now has more than 220 km of cycle paths. In the bay area, the bicycle is the ideal means of transport to take advantage of the natural sites: the highest sand dune in Europe, a lagoon, a cape, some bird sanctuaries, some oyster farms, some salt meadows, and even some pine forests.

Long-distance cycling enthusiasts can explore the bay on EuroVelo No 1 (EV1), also called La Vélodyssée, crossing the bay area from north to south and then extending along the Atlantic coast.

This region is also emerging as an attractive employment area, with new permanent inhabitants and new business developments. Mobility is however constrained by the site’s geography and daily bicycle trips must be developed to the same level as cycling related to tourism.

By following our social media accounts (French Facebook page and Instagram), you will get the opportunity to regularly see photos of the Arcachon Bay over the upcoming months.

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L’équipe de Copenhagenize France s’est rendue la semaine dernière sur le bassin d’Arcachon pour lancer une nouvelle mission auprès du Pays Barval, entité regroupant les communes du nord et du sud du bassin, ainsi que celles du Val de l’Eyre. Après avoir commencé une mission de conseil en urbanisme cyclable à Bordeaux il y a 4 ans, Copenhagenize est ravie de repartir en mission sur les terres aquitaines.

La région située autour du bassin d’Arcachon est unique à plus d’un titre et son territoire naturel d’une grande diversité. Les autorités locales y ont depuis longtemps développé des infrastructures cyclables. La région compte, aujourd’hui, plus de 220 km de pistes cyclables. Le vélo est le moyen de déplacement idéal pour profiter des sites naturels : dune de sable la plus haute d’Europe, lagune, cap, réserves ornithologiques, élevages ostréicoles, prés-salés ou encore pinèdes.

Les passionnés de séjour à vélo au long court découvrent le bassin depuis l’EuroVélo n°1 (EV1), aussi appelée Vélodyssée, traversant le bassin du nord au sud et se prolongeant ensuite le long de la côte Atlantique.

Cette région se relève également être un bassin d’emplois attractif, comptant nouveaux habitants et nouvelles zones d’activités. La mobilité y est pourtant contrainte par la géographie de la région et les déplacements cyclables du quotidien doivent y être développés au même titre que le cyclotourisme.

En suivant nos réseaux sociaux (page Facebook en français et Instagram), vous pourrez régulièrement voir des photos de la région du bassin d’Arcachon durant les prochains mois.