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        Showing posts with label map. Show all posts
        Showing posts with label map. Show all posts

        04 October 2019

        Bikes Beat Metro in Copenhagen

        Originally published on April 4, 2014

        Like anyone interested in city life, we like to keep our eyes on the street life of our city. Currently however, the City of Copenhagen is planning to take some away from the street, by forcing people underground, with the 'M3 Cityringen' expansion of the Metro. Instead of investing in the reestablishment of our tram network - so rudely removed by the ironically-named mayor Urban Hansen in the 1970s - Copenhagen seems keen to get people off the street.

        This doesn’t come cheap: €3 billion gets you an additional 17 stations added to the existing Metro network. Some of the cost can be explained by the fact that It is not easy to build a Metro in Copenhagen, a city that is on the whole scarcely above sea level, and with a dense urban fabric too.  It's due for completion in 2018, but that's later than the initial estimate and with the date still some way off who knows whether it will actually be ready by then - just ask the planners in Amsterdam, where a new metro line has been under construction since 2002 and is still not finished, although it was supposed to have been operating for several years by now. As well as that, Amsterdam's costs more than doubled from initial estimates.

        But this article is not only about the Metro extension in Copenhagen; it deals with the question of which kinds of transportation are needed to support cities in becoming more liveable. We realise that we won't be stopping the Metro, but we are keen to highlight - even years before it's finished - that it ain't "all that".

        The projections for the Metro also have an alarming statistic buried in the paperwork. Cycling levels in Copenhagen are expected to drop by an estimated 2.8%. That is a lot of cyclists we'll be losing. 

        We know what people want. We want to move fast, safe and cheap from A to B. Also, the transportation system has to be sustainable, namely environmentally friendly, at a reasonable cost to society and it should not exclude anyone.

        We decided to just test it ourselves. We were curious how the different transport modes score compared to each other and especially how the bike performs against trains, buses and the new Metro.

        What we did was simple. For some days we tracked all our journeys from our homes to the Copenhagenize office (and vice versa) or other routes with the GPS-based App Endomondo. A great app - also because it includes Cycling - Transport as an option. Not surprisingly, it's a Danish app. Sometimes we came by public transport, most often by bike.

        Since the new metro is not operating yet, we had to be a bit creative when comparing it to the bike. We built scenarios to challenge the totally unrealistic times which are published on the project website of the Metro extension. If false advertising is a thing, the Metro are guilty of it. "7 minutes from N?rrebro Runddel to Enghave Plads!", they declare, without anyone bothering to check if it's true. Until now.

        To be clear about that point: It is probably very realistic that the time you will need to spend on the metro carriage itself between the future stations N?rrebro Runddel and Enghave Plads is seven minutes. The unrealistic part about that is that nobody lives or works in those stations.

        To have a realistic Home to Work scenario with which we could compare travel times with the bicycle, we took addresses in potential residential areas in a range of less than one kilometre to a future Metro station and tracked the time it takes to walk from the address to the future station. We then added the two minutes that it takes to get down to the train and wait for it. (We actually timed this at a number of stations and worked out an average. We like details.)

        And then comes the time you actually spend in the train, followed by the fact that it will take another minute (again, on average based on our timings) to get off the Metro and reach the street level again. Lastly we added the walking time from the station to an address in a potential working area, again in a range of less than one kilometre to the Metro station. As you can imagine, a trip incorporating the journey from N?rrebro Runddel and Enghave Plads doesn't take seven minutes any more.

        Here you can see the results of our Bike vs. Metro study.  
        TIME bike vs. future metro - copie copie
        TIME bike vs. future metro - 2nd map - copie copieFor the bike trips we assumed that we were travelling at an average speed of 16kph, which is the average pace people cycle in Copenhagen. Very relaxed, without having to sweat, and doable for all cyclists. We also added two minutes to unlock, park and lock the bike. The results are impressive: in three out of five scenarios the bike is faster door to door than the Cityringen line will ever be.

        In one scenario there is a tie between Metro and bike and in only one instance is the Metro slightly faster. The longer you have to walk to and from the station (last mile) the higher are the chances that the bike will be faster. From our data we see that 700m can be seen as a threshold: if you take the metro to work and have to walk more than 700m (about 10 minutes) on the way from door to door, you almost certainly would have been faster by bike.

        We're asking why the City of Copenhagen and the Danish government put so much money into something which does not bring a significant advantage to the people in the city? We're not saying that a Metro never makes sense. There are cities where the Metro is an indispensable element in the transportation system, carrying millions of people a day, like in London, Paris or New York. But does it make sense in cities like Copenhagen or Amsterdam, where you can reach almost everything in the centre within 20 minutes on a bike?

        Of course, we understand that not everybody is able to ride a bike. And we definitely want a transport system which does not exclude anybody.

        So, where is your tram, Copenhagen?

        Imagine what a fantastic tram network we could have for €3 billion. Look at France, where new tram systems are popping up like mushrooms. Also, there would be plenty of money left to further improve the cycling infrastructure within the city. What we get now is a new line with 17 stations which runs in a circle and only connects to other lines at two points. It doesn't seem like the main effect of this project will be to make Copenhagen more liveable. The City of Copenhagen is clearly afraid of reducing car traffic. Despite the goodness in the city, they still are intent on maintaining the car-centric status quo.

        Back to the competition: What about our commuting trips we tracked? Also in those cases the bicycle is highly competitive as you can see in the graphics below.  
        TIME bike vs.bus - Map 1
        TIME bike vs.bus - Map 2 - copie copie
        On trips less than ten kilometres the bike is usually the fastest option. The longer the trips are, for example from Frederiksberg to the Airport at Kastrup or from Glostrup to the new Copenhagenize office on Papir?en (Paper Island on the Harbour), the better public transport scores. That makes sense and it is also in line with the fact that cycling drops significantly for trips longer than eight kilometres.

        But we also have to mention that we set the average speed for cyclists even on the longer commuter trips to 16kph. It can be assumed however, that commuters who cycle everyday between 10 and 15 kilometres to work are faster than that. The bicycle superhighway network for greater Copenhagen for instance is designed for an average speed of 20kph. And then, the bicycle is even very competitive up to distances around 15 kilometres.

        So, what’s the message of our short study about getting from A to B in Copenhagen? First: there's no obvious need to invest billions in mega projects if the effect is as small as in Copenhagen’s current Metro extension project. Secondly: Invest the money instead in cycling infrastructure.

        Our little experiment has shown again that the bicycle is the best mean of transport to get from A to B in a city. And thirdly: Invest in public transport solutions which cover a larger geographical area at a lower cost. Like trams or light rail.

        And lastly, you might wonder why we did not include the car in our comparison. Well, because a car wouldn't make sense at all for daily trips in a city and because only 14% of Copenhageners transport themselves by car each day. 

        23 February 2015

        Early Data Victory and other Vintage Goodness from Copenhagen

        Cycle Track - Copenhagen 1911
        We have covered the historical aspects of Danish bicycle infrastructure before here on our blog, including the first cycle track in the world in 1892 on Esplanaden in Copenhagen. There is always space for more lessons from history.

        Above is a photo from Copenhagen in 1911. The streets along The Lakes in Copenhagen were the busiest for bicycles in the entire nation around the turn of the last century. The conditions for cyclists, however, left much to be desired.

        The swarms of cyclists only had a narrow edge of a riding path to use. The Danish Cyclists' Federation, founded in 1905, demanded a cycle track on the route. The city's horse riders refused to relinquish space.

        In an early example of the power of data related to traffic, a traffic count was done in 1909. It turned out that 9000 cyclists were counted each day, but only 18 horse riders. That changed the conversation. A three metre wide cycle track was put into place in 1911.

        Cykelsti N?rre S?gade
        It was bi-directional, as you can see on the above two photos, but we hadn't yet figured out that bi-directional was a bad idea on streets. At the time, it was good. Now we know better.
        Copenhagen Cycle Tracks - Strandvej 1915-2015
        I found the above photo in the City's archives a few years back. 1915 was scribbled on the back. I have been waiting for this calendar year to cycle out to the ?sterbro neighbourhood to photograph the same spot. I did so last Sunday, on a quiet afternoon. Same spot as in 1915. This stretch features 20,000+ cyclists a day today.

        Copenhagen - Strandvejen 1955
        This photo is from farther outside the city, in 1955. These cyclists in the morning rush hour are heading for the stretch in the previous photo, on the other side of the street. The need for a cycle track as obvious in 2015 as it was in 1955 and 1915.
        Copenhagen Cycle Tracks 1930s-2015 ?sterbrogade
        While I was in the neighbourhood, I took a photo at the same spot as the photo, above. On ?sterbrogade, next to The Lakes. Wider cycle track back in the 1930s, but not by much.

        Cycle Track Network 1916 in Copenhagen and Frederiksberg Cycle Track Network 1935 in Copenhagen and Frederiksberg
        On the left is a map from 1916 of the bicycle infrastructure in Copenhagen and Frederiksberg. On the right is a map of the same from 1935. Compare this to Helsinki, which also had a great network of cycle tracks in 1937, like so many other cities.

        We know that much bicycle infrastructure was removed in the urban planning brain fart that was the 1950s and 1960s. There isn't a lot of information about how much and where. We do know that the modal share for bicycles in Copenhagen plummeted from a high of 55% in 1949 to single digits in 1969.

        Cycle Track - Svanem?llen 1899
        This is a photo from Svanem?llen, north of Copenhagen, in 1899. What is interesting about this is that the sign at right reads "Cykelsti" - "Bike Lane". From the first dedicated facility for bicycles in 1892, it didn't take long to get official signage in place.
        Copenhagen 1933 - Amagerbrogade
        Another cycle track shot from the 1930s on Amagerbrogade.

        Building Bike Lanes
        It was near here that the city starting putting physically separated cycle tracks back in, in the early 1980s.

        Copenhagen Bicycle School
        Finally, a photo of a bicycle school in Copenhagen in the late 1800s. Women learning the ropes of the freedom machine.

        09 March 2014

        The Map Bicycle

        The Map Bullitt
        Tourist season is starting. I thought it would be nice to be prepared for when they stop me and ask for directions. So I glued a Crumpled City map onto the Bullitt. The Crumpled City maps are rip-proof and waterproof and generally pretty tough. So with some glue underneath and some varnish on top, I'm ready for the lost, wandering herds of visitors to Copenhagen.
        The Map Bullitt

        The Map Bullitt

        25 December 2013

        My Family Tree as a Metro Transit Map

        I was thinking about designing a family tree. I have a huge family and it's often hard to keep track of all of them. I had a look around the internet and realised that there was little inspiration for designing a family tree, from a graphic design perspective. Shockingly little inspiration.

        So I thought... what if my family was a metropolitan transit system? What would the metro map look like?

        It took a while to figure out the details and the design. It's basically an infographic. Family trees are limited to a certain flow and order, which is maybe why there is so little new developments in the design of them.

        Anyway, here's the result. The Andersen Metropolitan Transportation Map.

        It goes without saying that bicycles are allowed on all these trains.

        21 October 2013

        Bicycle Map of Montreal 1897

        Just got this from a reader. Bicycle Map of Montreal from... 1897. From an insurance company (follow the money) but still brilliant to see the bicycle infrastructure back then.

        Reminds us of the maps we got from Helsinki from 1937 showing cyclist counts on certain streets. Up to 10,000 cyclists on some streets back then.

        19 May 2013

        Wayfinding in a Liveable City

        Social Mobility Moment
        "Hi... excuse me... can you help me find this address?"

        An oft-used phrase for visitors in a foreign city. A few months ago I met up with Andy Cutler from Providence, RI, who was in Denmark to explore opportunities for Providence and Copenhagen to hook up on a creative and business level.

        He did a cool little experiement. He was here for two weeks and only got around by asking people on the street for directions, instead of using tech-gadgets. He wrote about it here, on the Better World by Design blog.

        He told me about it at Bang & Jensen café in Copenhagen one evening and I thought it to be cool.

        One of his observations is that Copenhageners - besides being helpful - never really gave him complete and specific directions. They sent him in the right direction and then suggested he ask someone else for further details once he got closer. I found that interesting.

        I've spent a awful lot of time thinking about it since then. Making mental notes of my own experiences. Asking friends about their wayfinding habits. In addition, I've been using a valuable resource at my disposal - all the guests who stay with me in my flat, my Airbnb room.

        The baseline of my observations it that Copenhageners aren't very good with street addresses. They'll rarely be able to tell you what house number a certain establishment is at on a certain street. Street names, too, are not something that roll right off the tongue when describing how to get somewhere.

        We live in densely-populated neighbourhoods with pretty much everything we need in close proximity to us. There are fixed points on our personal maps, sure. Supermarkets, cafés, banks (although less so these days with online banking), busstops, train stations, parks. When something new appears on our map, people have to start telling each other how to get there. A new café or restaurant, for example.

        "I was at this cool, new restaurant last night. It was great."
        "I've read about it, heard good things about it. Where is it?"

        At this point a street name will, most likely, come into the conversation but rarely a house number. The description of the restaurant location will involve describing the new place's proximity to other established points on our urban map.

        "It's just up from XXX supermarket. You know... near XXX café."
        "Okay. Which side of the street? Heading towards the city or away from it?"

        You'll never get a specific location. You'll end up riding your bike to the new restaurant and, as you approach, you'll narrow down your wayfinding using the locations of the known establishments and finally spotting the sign for the new restaurant.

        I've played around with friends and colleagues, asking them if they know a certain place and how to get there. In fifty or so attempts, this is the overwhelmingly the pattern.

        I also discovered that I didn't know the exact street address of my regular haunts. Cafés, resturants, etc.. I often send visitors to the aforementioned Bang & Jensen café - a place I've been frequenting for over a decade. I seem to recall that the house number was over 100 and, when describing the location I'll mention some cross streets but I'll mostly mention shop names nearby by. Little pins on a mental map that will help the person find the place. If neccessary I will say "the house number is over 100", in order to help them more specifically.

        I just googled it and found out it's at Istedgade 130. I'm sure I'll forget that by the end of the day.

        I've also been asking my Airbnb guests if they asked anyone for directions while out in the city. If yes, I've asked what kind of response they got. Again, the same pattern emerged. Copenhageners were helpful but described things around the desired destination. Visual and textual clues to help them narrow the wayfinding journey. I also catch myself telling them how to get to places using visual references.

        "It's just after a green building. There's a supermarket with a big sign reading F?TEX. It's just after that. Heading towards the city, not away from it." And so on.

        So what's up with this? Here's what I think.

        Copenhageners are't shockingly bad at finding their way. Of course not. We're Vikings... we discovered America and sailed at will around the known world, as though we designed it ourselves. We invented the first compass - the Viking Sunstone. :-)

        Nah... here's the thing. Copenhagen is a city of densely-populated neighbourhoods. It's a city where 71% of the population do not own a car and they transport themselves around their urban landscape on bicycles. In their local neighbourhoods there's a lot of walking. We spend great amounts of time not sitting in boxes of steel and glass with restricted vision but on the cycle tracks and sidewalks - or even on busses staring out of the window.

        Our wayfinding is visual. Shop signs, building colours, proximity to fixed points on the map like train station or parks. With so much time spent looking at our city from the seats of our bicycles, the need for specifics like street names and house numbers dwindles. In communicating wayfinding to others, we describe the visual images imprinted on our inner map in our head.

        Mistakes may occur. "You said past the green building... that's not green, that's blue..." Or you discover that the café across the street from the desired destination closed down and is now a flower shop, throwing us off our wayfinding.

        Not to worry. Just stop somebody on the street and get some more visual clues. You'll get there eventually. And your journey will be a human one, worthy of a truly liveable city.

        I've noticed the same patterns in other cities like Amsterdam. Few street names are mentioned, just visual directions involving establishments, certain bridges, etc.

        Bicycle-friendly cities allow a closer contact with the city for those living in it - or visiting it. They are cities that are imprinted more indelibly on the retina of our inner cartographer.

        I like that. It's human.

        Stop and Chat

        Then there is the whole human aspect of how being closer to your city on bicycles drastically increases your chances of spotting friends - and stopping to say hello. You see it all the time. Someone on a bicycle chatting with a friend on the sidwalk. Or two bicycle users who ran into each other and are having a chat on the sidewalk.

        A bizarre coincedence just yesterday... I was heading to the beach with the kids and, at a roundabout, a man in a pedicab hailed me down. He - and the pedicab rider - wanted to know where the Bicycle Innovation Lab was. They decided to ask the first person they spotted. That was me.

        Bizarre, because I was involved in starting the Bicycle Innovation Lab - the first cultural centre for cycling - and the Bicycle Library. Even more bizarre because the man in the pedicab was my friend Karta from London. He runs, among other things, The Bicycle Library in London.

        It was a wild, unfathomable coincedence. He is in town for 24 hours, having flown in from Hong Kong. And boom... I'm the guy he spots on the cycle track to ask about the whereabouts of the Bicycle Innovation Lab.

        Even more bizarre, as we're standing there talking on the cycle track, my two German guests in my flat from Airbnb roll up behind us. Little Lulu, sitting on the Bullitt, said, "Look, Daddy... it's our guests." They were heading to the beach, too.

        There's no way I'm playing the lottery. I've used up my wild odds on a roundabout in Copenhagen.

        31 October 2012

        The Kickstand Sessions Need Your Help!

        Our Kickstand Sessions are heading back to North America next week. These masterclasses for planners, engineers and other professionals will provide insight into bicycle policy and planning from both a Dutch and Danish perspective - geared towards local solutions.

        The Kickstand Sessions are a collaboration with Copenhagenize Consulting and Mobycon, from the Netherlands.


        We're hoping to get some help from our readers and friends of readers regarding specific cities.

        In each Session in a city we focus on specific areas of the city in our work in the masterclasses. We use maps of the whole city but we zoom in to local areas for more detailed focus.

        While we know the general layout and situation in each city we work with, we would love to hear from those of you in the specific cities regarding what local areas we should focus on.

        We'd love to hear your feedback about the following cities. Many more cities across North America will follow in the new year, but these cities are scheduled for Sessions this autumn and early next year.

        Here's what we'd like to hear about...

        - Residential areas with schools.
        - Shopping districts.
        - Parts of the city centre.

        We'll be working with maps that are 1:2500 for the bigger picture and maps that are 1:500 for the specific areas so, for the latter, we obviously can't have a massive chuck of the city. Otherwise we'd need a football field to lay out the maps.

        Here are the cities we need some help from you with:

        Ottawa, Ontario

        Waterloo or Kitchener, Ontario

        Winnipeg, Manitoba

        Victoria, BC

        San Francisco, California

        Please add your ideas in the comments or, even better, in the Kickstand Sessions Facebook group where we all can discuss and, if necessary, ask questions more easily.

        Thanks in advance for your help!

        02 September 2012

        Copenhagen Cargo Bike IKEA

        Trip to IKEA Trip to IKEA
        It's been a while since we've written about cycling to IKEA in Copenhagen. I headed out there with the kids yesterday to pick up a few things. Lulu on the Bullitt and Felix on his bike. Lulu clearly drew the long straw, especially considering the rolling terrain you meet once you leave the city. She sang the whole way.

        Above and below are some photos from the journey.

        Trip to IKEA Trip to IKEA
        One of the most popular articles on this blog was a few years ago. IKEA did a transport study of their customers and found out, to their surprise, that about 25% of their customers rode bicycles or took public transport. They promptly started a bike borrowing scheme to accommodate their customers who wanted to get their stuff home by bike and trailer. They were surprised, but shouldn't have been. Only 29.1% of Copenhageners own a car so other transport options are a given.

        You may also recall an earlier trip to IKEA that I documented a few years ago. This is a different route than the one we took yesterday, cycling along one of the motorways leading in and out of the city. In both cases, there are safe, separated cycle tracks the entire way.

        If I had wanted to go the IKEA west of Copenhagen, there are cycle tracks on that route, too. In this post about cycling 30 km to christmas, I passed the other IKEA, so you can get an idea of the route.

        If you're interested in the route yesterday, we tracked it on the Endomondo app.
        The trip out.
        The trip back.

        You can Streetview the route if you like.

        Trip to IKEA
        We tracked it for fun. To see how long it took and then, on the way home, to see if Felix and I could beat the time. On the trip back, I forgot to turn off the app until we were in the house, but it gives you an idea.

        The Endomondo app is cool if you're into stuff like that. It has "Cycling - Transport" as an option, which is about all I need. Although I don't need it very often. Very few people I know in Copenhagen know how many kilometres they ride - they just know how long it takes.

        I don't really get people in other countries who boast about their XXXX km/miles a year. Sure, nice with some stats I suppose, if you're into that but when you are a regular bicycle user, you don't seem to need to prove you are. You just get on with it.

         Shop by Bicycle

        I'll always ride to IKEA. If there is something too large to carry home on the bicycle - like beds and stuff - I'll get it brought out by their delivery service and ride home by bicycle with as much as I can carry.

        Along the route yesterday there were a few other Copenhageners on cargo bikes heading back and forth and many on bicycles. Makes sense, really, for many IKEA trips.

        28 November 2011

        Copenhagen Bicycle Traffic Flow

        Copenhagen Bicycle Volume / Traffic Flow
        I often return to this graphic that shows the flow of bicycle traffic in Copenhagen between 06:00 and 18:00 on weekdays. I found it in a City of Copenhagen brochure a couple of years ago and spiced it up a bit. For a larger version, view it over at Copenhagen Consulting's website.

        This is the traffic volume for bicycles and scooters - although scooters hardly amount to anything so you're basically looking at bicycle traffic. Only the main streets are featured and the thinnest lines represent 2000-2999 cyclists a day. They get thicker as they approach the city centre as other cyclists join the flocks from the neighbourhoods.

        The thickest lines in the middle represent 20,000 + cyclists.

        The graphic shows the municipality of Copenhagen and primarily the flow of traffic to and from the city centre. It excludes the urban sprawl surrounding the city and all the bicycle traffic there - to and from work/train stations/schools.

        Here is the map that corresponds to the graphic:

        Vis stort kort

        08 November 2010

        Helsinki 1937

        Helsinki Bicycle Infrastructure Network 1937
        When I was in Helsinki to give a talk a couple of months ago I also had a meeting with the City's bicycle planners and urban planners at their offices. They are keen to transform the city into a more bicycle-friendly area.

        There is a network of bicycle infrastructure but most of it is hopelessly out of date and not designed particularly well. There is a respectable number of cyclists using it, especially now what with the renaissance of the bicycle. But challenges lay ahead.

        I was interested to hear that the city used to have a fine network of bicycle infrastructure back in the day. My colleagues at the City's bicycle office sent me these two maps, both dating from 1937. The map above shows the bicycle infrastructure marked in red. A lot of it mirroring Copenhagen's cycle tracks, like this stretch in 1955. Tracks on either side of the street along the main arteries.
        Helsinki Bicycle Counts - 1937
        This map shows a bicycle count done in 1937. It's not clear from looking at the map, but the City's bicycle office tells me that the thickest red lines mean 10,000 cyclists a day. Helsinki was a great deal smaller in 1937 than it is now, so those numbers are impressive.

        Here's hoping we can get Helsinki back on (the cycle) track. Until then, here's some Helsinki Cycle Chic...

        16 August 2010

        Bike Route Planner - Copenhagen Style

        Cycle Copenhagen Cykel ruteplanl?gger Route Planner

        A new bicycle route planner has hit the Danish internet and it's pretty cool. Brian Haunstrup developed the Cycle Copenhagen route planner as a thesis project at the Institute for Geography and Geology at the University of Copenhagen. It was further developed and administered at Web Bureau Klikbart.

        What makes it more interesting and useful than all the other route planners out there is that you get to choose from five different routes from your A to B (via C if you like) journey.

        You punch in your addresses and then you choose one of the following options:

        Shortest Route - Get there in a hurry, but take care!
        Optimal Route - Use the best cycle tracks and get there a little bit safer.
        Safest Route - Steer around the heaviest traffic.
        Greenest Route - Take a trip on the green cycle network
        Quiet Route - Enjoy quiet time on smaller streets.

        I've tested it out on some different routes and apart from a couple of minor glitches [it's in Beta, so no problem] I could clearly see the difference in routes. An extra bonus is clicking on the tab Vis Netv?rksdata (Show Network Data) on the top right of the map.

        A list shows up that gives you info about noise pollution levels, three levels of car traffic and three levels of bicycle traffic. In the screen grab, above, you can see the route I chose in green and then various layers of information added, including high, medium and low bicycle traffic as well as high car traffic levels. Click on the map and a box pops up. In the case of the screengrab, it's showing the number of cyclists crossing Queen Louise's Bridge each day. Brilliant stuff.

        An English version is planned as well and Brian has plans for thematic routes. Fancy an architecture tour of the city? Select architecture as a theme, punch in how many stops you want and how far you want to ride and the route planner will generate a route for you.

        If only commercial and/or municipal projects were this well thought out. We'll be linking to this puppy on the website and we hope it lives a long, healthy life.

        Cycle Copenhagen Bicycle Route Planner - www.cyclecopenhagen.dk.

        08 January 2010

        Cycling Holiday in Denmark

        A Danish chap from microformats.dk has recently converted the 11 national bicycle routes - 4,233 km in all - from GPX to KML files which can be added to the Google Earth program. So if you're planning a cycle holiday in Denmark, this is a cool way to start researching the routes.

        Vestkystruten [West Coast Route] 560 km – 70 % paved
        Hanstholm – K?benhavn [Hanstholm - Copenhagen] 420 km – 80 % paved
        H?rvejsruten [Army Way Route]450 km – 78 % paved
        S?ndervig – K?benhavn [S?ndervig -Copenhagen] 310 km – 90 % paved
        ?stkystruten [East Coast Route] 650 km – 90 % paved
        Esbjerg – K?benhavn [Esbjerg - Copenhagen] 330 km – 92 % paved
        Sj?llands Odde – R?dby Harbour 240 km – 90 % paved
        Sydhavsruten [Southern Ocean Route] 360 km – 95 % paved
        Helsing?r – Gedser 290 km – 92 % paved
        Bornholm 105 km – 90 % paved
        Limfjords Route 610 km – 90 % paved
        All 11 cycle routes in a zip file (471 KB)

        To read more about each route Visit Denmark has some descriptions here.

        There are 11,000 km of signposted bicycle routes in Denmark. Apart from the national routes there are regional and local. Some of the national routes are a part of the impressive Euro Velo network of 66,000 km of cycle routes around Europe. Still a work in progress, the Euro Velo network is up and running in some regions.

        For example, The North Sea Cycle Route features 6000 km of signposted cycle routes through seven countries on it's circular route of the North Sea. The world's longest signposted international cycle route, apparently.

        If you're going to warm up with a Danish cycling holiday, printed maps of the Danish cycle network are available from the Danish Cyclists Federation.

        Visit Denmark also has a magazine called Pedal, in English, which is viewable online and is all about cycling holidays in this country, including information about the quality label - a logo to look for to recognize shops and accomodation that caters to cycling holidaymakers.