low speed travel: the bike

In town, however, I am faster on my bike. There is no need to keep track of bus schedules, I sail by cars and buses, and park my bike a few steps from my destination. It takes about 30 minutes to get to work by bus and tram, it takes less than 20 minutes on my bike. I am not the only one who feels this way; bike traffic has increased noticeably over the past couple years.

 

Built-up and urban areas are in a constant battle with traffic control. Due to rising populations and more and more commuters ‘thinking green’ by opting for public transport, even well designed systems are unable to cope with the increase in usage. Recently, with key public transport routes clearly reaching their limits, the city council in Bern commenced an interesting program. They realized that encouraging cyclists would reduce ridership on buses and trams. The city had already started improving its network of bike lanes, but this solution required more. Indeed, the city council decided that Bern should become the cycling capital of Switzerland.[1]

 

To this end, the Pro-Velo Bern cyclist lobby invited Klaus Bondam, former mayor of Copenhagen and current president of the Danish cyclist lobby, to speak to a large audience of everyday and avid cyclists, as well as members of the City Council. Bondam presented statistics that should convince municipal governments of all sizes to improve their bike infrastructure.[2]

 

Copenhagen’s bike culture beats Bern’s by a long shot, and in 2014 it even bested Amsterdam. According to Bondam, Copenhagen’s success is the result of long term planning. As in many European countries after World War II, the Danish government invested heavily in highways; the number of cars increased dramatically, while the number of bicycles fell. But 1968 plans to build a highway over some beloved lakes prompted large and successful protests. Since then Copenhagen has actively increased their bike-path network - from under 200 kilometers in 1965 to 400 kilometers in 2015. This will rise further in 2016 as Copenhagen completes its “Cycle Super Highway” for cyclists commuting from the suburbs. Today 65% of all Copenhagen workers use their bikes at least once a day. Bondam admitted that the transformation was not always easy; a lot of lobbying and political muscle-work was required. But residents of Copenhagen are now proud of their fame and continue to break new ground, by developing new kinds of bicycles (for goods and children transport, rickshaws for the elderly, etc.) and by improving conditions for all of its cyclists.

 

Among the many reasons that Copenhagen has pursued its cycling goals is the reduction of deaths from vehicle accidents. About 70 percent of all traffic deaths are the result of motor vehicle accidents, while cycling and pedestrian deaths each account for less than 15 percent. As cycling increased, the number of traffic deaths declined. The city actively trains children in bike safety, and bike paths are designed to allow children as young as 11 to ride safely to and from school. Bondam noted that keeping bike paths separate from both vehicular and pedestrian traffic is a key design component. Special traffic lights for cyclists are common in built-up areas. When asked how space was found for the traffic lanes, Bondam emphatically answered that street parking should simply be done away with, for the reason that a good bike path brings more people into town than a row of parking spaces.

 

Like Bern’s current planning, Copenhagen’s bike-path strategy has been traffic-related. According to Bondam, traffic is part of life, but traffic infrastructure should be aesthetic and easy to use. Time spent in traffic jams cost Danish society the equivalent of 22,000 full time jobs a year. Transferring car, bus and tram traffic to bikes has made economic sense; for the cost of one kilometer of new tram, subway or highway construction, 300 kilometers of bike-paths can be created. Pretty impressive. Bondam cited studies that show that at least 50% of all urban deliveries could be more quickly made with cargo-bikes. IKEA stores in Denmark have special transport bikes available for bringing large flat-pack furniture purchases home! When bike-routes are plowed first after snowstorms, people are more likely to cycle despite the weather, leaving roads free for emergency vehicles.

 

Bondam cited statistics that show cyclists take fewer sick days and every 1% increase in cycling saves 16,000 tons of carbon emissions. One benefit runs counter-intuitive to the fears of shopkeepers; more shopping is done by bike than by car. As a cyclist, this makes sense to me - I love shopping on my bike, I can park near the stores and, as I pass through town, I see things that are not on my list. In a car I would need to find a parking space; if I am sitting on a bus, I don’t feel like getting off.

 

You might think it is easy to cycle in Copenhagen, as the terrain is basically flat. But Bondam told us, after spending the afternoon cycling around Bern, he enjoyed riding without the strong headwind common in his city. He was also pleased to see people of all types, and felt that the many electric bikes in use were a good solution for longer commutes and hills.

 

I look forward to continued improvements to the cycling network in Bern. I would welcome more child-friendly bike routes and cargo-delivery bikes. Klaus Bondam pointed out that one could discover places with a bike one would never find on foot or by car - and I thoroughly agree with him, I do it all the time!

 

[1] Gemeinde News, Anzeiger Region Bern, 11 December 2015

[2] Comments are from notes taken 15 December 2015 at Bondam’s presentation. More information regarding cycling in Copenhagen can be found at www.denmark.dk/en/green-living/bicycle-culture and www.cycling-embassy.dk