Mikael, on behalf of Copenhagenize Design Co., is a teacher in the Bicycle Urbanism Studio led by urban liveability expert Bianca Hermansen at the Danish Institute for Study Abroad (DIS). Since 1959, DIS has given American students the chance to study in Denmark. Our Bicycle Urbanism Studio features American architecture students.

Mikael led a portion of the course involving a massive Desire Lines analysis of two intersections at either end of the Dybbøls Bridge in the Vesterbro neighbourhood, where the coming elevated cycle track - "Bicycle Snake – Cykelslangen" - will be connected. Here's a map of the area in question.

Working with the students - Anna Darling, David Mitchell, Jeannette Mundy, Elaine Stokes, Michelle Woods, Michelle Zucker, Ben Zünkeler - was brilliant and inspiring. Here is a summary of their studies.

You can download here the full report of the Dybbølsbro's Desire Lines analysis. 

Meant as a companion document to “Desire: The Bicycle Choreography of anUrban Intersection” the following study chronicle the usage of two intersections straddling the Dybbølsbro S-Tog station over the course of a 13 hour period. In order to determine how daily cyclists would react to the implementation of the proposed “Cycle Snake,” cyclist patterns were documented. Through the analysis of types of movement and frequented Desire Lines, a data based indication of the usage of the new infrastructure and a verifiable hypothesis of potential points of conflict can be developed.

As Jane Jacobs noted “There is no logic that can be superimposed on the city; people make it, and it is to them […], that we must fit our plans.” We must be aware that despite best intentions, building without reference to the patterns of people can result in conflicts and failures that could have been foreseen and prevented. Through careful consideration of the data design solutions have been developed that strive to enhance the “cycle snake” proposal while remaining conscious of the realities of human behavior.

The observations are meant to reveal, inform, and inspire.

Bicycle Infrastructure Implementation Through Observation

Our focus is to determine how many people, currently, use the stairs to get to their final destination and if a solution can be presented that will better accommodate the needs of cyclists than the new “snake” infrastructure.

Our goal is also to use fact-based information to make decisions in our designs. The new layout should accommodate not only those who correctly follow the rules of the road but also those who feel the need to break the rules in order to get where they need to go more quickly. Both provide important evidence of human behavior.

4.756 - This number represents the total amount of people who use the staircase on a daily basis. We can assume that at least this number of people will use the new “snake” infrastructure when it is installed.

92% - Ninety-two percent of cyclists coming up the staircase head in the direction of Dybbølsbro station. This means the majority of people who use the stairs are doing so to get somewhere other than the mall.

37% - Looking closely at the mall intersection, we noticed that thirty-seven percent of all travelers heading southeast used the stairs to get to their future destination. This figure takes into consideration those going against the flow of traffic, those cycling in pedestrian crossings and those who abode by the rules.

Fisketorvet intersection: 7.059 Cyclists (from 7am to 8pm)

During the morning rush hour, Fisketorvet is the destination for very few cyclists. Instead, the intersection is used primarily by commuters going up or down the stairs descending from the northeast corner of the intersection. As a result, the northeast corner frequently backs up with bikers. Additionally, the low level of car traffic at this hour gives the cyclists more freedom to bend the rules as they move through the intersection.

Midday routes demonstrate a significant increase of cyclists entering or exiting the mall. During the mall’s opening hours, there was a relatively steady increase of pedestrians, cyclists, and cars alike entering the round-about.

Morning Rush Hour, 8:45-9:00

During the peak of morning rush hour outside the Fisketorvet, a significantly higher percentage of cyclists bent or broke the rules compared to a standard Copenhagen intersection. In “The Bicycle Choreography of an Urban Intersection,” it was found that on an average day at a standard intersection, 93% of cyclists conformed to traffic laws, while 6% could be qualified as Monumentalists and 1% could be qualified as Recklists. The large increase of Monumentalists at this intersection can be accounted for by the number of people taking a left turn as if they were a car and cutting across traffic rather than doing the standard “Copenhagen left.” This data makes it clear that the high flow of commuters are in need of a more direct route crossing this intersection coming to and from the future Snake structure.

Midday, 12:00-12:15

During the middle of the day at the Fisketorvet Mall intersection, a standard distribution of Momentumists and Recklists can be observed as in accordance with the data gathered in “The Bicycle Choreography of an Urban Intersection”. When comparing the data collected from this intersection at midday with the data from the morning and afternoon, which showed higher percentages of rule bending, the conformists behavior can be attributed to higher volumes of vehicular traffic and less bicycle traffic. With more vehicles on the road as compared to the other observed times, bicyclists need to be more cautious. There are also not as many bikers on the road, so a pack mentality is not often created. Evening Rush Hour, 6:00 - 6:15
During the peak of evening rush hour outside the Fisketorvet, a significantly higher percentage of cyclist bent or broke the rules compared to a standard Copenhagen intersection. The large increase of Recklists at this intersection can be accounted for by the number of people exiting the staircase and entering traffic. Cyclists behavior is largely dependent on the pedestrians moving through the plaza where the future construction of the snake is to take place. This data makes it clear that the high number of recklists commuters need proper infrastructure to navigate the plaza and eliminate this type of behavior.

Ingerslevsgade Intersection

Morning Rush Hour

Morning Rush Hour, 8:45-9:00

The Ingersevgade operates as a fairly standard Copenhagen intersection: two intersecting roads with traffic lights on all corners. Still, this intersection has approximately twice as many momentumists and reckists as the streets studied in “The Bicycle Choreography of an Urban Intersection.” The breakdown of types of deviations reveals that flexible interpretations of light signals and use of the pedestrian crossing accounts for these increases. After considering the time of day and unique site features, it is reasonable to assume that cyclists hurrying to work are less willing to wait at red land yellow lights. Additionally, the majority of cyclists using the pedestrian crossing were moving between the S-Tog corner and the neighborhood corner (Southeast and Northwest). During the middle of the day, the Dybbølsbro intersection functioned as a standard Copenhagen intersection as reported in “The Bicycle Choreography of an Urban Intersection”. It was found that on an average day at a standard intersection, 93% of cyclists conformed to traffic laws, while 6% could be qualified as Monumentalists and 1% could be qualified as Recklists. The data at this intersection matches and supports this data. The Dybbølsbro intersection is a fairly typical intersection, with the exception of a good amount of bicycle traffic coming into and from the intersection through an adjoining neighborhood road. The high percentage of bikers using pedestrian crossings to cross the street were mainly people using this street.

Evening Rush Hour, 6:00 – 6:15

During the peak of evening rush hour outside the Fisketorvet, a significantly higher percentage of cyclist bent or broke the rules compared to a standard Copenhagen intersection. The large increase of Monumentalists at this intersection can be accounted for by the number of people entering the pedestrian crossings and creating conflict with pedestrians moving through the intersection. The high percentage of cyclists on the sidewalk can be attributed to an overflow accumulation of cyclists on street corners while waiting for the green light. 

This is likely the reason for cyclists running yellow and red lights to avoid waiting amongst large crowds. This data makes it clear that the high flow of commuters are in need of a more direct route crossing at this intersection coming to and from the future Snake structure.

Copenhagenize Fixes

Fisketorvet Intersection

In a few months, instead of carrying their bikes up the stairs, the bicycle users will use the elevated cycle track designed specifically for them. But what about the connection between this much-needed infrastructure and the cycle tracks on the road? The bicycle users will arrive on a roundabout designed for the cars, and so the creation of this new infrastructure calls for a rearrangement. We can assume that in the future, bicycle users coming from the bridge and heading to the “Snake” will cut across the roundabout in front of Fisketorvet shopping mall. Indeed, currently we notice that only 23% (lines D and R vs lines C and S) of the bicycle users heading to the stairs cycle all the way around the roundabout. The other ones use the pedestrian crosswalk. That's why we suggest creating an official blue bike lane reaching the ‘Snake’ and to add two yield lines for the cars. This solution is the one that causes the least amount of changes to the current layout.

Ingerslevsgade Intersection

The Desire Lines analysis shows that most bicycle users cross the intersection normally, or use the crosswalks. The main aspect that does not meet the cyclists' needs is the new bike lanes on the sidewalk designed to reach Dybbølsgade. It is actually a good idea to make this small section of bike route 'official', since it is a well-known short-cut through Vesterbro. But the design of the lanes does not follow the natural trajectories of the cyclists. This infrastructure was brand-new when the study was made and we noticed that all the bicycle users took the lane in the wrong way. A few months later, less bicycle users made this ‘mistake’ but still a massive number of them cycle on the sidewalk without following the lane. Instead they take, as one might expect, the shortest way to reach their destination. Here again, our proposal is the one that causes the least amount of rearrangement. Opening the street in the middle instead of on the edges - where the bicycle users must snake around fences - would have been the best solution. 

Copenhagenize Design Company has had the pleasure of hosting architect and urban planner, Ahmed Tarek Al-Ahwal, on an exchange from Egypt made possible by the support of the Danish Egyptian Dialogue Institute. He curated these photographs highlighting a long and proud history of using the bicycle as transport in his country.

By Ahmed Tarek Al-Ahwal

Egypt's President Sisi has been on a bike ride or two, like this one in 2014. He has said that Egyptians should cycle more and that the country can save 16 Egyptian pounds for each 20 km cycled. He has, however, failed to provide any infrastructure. In the recent memory of some Egyptians, cycling used to serve a much wider group of users than today. Residents in Port Said, a port city on the Suez Canal, are proud that cycling used to be their main mode of transportation. Indeed, during rush hour, the ferries were loaded with the bicycles of employees going to work. It´s a narrative that is heard in many other cities, usually followed by remarks about how women and children used to feel much safer cycling in cities and how there used to be many more bike shops - especially those serving a double-purpose. Shops that were also garages that would clean, repair and store bikes overnight. Stories of huge bicycle racks next to office buildings, factories and schools are heard across the nation, from the north to the south. The textile factory in Shebin, a city in the northern Nile Delta used to host one of those, which was removed after cycling disappeared under the weight of car-centric planning.

A bicycle rushing past an omnibus, Port Said, late 19th century.

Cairo, early 20th century

College Saint Marc students, Alexandria, early 20th century

Left: A magazine article about the opening of a factory in Qena, south of Egypt. Factories were associated with bicycles in the 1960s.
Right: Bike shops used to be a very common sight, catering to many clients. Port Said.

Caption reads: “University girls in Asyut are more practical than their colleagues, overcoming traffic problems by using bicycles” a quote from a magazine. Asyut 1960s.

Street scene, 1935.

Bicycles were a normal sight on the streets, at least through the 1980s.

See more historical photos from Egyptian cycling history here.

Cycling Persists in Egypt

“Change the way you commute” An advertisement in Tahrir square for vacation houses on the red sea coast. Summer 2016. For many Egyptians, like other places around the world, cycling has become something unusual. Something subcultural, something done by poor messengers to transport goods, something for kids to do or a tool for advertising luxury, gated communities (photo, above).

Bike parking at a school in Assiout, Southern Egypt. Photo credits: Yusuf Halim. In many areas in the south of Egypt and the Nile delta, one can, however, still witness a wide variety of bicycle users. In Assiout, in the more conservative south, one can still see huge bike racks in schools (above) and public buildings.

Bicycle user on a vintage bike. Photo credits: Osama Aiad While in other cities, men in their 50s or 60s riding vintage bicycles serves as a reminder that cycling is not alien to Egyptian minds and culture.

Bread delivery man riding in a Cairo street while holding wooden trays and reading a newspaper. Source: facebook page; Everyday Egypt When former bicycle users from this generation are asked about the reasons for the decrease in cycling modal share, they talk about the change of time, about the era where cars were much less and streets safer and you could feel safe about your kids rushing on their own through the streets. They also talk about the availability of bike racks near homes and work, and services around the city. All practical reasons that could easily be addressed by cities that aim to have less congested, less polluted streets with a better quality of life that is not exclusive to luxurious gated communities. Not to mention a healthy density and an economic alternative to sprawl.

Unlike the old era, attempts to build bike infrastructure in the few last years in Egypt haven’t achieved the required goals. Instead of being used as an example of how cycling doesn’t fit the Egyptian culture, these projects must be addressed critically.

A symbolic stretch of bike lane. The bicycle lanes painted on the Shahid corridor, an 8-lane highway in the desert, 14 km from the center of Cairo and 3 km from the nearest residential low density suburban area doesn’t seem to be a logical location to start. The UNDP project of cycling lanes in Shebin are often ignored by bicycle users; the lanes deal poorly with intersections, also they don’t provide enough safety for bike users from traffic and are very vulnerable to be overtaken by car parking. Safety and the perception of safety is a main issue keeping down the numbers of bike users and, if not addressed properly with infrastructure, cycling will not rise again as transport in Egyptian cities.

Pling. All of sudden this little bicycle-friendly detail showed up on the urban landscape in Copenhagen one day. I’m quite sure that very few people have noticed it, except for the people who roll up next to it. Which is the point, really.I’m talking about the railings that the man is holding onto and resting his foot on. It’s located on a little traffic island on which cyclists who are heading straight on wait. The City of Copenhagen has implemented this double railing simply as a convenience for the cyclists who stop here. A high railing to grasp with your hand and a foot railing for putting your foot up, if that’s what you fancy doing. Either way you can also use the railing to push off when the light changes.

The foot rest reads: "Hi, cyclist! Rest your foot here... and thank you for cycling in the city."

Another example of the city using the 'Hi, cyclist!' behavourial campaign/communications template that I developed for them.

It's a tiny detail. No bells and whistles, just a simple idea to make a tiny fraction of the day a little bit easier for a small percentage of the cycling citizens of the city.Which is precisely why it's brilliant.

This may not be a direct example of a 'Desire Line', but it certainly is a fine example of the City understanding human behaviour and basic anthropology.Because people are always going to lean:

And people will always put a foot up if they can:

When riding about in schools of Copenhagen cyclists and rolling up to a red light, the cyclists along the curb will all wait with a foot on the curb. If there is a traffic light post close enough to the sidewalk there will, as a rule, be a hand resting on it and holding the person in question up.Why not spoil a few cyclists with a fantastically cheap and practical idea? A couple of metal railings. Slap 'em up. Make a few hundred cyclists a day feel loved.Fair enough, it's not a solution that can be implemented at every intersection. Nobody wants metal railings all over town. But find a place where they work and just do it. At some other intersection, perhaps another idea will fit perfectly.

Bicycle Culture Buddhas

Actually, if you cycle about in Copenhagen take a look at the light posts next to where cyclists wait for lights to change, you'll see a tiny anthropological detail. I called it Bicycle Culture Buddhas. The metal is rubbed smooth on precisely one side of the post from all the cyclists' hands that lean up against it. Just like the tummies of so many Buddhas.

Human traces. Urban spaces.