A Cycle Super Highway is a cycle highway, where the commuters’ needs have been given the highest priority. The project seeks to create routes that offer fast, comfortable and safe service. A Cycle Super Highway is defined both by its location, as well as its physical qualities. The highway should connect areas with many workers and students to their home, and to public transport possibilities as well. The highways should be fast, meaning as direct as possible and with as few stops as possible. A good example of how this is achieved is by the use of green waves. Traffic lights are normally coordinated in favor of cars, but the aim for the Cycle Super Highways, is for traffic lights to be adjusted for cyclists along the many main traffic arteries. At an average speed of 20km/h, cyclists will be able to surf a wave of green lights through the city during rush hour, without putting a foot down.
Frequently asked questions
What is a Cycle Super Highway compared to a standard bicycle track?
A Cycle Super Highway is a bicycle track, specifically targeted at commuters' needs, and where one can expect the same high standard all the way from A to B, even if you cross municipal boundaries. Routes are planned so that they connect nerve centers as residential areas, educational facilities and areas with many jobs. Simultaneously, they are designed, as to be the most direct route with least stops and space to keep one’s own pace. Finally the comfort for cyclists is a high priority with a smooth pavement, high maintenance like snow removal, and they offer extra services like green waves, countdown signals, bicycle pumps, and footrests.
The Capital Region + more than 20 municipalities:
Albertslund, Allerød, Ballerup, Brøndby, Copenhagen, Egedal, Frederiksberg, Frederikssund, Furesø, Gentofte, Gladsaxe, Helsingør, Herlev, Hvidovre, Høje-Taastrup, Hørsholm, Ishøj, Lyngby-Taarbæk, Rudersdal, Rødovre, Vallensbæk and the Capital Region.
Those municipalities that have not been involved in Phase 1 of the project have been contacted in order to be included in Phase 2 so that the plan will also extend to their communities. The municipalities that have been contacted are: Allerød, Egedal, Fredensborg, Frederikssund, Gribskov, Halsnæs, Helsingør, Hillerød, Høje-Taastrup and Hørsholm.
How much does the Cycle Super Highways cost?
The 28 routes, with overall 500 km of Cycle Super Highways are budgeted to cost 413 million Danish kroner for the base solution, and 875 million kroner for the ideal solution. It costs an average of 1,4 million kroner (basis solution) and 2,9 million kroner (ideal solution) to construct one km of bicycle tracks. In comparison, it costs 70-100 million kroner to construct one km motorway [the municipality of Copenhagen, Centre for Traffic and Road Directorate].
Do you know in advance that the project will attract more and new cyclists (from other countries, or similar projects)?
Yes, in London, a similar project to Cycle Super Highways has increased the usage of some of the lines by up to 200 per cent. Their starting point is obviously much lower than that in the regional area of Copenhagen, where a lot of people already bike regularly. Therefore, our ambition is to have 20 percent more riders on the Albertslund route in 2015. If this objective is met, it will mean that each year, one million kilometers less would be driven in motorized vehicles.
What is the purpose and success criteria for Cycle Super Highways?
The aim is to create a competitive transportation alternative to cars and public transport, which in the end, should result in the region getting more bike commuters. It is beneficial both for the individual and for society as a whole, because cyclists pollute less, are less noisy, do not waste time in traffic jams, are healthier and it contributes to better urban life and atmosphere. In short, the aim is to future-proof infrastructure in the region.
Who are the new riders – that is, who can you even "convert" to take the bicycle when so many people already bike in Copenhagen?
Cycle Super Highways is designed for commuters who have between 5 and 20 kilometers to work or school. Here, we find the potential to be the greatest. We expect that those who commute by train and car will see a serious opportunity to switch the car - or train ride - out with a bike ride, maybe not every day, but perhaps, once in a while. And finally, it is also an offer to those who already bike daily, giving them a better route.