Copenhagenize_Desire_Lines_Bremerholm_2015.pdf

Desire Line Analysis Bremerholm - Holmens Kanal , Copenhagen

Desire Line AnalysisTrajectories and Behaviour of Copenhagen Bicycle Usersat the Bremerholm/Holmens Canal intersection

Mie Dyreberg HaldrupSteve C. MontebelloMikael Colville-AndersenClotilde Imbert

Copenhagenize Design Co. Trangravsvej 8 1436 Copenhagen K., Denmarkwww.copenhagenize.eu

Copenhagenize Fixes

Further Data & Observations

Cyclist Behaviour

Data

Date of observation25 November 2014Timeframe8:15am - 9:15am

Desire Lines

A .B .C .D .E . F .G .H .I .

This Desire Line Analysis is part of a series of analyses performed byCopenhagenize Design Company based on our Desire Line Analysis Tool.It was led by designer & architect Steve C. Montebello and Mie DyrebergHaldrup, who studied geography and urban planning at Roskilde University.CEO Mikael Colville-Andersen and Senior Urban Planner Clotilde Imbertoversaw the project.

Table of ContentsDesire Lines AnalysisBremerholm - Holmens Kanal, Copenhagen

Introduction

1. Percentage Breakdown 2

43

578

910

1112131415

16

Bremerholm - Holmens Kanal Intersection Morning Rush Hour 2. Desire Lines

3. Cyclist Behaviour Morning Rush Hour Breakdown

from Bremerholm to Havnegadefrom Holmens Kanal to Havnegadefrom Holmens Kanal to Holmens Kanal

Forms of TransportationCyclists DataVehicular DataPedestrian DataTraffic per Traffic Light change

of cyclists waiting at Bremerholmof cyclists waiting at Bremerholm performing Danish Left Turn

4. Further Data & Observations

5. Copenhagenize Fixes

Detailed Observations

IntroductionBehaviour vs Design

1

Copenhagenize Design Companys latest Desire Line Analysis has a narrower focus than previous studies. This time around we chose to study the behaviour and Desire Lines of bicycle users during the morning rush hour at one section of an intersection in Copenhagen. The intersection of Bremerholm / Holmens Canal / Havnegade on the southern edge of the city centre.

With the massive numbers of bicycle users in the mornings in Copenhagen, bottlenecks occur at a number of locations, particularly where many bicycle users need to turn left. This is something that all of us at the company experience each morning so we decided to study it.

With this study we look at how bicycle users react to the design of infrastructure at one specif-ic location, their behaviour and adherance to traffic laws and how they interact with other traffic users, in particular cars. All in one tight, congested location.

We do so using Direct Observation and Revealed Preferences, as opposed to Declared Preferences.

As always, Copenhagenize Design Company will explore how to improve conditions for bicy-cle users in the interest of improving flow, capacity and safety.

For more Desire Line Analyses, see: copenhagenize.eu/projects.html#desire

1. Percentage Breakdown

The Desire Line Analysis

An overview of the data gathered

2

71%

86%

92.4%

1 : 3

1560 Total number of bicycle users counted in this study during the hour.

of all traffic at the intersection in question were bicycle users

of the cyclists performing a left turn onto Havnegade from HolmensKanal perform the classic Copenhagen Left turn.

of the all bicycle users were Conformists - abiding by Danish trafficlaws. This number is consistent with our other studies in Copenhagen.

For every one motorised vehicle there were 3 bicycle users - 2.7 to be exact.

We conducted this Desire Line Analysis over one hour on a chilly November morning in 2014. The weather was dry, partly cloudy and the temperature was 6 degrees Celcius.

Bremerholm is a busy, one-way street through the heart of the Danish capital. The street has bicycle infrastructure, but it disappears at the intersection because of priority placed on car traffic. It really is a bizarre intersection for a city where the majority ride bicycles, walk or take public transport. Large, right and left-turning vehicles should not be allowed anywhere near constant masses of bicycle users. Nevertheless, we wanted to study how they interact at this atypical location.

Furthermore, the classic - and legally-required - Copenhagen left turn is very much in play at this location. Also known as the Box Turn, it involves a two-stage turn. There is not require-ment to wait for the light to turn green - bicycle users are allowed to continue if there is no traffic. With intense congestion, how do the bicycle users react?

2. Desire Lines

Bremerholm & Holmens Kanal Intersection

3

Bremerholm

Havnegade

Holmens

Kanal

0 10m 15m

2. Desire Lines

Morning Rush Hour

1,560 cyclists

4

Bremerholm & Holmens Kanal Intersection

A . 1.3

%B .

3.3%

C . 17.

3%

D . 22.

4%

E . 0.3%

F . 25.4%

G . 0.6%H . 3.3%

I . 26.0%

A . 1.3%B . 3.3%C . 17.3%D . 22.4% I . 26.0%E . 0.3%

- 20 - 52

- 396 - 10

- 270 - 52 - 406 - 350

- 4

F . 25.4%G . 0.6%H . 3.3%

A - 1

.7%B

- 4.5%

C- 23

.4%D

- 30.3

%E -

0.4%

3. Cyclist Behaviour

A clear pattern of bicycle user behaviour emerges when there are cars on Bremerholm - compared to when there are none. Cars present in the right-turn lane Holmens Kanal almost always ignored the painted cycle lane and occupy the space. This leaves no space for the bicycle users coming down Bremerholm and results in the creation of two desire lines, namely Desire Lines A and D.

of the bicycle users heading from Bremerholm to Havnegade are forced onto Desire Lines A and D due to the large amount of vehicles. They are reluctant Momentuists.

Due to the heavy amount of trac, many bicycle users tend to use the sidewalk (Desire Line A and C1 ). This is aggravated when there are cars on the street, as the bicycle users manoeuvre their way ahead of the vehicle. We see a clear pattern of bicycle users wanting to be ahead of the cars, which then results in an extremely congested pedestrian crossing.

Its very clear to see how the bicycle users stay parallel to the sidewalk when they have the space, on Line C. Bicycle users only occupy Desire Line D and E due to congestion.

Our observations reveal that there were 223 bicycle users cycling parallel to the sidewalk while heading straight on to Havnegade, C2 all of them Conformists.

15 of the people cycling parallel to the sidewalk mount the sidewalk when they get up front, ie. Line C1 . This is due to the fact that they want to be ahead of other bicycle users and vehicles waiting for the green light at the pedestrian crossing.

53%

of the total bicycle users coming from Bremerholm to Havnegade are Conformists, staying parallel to the sidewalk before continuing onto Havnegade and creating Desire Line C2 . 23%

When the space is occupied by a car, bicycle users nd a way to get ahead of it. Line A i s created when cyclists want to turn right onto Holmens Kanal.

Finding no space, they cycle onto the sidewalk.

On Line D - when they want to continue straight on - bicycle users maneuver around the car by passing it on the left, which leaves them sandwiched between two vechicles.

Morning Rush Hour BreakdownDesire Lines from Bremerholm to Havnegade

5

A - 1

.7%B

- 4.5%

C- 23

.4%D

- 30.3

%E -

0.4%

3. Cyclist Behaviour

Morning Rush HourDesire Lines from Bremerholm to Havnegade

As we have described, we see a tendency for bicycle users to use the sidewalk due to the lack of space, but out of the 696 cyclists coming down Bremerholm only 52 cyclists cycle on the sidewalk when performing a right turn towards Holmens Kanal, A1, or going straight on towards Havne -gade, A2.

of the bicycle users from Bremerholm contnuing onto Havnegade, use the sidewalk at the intersection, putting them ahead of the bicycle users waiting at the lights and creating Desire Line C1.

5.1%

of bicycle users coming down Bremerholm and turning right onto Holmens Kanal use the sidewalk instead of the road in order to get to either Holmens Kanal, A1, or Havnegade, A2.

27.8%

of bicycle users coming down Bremerholm and continuingonto Havnegade stay on the left side of the cars on Desire Line D.

of bicycle users coming from Bremerholm and continuing onto Havnegade use the centre car lane on Desire Line E, due to lack of space. Illegal according to Danish law.

56%

0.6%

350 out of the 696 bicycle users chose to wait on the left side of the cars in the right turn lane, creating Desire Line D . This is legal according to Danish law.

Only four bicycle users use the centre car lane, due to lack of space, creating Desire Line E.

6

F . 25.4%G . 0.6%H . 3.3%

3. Cyclist Behaviour

of the bicycle users coming from Holmens Kanal carry out a car left (G). 2.2%

of the bicycle users turning onto Havnegade perform the proper Copenhagen Left, when turning - Desire Line F.

86.5%

of the cyclists coming from Holmens Kanal turning left, choose to perform the snake turn, Desire Line H.11.3%

Some cyclists choose another path to maintain their momentum and get through the intersection as quickly as possible when turning left onto Havnegade and creating Desire Line H.

They do what we call the snake; crossing the pedestrian crossing at Holmens Kanal and then crossing at Havnegade - leading them onto the direction of Havnegade. 52 out of 458 cyclists coming from Holmens Kanal chose to do the snake.

Twenty of them got off their bike and walked it over the pedestrian crossing while the remaining twelve stayed on their bike and rode across the pedestrian crossing.

Only 10 out of 458 bicycle users turn left like a car - which is illegal - Desire Line G, and when they do so, it is only when the traffic lights are amber, or have just turned red. They are very keen on checking for any incoming traffic before following this line and expediting this maneuver.

One of the most interesting observations is how many bicycle users abide - as best they can - by Danish law regarding turning left, using Desire Line F - 396 bicycle users out of 458 in all.

Morning Rush HourDesire Lines from Holmens Kanal to Havnegade

7

I . 26.0%

3. Cyclist Behaviour

of the total bicycle users heading straight down Holmens kanal continue straight on along Desire Line I.

47%

Bicycle users continuing straight on down Holmens Kanal were also noted, creating Desire Line I.

Morning Rush HourDesire Lines from Holmens Kanal to Holmens Kanal

8

3. Cyclist Behaviour

Detailed Observationsof bicycle users waiting at Bremerholm

Momentumists

9

Right-turning vehicles on Bremerholm are eager to occupy the curb. This forces bicycle users that want to continue straight on down Havnegade to maneuver themselves around the cars, creating Desire Lines C, D and E. We also saw bicycle users who didnt feel safe in this situation using the sidewalk, creating Desire Line A.When a vehicle is present, bicycle users wait far more forward, often continuing into the pedestri-an crossing and sometimes into the space for left-turning bicycle users. This leads to conges-tion, blocking the way for all users but show that it is a wish for feeling safe.

That being said, when there is no vehicle on the right hand turn, we see bicycle users abiding by the law, staying close to the pavement and behind the pedestrian crossing - namely on Line B for cyclists turning right and C for cyclists heading straight down Holmens Kanal.

A separated cycle track is needed to administer the vehicular and bicycle traffic. Providing enough space for bicycle users to remain in the cycle track both when cycling and when waiting for the traffic lights to turn green. This will mean that there will then be enough space for the waiting cyclists that are performing the Copenhagen Left from Holmens kanal.

1. Behaviour with vehicle on right turn

1.

2. Behaviour with no vehicle on right

2.

3. Cyclist Behaviour

Detailed Observationsof cyclists waiting at Bremerholm performing Danish Left turn

10

We analysed how bicycle users performing the Copenhagen Left wait for the traffic lights. It became clear that how bicycle users wait at the intersection does not depend on the amount of bicycle users but rather on how the first few bicycle users arriving at the spot position themselves.

When left-turning bicycle users from Bremerholm start to occupy the space (as described in Scenario 1) the situation in Scenario 3 and 4 is aggravated. The bicycle users coming from Holmens Kanal always position themselves ahead of the cyclists waiting on Bremerholm and, when there is a large group waiting, they occupy the entire length of Bremerholm, blocking the way for all users.

If the first few people position themselves far ahead of the pedestrian crossing, the following bicycle users line up next to them. Those who arrive first always place themselves as close as possible to the sidewalk, in order to leave enough room for other bicycle users. This behaviour fills up the length of Bremerholm rather quickly, even when there arent many people waiting.

Here we see the initial bicycle users place them-selves just in front of the pedestrian crossing. Those who follow, follow their lead, occupying the space behind the first movers. The first to arrive will still be considerate and place themselves as close as possible to the sidewalk in order to create space.

13

45

2

12

4 56

3

3. 4.

3. Behavioural Scenario, waiting next to each other 4. Behavioural Scenario, waiting behind each other

4. Further Data & ObservationsAnalysis of Bremerholm & Holmens Kanal Intersection

11

BicycleUsers71.2%

Vehicles19.7%

Pedestrians9.0%

The different forms of Transportation

4. Further Data & Observations

12

Breakdown of Cyclists Data

Wearing Safety Gear

Type of Safety Gear

(The averagehelmet wearingrate when weobserve over12 hours is 17%.There is a slightincrease in rushhour)

Pedestrians

No76.3%

Yes23.7%

Pedestrians

Reflective Vests6.2%

Helmets93.8%

4. Further Data & Observations

13

Breakdown of Vehicular Data

VehicleTypes

Direction ofTravel

Cars63.5%

Mopeds1.4%

Trucks35.2%

Straightonto Havnegade47.3%

Right onHolmens Kanal30.4%

Left onto Holmens Kanal22.4%

4. Further Data & Observations

14

Breakdown of Pedestrian Data

Direction ofTravel(at Bremerholm)

South-west Going East26.1%

North-eastGoing West73.9%

4. Further Data & Observations

15

Analysis of Users per traffic light changeIn the one hour that we observed the intersection, the traffic lights at Bremerholm turned green 46 times, and each remained green for approximately 26 seconds. We counted the number of cyclists and vehicles leaving the intersection in each of these cycles and visualised the data, below.

In the morning rush hour, 1154 bicycles and 432 vehicles passed to their desired directions. This allowed us to calculate an average amount of bicycles and vehicles per traffic light turn. 25.08 cyclists per green light 09.39 motorised vehicles per green light

Time09:1508:4508:15

20

40Users

5. Copenhagenize Fixes

16

Suggested Fixes at Intersection

BUS

BUS

BUS

5. Copenhagenize Fixes

17

Suggested Interventions at IntersectionAfter analysing the current infrastructure at Bremerholm, it became obvious that a redesign is badly needed. One that prioritises the majority of the users - in this case, the bicycle users. This is simply the most democratic approach, when you consider that for every vehicle there are approximately three bicycles. Here are the Copenhagenize Fixes.

Right turn lanes for motor vehicles have no place in a truly liveable city.

If, however, they persist at this location then a separated cycle track should extend to the intersection, with the stop line for cars pulled back 5 metres. This will reduce the battle for space and create space. Adding a blue painted indicator lane in a southerly direction would be wise, as well.

Bicycle users have expectations from the design elsewhere in the city. Having a rogue intersection where the design is substandard does little to encourage good behaviour.

The Separated Cycle Track

BUS

BUS

BUS

BUS

BUS

In order to create space for the bicycle infrastructure, the left-tun lane can be integrated with the lane continuing straight on. Only 22.4% of the vehicular traffic turns left.

Merging the Straight and the Left Turn Vehicular Lane

Regarding cyclists doing a Copenhagen Left

BUS

This merged vehicular lane separates further on, providing easy pas-sage for those vehicles heading straight to Havnegade, and providing a haven for vehicles wanting to turn left further along the intersection.

From our analysis it is clear that most bicycle users - 86.5% - coming from Holmens Kanal use the Copenhagen Left. The major problem that was present was the lack of space for the amount of cyclists doing this left turn. This was provided by pulling back the car lane at Bremerholm and increas-ing the space for the waiting bicycle users coming down Bremerholm.