PEDESTRIAN AND BICYCLE

TRANSPORTATION
CASE STUDY :

COPENHAGEN,DENMARK

PRESENTED TO : PRESENTED BY:

AR. PREETI NAIR RHYTHM GROVER
VARTIKA
B.PLAN VII SEM, IV TH
YEAR, ASAP.
TABLE OF I. INTRODUCTION TO COPENHAGEN,
CONTENT DENMARK
S
II. HOW DID COPENHAGEN BECOME A CYCLING NATION?
A BRIEF HISTORY

III.SMART STREET PLANNING FEATURES IN

COPENHAGEN

IV. EXISTING ROAD DESIGN AND BICYCLE PLANNING

FEATURES IN COPENHAGEN
Includes- Signalised road intersections, other intersections
and street sections
TABLE V. BICYCLE INFRASTRUCTURE PROVIDED IN THE CITY
OF
CONTE
NTS

VI. PEDESTRIAN FACILITIES IN COPENHAGEN

VII. WAY FORWARD FUTURE ASPECTS AND CITY PLANNING IN

TERMS OF PEDESTRIAN FACILTIES AND BICYCLE PLANNING
OUT COPENHAGEN - THE FIRST BIKE CITY IN THE WORLD
Largest metropolis in Scandinavia.

A centre of culture and arts with plenty of

sightseeing and entertainment
activities to offer visitors - together with
multitude of shopping facilities.

Has the longest pedestrian street

system in the world.

Urban Area: 1980 Km

Urban Population: 1,263,698 (2015)
HOW DID COPENHAGEN BECOME A CYCLING NATION?
In the 1960s, cars were threatening to displace
bicycles in the main Danish cities. But THE OIL
CRISIS, THE ENVIRONMENTAL MOVEMENT AND A
COUPLE OF CONTROVERSIAL ROAD PROJECTS
REVERSED THE TREND. This is however just part of
the story behind why Danes still cycle so much.

Cycle tracks used to exist back then, but were entirely

different paths as compared to the present times.

POORNARROW AND DANGEROUS

ABSENT AT JUNCTIONS
SURFACE STREETS AND NOT CONNECTED
FOR
PEDESTRI
ANS AND
CYCLISTS
HOW DID COPENHAGEN BECOME A CYCLING NATION?
AFTER WORLD WAR II,
EVERYTHING CHANGED IN
COPENHAGEN.
Dutch had to rebuilt their country.

They became incredibly wealthy

1948-1960, Average income up by 44%

1948-1970 up by staggering 222%

People could now afford expensive

goods.
HOW DID COPENHAGEN BECOME A CYCLING NATION?
From 1957 onwards specially,
this lead to many more cars in
the streets.

Cars ran into streets of the old

Copenhagen, that were NOT BUILT FOR
CARS.

BUILDINGS WERE DEMOLISHED, to

make room for cars.

Even most of the CYCLING

INFRASTRUCTURE provided at that
time was removed.
HOW DID COPENHAGEN BECOME A CYCLING NATION?

City squares turned into car parks. Increase in daily travel

New development had
distance
huge roads
1957: 3.9 km
For motorised traffic
1975: 23.2 km

BUT ,THIS PROGRESS CAME AT A TERRIBLE

COST.
HOW DID COPENHAGEN BECOME A CYCLING NATION?

CYCLING WAS MARGINALISED 3,300 LIFES LOST IN THOSE CHILD DEATHS

1971 ALONE CREATED PUBLIC OUTRAGE
DECREASED BY 6% EVERY
AND SPARKED MASS DEMONS
YEAR. 450 OF THESE TRATIONS
DEATHS OF CHILDREN .
UNDER THE AGE OF
14
HOW DID COPENHAGEN BECOME A CYCLING NATION?
CYCLING IN COPENHAGEN
DECLINED SHARPLY IN THE POST-
WORLD WAR PERIOD.

In the 1950s and 1960s, existing cycle

paths were in many cases removed in
order to make space for more cars.

From 1950 to 1975, the bicycle was almost

entirely excluded from the government's vision

This lead to rise in number of deaths

( especially among children on their way
to and from school)

In 1972, total deaths on roads = 3,264

In 1973, 450 road deaths were of
children.
HOW DID COPENHAGEN BECOME A CYCLING NATION?

PEOPLE GOT ON THE STREETS TO PROTEST .

A GROUP OF DUTCH PARENTS CREATED THE PRESSURE GROUP 'STOP
DE KINDERMOORD' ('STOP THE CHILD MURDER')

THROUGH STREET DEMONSTRATIONS AND RELENTLESS PETITIONING (IN CLOSE

COORDINATION WITH SCHOOLS), THIS MOVEMENT GAINED TRACTION IN MANY
CITIES.
HOW DID COPENHAGEN BECOME A CYCLING NATION?
It successfully influenced THE DUTCH
GOVERNMENT TO RE-EMPHASIZE THE
CONSTRUCTION OF SAFER STREETS
AND SEGREGATED CYCLE PATHS, and to
make more money available to pay for
them.

It was a pivotal moment in time, when the

Netherlands and the rest of the world were
dealing with an OIL CRISIS, A
CURRENCY CRISIS, AND AN
ENVIRONMENTAL
Galvanized the call for more CRISIS.
LIVABLE AND
SAFER CITIES.

This call was answered by a

TRANSPORTATION POLICY change
that halted car domination and an
overall vision to integrate that in
other aspects of governance
HOW DID COPENHAGEN BECOME A CYCLING NATION?

Then Prime Minister told Policies to encourage Around this time, first
people of the Netherlands that cycling fitted perfectly city centres were
this crisis WAS LIFE into the picture. made car free,
CHANGING . PERMANENTLY.

People would have to change CAR FREE SUNDAYS MASS PROTESTS

their ways. Gave a reminder to IN FAVOUR OF
people as to what CYCLING
Be less dependent on energy ,
CITIES LOOKED LIKE FACILITIES
without
affecting the QUALITY OF
WITHOUT CARS. CONTINUED.
LIFE OF THE
N MID 1970S,

Municipalities started experimenting with Financed by the NATIONAL GOVERNMENT, the

COMPLETE AND SAFE CYCLE ROUTES first cycle routes were CREATED FROM
away from traffic. SCRATCH.
AS EXPERIMENTED IN HAGUE, THIS COULD BE SEEN AS THE START OF
THE COUNTRIES FIRST MODERN CYCLING POLICY.
 SO WHAT LED TO A DRASTIC CHANGE TO
MOVE TOWARDS CYCLING AND
PEDESTRIANISATION ?
CITIES COULD NOT COPE UP WITH THE
INCREASING TRAFFIC.

THIS LEAD TO DEATHS (SPECIALLY CHILREN)

WHICH LEAD TO PUBLIC OUTRAGE AND
DEMOLITIONS .

EXCESS AMOUNT OF ROAD SPACE DESIGNATED

TO MOTORISED TRAFFIC.

OIL CRISIS, ECONOMIC CRISIS LEAD TO COST

A DRASTIC CHANGE WAS NEEDED !
Cycling increased in a spectacular way. OF ENERGY.
HAGUE +30 TO 60%
COPENHAGEN +75% SOLUTION FOUND: A WILL TO CHANGE at the
National and Municipal level with both decision makers and
CAR
Planners to deal with the situation, turning away from
CENTRIC POLICIES AND MAKING WAY FOR
GOVERNMENTS POLICY ALTERNATIVE
BUILD IT FOR TRANSPORT.(CYCLING
THE PEOPLE AND THEYAND
WILLWALKING)
COME ACCESS IT.
 CYCLING BECAME AN INTEGRAL
DECREASE IN CHILD
PART OF THE TRANSPORT POLICIES
DEATH COPENHAGEN.
SMART STREET
PLANNING
FEATURES OF
COPENHAGEN
A. THE GREAT GREEN WAVE

On most major arteries leading into the

city centre, the traffic lights are
The lights reverse in the afternoon to send
coordinated to allow continuous flow of
people home on a simple, tech-based
traffic, allowing cyclists to flow into the
tailwind.
city in the morning rush hour without
putting a foot down.
 A1. THE GREAT GREEN WAVE LED LIGHTS INSTALLED
TELLS PEOPLE HOW FAST THEY CAN GO TO GET THE GREEN
LIGHT

On certain stretches,LED lightsembedded in the

asphalt help cyclists keep their speed in order to catch
the green light at the upcoming intersection and there
are simple speed radar signs reminding cyclists to
maintain 20km/h in order to surf the wave.

VERSION 2.0 is currently being tested, with sensors

able to REGISTER A GROUP OF CITIZENS RIDING
TOGETHER AND THEN KEEPING THE LIGHT AT
THE INTERSECTION THEYRE APPROACHING
GREEN FOR A LITTLE LONGER.
B. LARGE-SCALE COPENHAGEN CLOUDBURST MITIGATION PLANS

2.5 m 3.5 m 4m 3.5 m 2.5 m

Walk Planter Urban Cycle -2 way Drive- Urban Planters Walk
activation 1 way activation

16 M ROW
 C. CYCLIST COUNTER IN ACTION CYKELBAROMETER
12,000 CYCLISTS PASS BY ON A WEEK
DAY
25,000 BOTH WAYS.

bers on the counter : I. TOTAL NUMBER OF CYCLISTS TODAY

II. TOTAL NUMBER OF CYCLISTS THIS YEAR
TYPICAL CROSS SECTION OF A COPENHAGEN
STREET

3.4M 2M 2.8M 2.8M 2.1M 1M 2M 1M

1.2 M .5M 1.4 M 3.4M
Sidewalk Bike No turn Lane Drive lane Parking Bike Lane
Buffer Sidewalk
Lane Lane

0.3M
 EXISTING ROAD DESIGN AND
BICYCLE PLANNING FEATURES IN
COPENHAGEN
 T
PA
OT
FO
G)
IN
3.5M

ST
XI
(E
E
CL
CY ES
BI N RI
LA
2M

ST
N
TIO
RA
PA
1M

SE G
KIN
AR
RP
2M

CA
SIGNALISED ROAD 1. MORE SPACE FOR BICYCLE TRAFFIC

E
AN
3.1-3.3M

L
EL
VARIES

AV
TR
TRAM RESERVE
8.5M
E
L AN
EL

5.3 M
AV
TR
R
ST
N
INTERSECTIONS

T IO
RA
PA

1M
SE
E
YCL
BIC ES

2M
LAN
)
ING
I ST

3.5 M
H
(EX TPAT
O
FO
SIGNALISED ROAD 2. SET BACK STOP-LINES FOR CARS
INTERSECTIONS The stop-line needs to be set back 5 m so a lorry driver waiting to
turn left on green can see a cyclist waiting at the stop-line to go
straight ahead on green. Furthermore, setback stop lines generally
make it easier for drivers to see crossing pedestrians.
SIGNALISED ROAD 3. CYCLIST SIGNALS
INTERSECTIONS Normally placed on the main signal pole.
A low signal should be placed near the pole in the cyclists direction of travel to prevent
pedestrians from running into it, at a minimum height of 3 m.
SIGNALISED ROAD 4. CYCLIST WAITING SPACE ON CORNER
EASIER FOR CYCLISTS TO POSITION THEMSELVES APPROPRIATELY SO THEY
INTERSECTIONS DONT GET IN THE WAY OF CYCLISTS WHO WISH TO GO STRAIGHT AHEAD.

PRE-GREEN FOR CYCLISTS. GREEN RIGHT-TURN ARROW FOR CARS AT

THE END OF THE PHASE (IN ACCORDANCE
WITH THE ROAD STANDARDS) TO PREVENT
CONFLICT BETWEEN RIGHT-TURNING CARS
AND CYCLISTS WAITING AT THE CORNER.
 5. FULL WIDTH CYCLE TRACK ALL THE WAY TO THE INTERSECTIO
SIGNALISED ROAD
INTERSECTIONS STANDARD SOLUTION IN COPENHAGEN AND SHOULD USUALLY BE
INSTALLED. HOWEVER, IF THERE IS ONLY SPACE FOR A NARROW (1.5
M) CYCLE LANE, THIS IS AN ACCEPTABLE SOLUTION.

A NARROW CYCLE LANE UP TO THE INTERSECTION IS SAFE, IS

EXPERIENCED BY CYCLISTS AS SECURE, AND IS EASILY PASSABLE.

WHEN THE CYCLE TRACK OR CYCLE LANE CONTINUES TO THE

INTERSECTION THERE SHOULD BE A SEPARATE RIGHT TURN LANE OR
RIGHT-TURN BAN FOR MOTOR TRAFFIC WHENEVER POSSIBLE.

A CYCLE TRACK LEADING

UP TO THE INTERSECTION IS THE
STANDARD COPENHAGEN SOLUTION.
SIGNALISED ROAD 6. SHORTENED CYCLE TRACK
INTERSECTIONS

Is an exception.
Solution provides greater capacity for motor
traffic and is as safe as the best designs for cycle
tracks/lanes leading all the way to the
intersection.
However, many cyclists feel insecure when the
cycle track is shortened, and the intersection is
less easily passable than when the cycle
track/lane terminates at the intersection.
Whenever possible, existing shortened cycle
tracks should be continued up to the intersection.
Shortened cycle tracks may be chosen when
there is a steep longitudinal gradient and cyclists
quickly approach the intersection.
SIGNALISED ROAD 7. TRAFFIC ISLAND
INTERSECTIONS

Traffic island that allows cyclists to ride straight

ahead past the island without extra waiting time.
SIGNALISED ROAD 8. WIDE CYCLE TRACK DIRECTLY AFTER THE
INTERSECTIONS INTERSECTION
SIGNALISED ROAD 9. BIKE BOXES IN INTERSECTIONS
INTERSECTIONS
SIGNALISED ROAD 10. BLUE CYCLE CROSSINGS
INTERSECTIONS
SIGNALISED ROAD 11. MINIMAL, HALF, AND FULL T-INTERSECTIONS CYCLE
INTERSECTIONS CROSSINGS
Collectively known in Copenhagen as international cycle
crossings.
SIGNALISED ROAD 12. RIGHT-TURN/LEFT-TURN LANE ON CYCLE TRACKS
INTERSECTIONS

When there is A LARGE AMOUNT OF BICYCLE When there is a SMALL AMOUNT OF BICYCLE TRAFFIC
TRAFFIC the solution should only be used on a three lane a 2 lane (approx. 2 m wide) cycle track termination
cycle track (PLUS net standard, i.e. 3.0 m, perhaps 2.8 can be divided into a right turn/left-turn lane and a
m wide). straight ahead
lane.
 13. CYCLING RIGHT ON RED
SIGNALISED ROAD
INTERSECTIONS

Shunt where non-controlled cyclists ride past the signa

control.
SIGNALISED ROAD 14. SEPARATE RIGHT-TURN PHASE
INTERSECTIONS
SIGNALISED ROAD 15. CYCLE FRIENDLY T- INTERSECTIONS
INTERSECTIONS
OTHER TYPE OF
INTERSECTIONS
 Continuous pavement over side streets are both standard.
1. PAVEMENT CROSSINGS The cycle track normally continues along the crossing or pavemen
. CENTRAL TRAFFIC ISLANDS The central island makes it easier for cyclists and
pedestrians to cross.
3. ROUNDABOUTS Fairly uncommon in Copenhagen although there are a few mini roundab
STREET
SECTION
S
TYPICAL CROSS SECTION OF A COPENHAGEN
STREET

3.4M 2M 2.8M 2.8M 2.1M 1M 2M 1M

1.2 M .5M 1.4 M 3.4M
Sidewalk Bike No turn Lane Drive lane Parking Bike Lane
Buffer Sidewalk
Lane Lane

0.4M

24 M ROW
 T
PA
OT
FO
G)
IN
3.5M

ST
XI
(E
E
CL
CY ES
BI N RI
LA
2M

ST
N
TIO
RA
PA
1M

SE G
KIN
AR
RP
2M

CA
SIGNALISED ROAD 1. MORE SPACE FOR BICYCLE TRAFFIC

E
AN
3.1-3.3M

L
EL
VARIES

AV
TR
TRAM RESERVE
8.5M
E
L AN
EL

5.3 M
AV
TR
R
ST
N
INTERSECTIONS

T IO
RA
PA

1M
SE
E
YCL
BIC ES

2M
LAN
)
ING
I ST

3.5 M
H
(EX TPAT
O
FO
 STANDARD AND MINIMUM WIDTHS OF COPENHAGEN CYCLING
FACILITIES

STANDARD PLUSNET CYCLE TRACK WIDTH 3M

MINIMUM PLUSNET CYCLE TRACK WIDTH 2.8 M

STANDARD CYCLE SUPER HIGHWAY WIDTH 2.5-3.5 M

(Depending on the bicycle traffic volume)

STANDARD WIDTH OF OTHER CYCLE TRACKS IN 2.5 M

COPENHAGEN

MINIMUM WIDTH OF A COPENHAGEN CYCLE 2.2 M (IN EXCEPTIONAL CASES 1.7 M)

TRACK
MINIMUM WIDTH OF A CYCLE LANE 1.5 M
(Without a parking lane on the outside)
 COMMONLY USED WIDTHS OF OTHER COPENHAGEN TRAFFIC
FACILITIES

STANDARD PAVEMENT WIDTH 2.5 M

BUS LANE 3.25 M

MOVIA, THE COPENHAGEN BUS COMPANY 3.5 M

PREFERS
BUS PASSENGER PLATFORM WITHOUT A 2M
SHELTER
TRAFFIC LANE WIDTH WITHOUT BUSSES IN 3M
SERVICE OR MANY LORRIES
 The standard PLUSnet cycle track
has 3 lanes and is 3 m wide.
It can handle at least 3,500 cyclists
an hour.

CONVERSATION CYCLING
Two cyclists can ride side by side and can be overtaken by a third. The
extra space also makes it easier for high speed cyclists, for example e-
 New wide cycle track (dimensioned to
4.0 m based on a capacity calculation).
Can handle at least 5,000 cyclists per
hour.

2.5 m wide cycle track is standard

outside the PLUSnet.
This width just allows an ordinary
cyclist to overtake a cargo bike or
vice-versa!

A two lane cycle track can handle at

least 2,000 cyclists an hour.
1. Reinforced cycle lanes

2. Passenger platforms
Minimum platform width is 1.5 m (preferably 2.0 m)
3. Kerbside bus stops
This kerbside bus stop has no passenger platform
and a cycle track runs through it; cars must wait
for the bus to leave.

4. Shared use paths and areas

5. Kerbside bus stops
This kerbside bus stop has no passenger platform
and a cycle track runs through it; cars must wait
for the bus to leave.

6. Shared use paths and areas

7. Two-way cycle tracks
Minimum width = 3.5 m (if part of plusnet)
Otherwise = 2.5 m

8. Stripes/road markings
9. Curve radius

The radius should allow enough space for

small maintenance vehicles and in some
areas tractors.
Dimensioned to 30 km/h and 20 km/h for
cargo bikes.

1
0
Truck/trailer curve
radius/design
vehicles
THER CYCLE INFRASTRUCTURE
1. Bicycle rubbish bins 2. Footrests
3. Cargo bike car parking 4. Cargo bikes
5. LED sensors 6. GPS systems on the bik
. Intelligent Traffic System
8. Good cycle tracks all year roun
(Rhythm of the street)
9. The Copenhagen Wheel
10. Cyclists of the future
11. Green cycle route 12. Bridges
13. Bicycle parking 14. New bike share system
EDESTRIAN FACILITIES IN COPENHAGEN
 BY 1996,
COPENHAGEN HAD
SIX TIMES THE
AMOUNT OF CAR-
FREE SPACE THAN
IT HAD WHEN
PEDESTRIAN
INITIATIVES BEGAN
IN 1962.
COPENHAGEN 10 STEP 1.Convert streets into pedestrian thoroughfares
PROGRAMME

The city turned its traditional main street,

STRGET, into a pedestrian thoroughfare
in 1962.

In succeeding decades they gradually added

more pedestrian-only streets, linking
them to pedestrian-priority streets,
where walkers and cyclists have right-of-way
but cars are allowed at low speeds.

In 1962 Copenhagen's old main street

became its first car-free street. It's now
the central artery of the city's pedestrian
street system.
COPENHAGEN 10 STEP 2. Reduce traffic and parking gradually.
PROGRAMME

To keep traffic volume stable, the city reduced

the number of cars in the city center by
eliminating parking spaces at a rate of 2-3
percent per year. Between 1986 and 1996
the city eliminated about 600 spaces.
RDHASPLADSEN
The central traffic artery was removed from Town
Hall Square in 1996 and given back to pedestrians.
COPENHAGEN 10 STEP 3. Turn parking lots into public squares.
PROGRAMME

Pedestrians use the public space along the canal

for eating, strolling, and taking in the sunshine.

RDHASPLADSEN
The central traffic artery was removed from Town
Hall Square in 1996 and given back to pedestrians.
COPENHAGEN 10 STEP 4. Keep scale dense and low.
PROGRAMME

Low-slung, densely spaced

buildings allow breezes to pass
over them, making the city center
milder and less windy than the rest
of Copenhagen.
COPENHAGEN 10 STEP 5. Honour the human scale
PROGRAMME

The city's modest scale and

street grid make walking a
pleasant experience; its historic
buildings, with their stoops,
awnings, and doorways, provide
people with impromptu places to
stand and sit.
COPENHAGEN 10 STEP 6. Populate the core
PROGRAMME

More than 6,800 residents now live in

the city center. They've eliminated their
dependence on cars, and at night their
lighted windows give visiting pedestrians
a feeling of safety.
COPENHAGEN 10 STEP 7. Encourage student living
PROGRAMME

Students who commute to school on bicycles don't

add to traffic congestion; on the contrary, their
active presence, day and night, animates the city.
COPENHAGEN 10 STEP 8. Adapt the cityscape to changing seasons
PROGRAMME

STROGET SQUARE Outdoor cafs, public squares, and street performers

COPENHAGEN attract thousands in the summer; skating rinks,
heated benches, and gaslit heaters on street corners
make winters in the city center enjoyable.
COPENHAGEN 10 STEP P 9.Promote walking and cycling as major modes of commuting
PROGRAMME

The city established , pedestrian

paths , new bike lanes and
extended existing ones. They
placed bike crossings--using space
freed up by the elimination of
parking--near intersections.
Currently 34 percent of
Copenhageners who work in the city
bicycle to their jobs.
COPENHAGEN 10 STEP PEDESTRI 10. Make bicycles available
PROGRAMME

People can borrow city bikes for

about $2.50; when finished, they
simply leave them at any one of the
110 bike stands located around
the city center and their money is
refunded.
 FUTURE ASPECTS:
INTELLEGENT TRANSPORTATION
SYSTEM (ITS)
1. MOBILITY AND GREEN
DRIVING
How ITS can help improve better use of
existing infrastructure
Helping drivers follow green wave through
eco-driving
OPTIMIZATION OF TRAFFIC
SIGNALS
Focuses on creating better traffic flow
and shortening travel time, with fewer
stops and better conditions for
pedestrians
 INTELLIGENT BUS PRIORITY
Traffic management can help to ensure that the high
frequency buses, which run without a time schedule, do
not clump together.

GREEN WAVE FOR CYCLISTS

Today, green waves function in isolation without any
coordination behind them. For this reason, work is being
carried out to link them together
To work together simultaneously traffic management
system based on measurements of the cyclists real
travel time, number of stops.
2. TRAFFIC SAFETY AT
NIGHT
HE STREET IS ADAPTED TO THE CITYS RHYTHM OF USAGE
FLEXIBLE USE OF STREET SPACE

A more dynamic use of street

space by using the limited space
in densely populated urban
areas intelligently and
creating more space for
activities that promote city
life.
 4. BIKE SHARING
SYSTEM
The Bike
Practical and stylish. Go bike
features an ergonomically shaped
aluminium frame, built modularly
for ease of repair, with internal
cable routing for lower
maintenance

Integrated Tablet PC
Intelligent cycling. The on board
tablet with built-in GPS allows the
user to plot routes around town
and check travel bookings, while
regularly reporting back to Go bike
Admin.
4. BIKE SHARING
SYSTEM
Electric Motor
Go further, more easily. All bikes are fitted with an
electric motor that provides optional assistance at
four different levels, extending riders range
across the city.

Digital Lock
Stop anywhere. An electric locking system is
selected as Lock bicycle in the tablets menu,
meaning users can stop safely even if there isnt a
docking station nearby.

Puncture free tires

Never lose air again. Puncture-resistant tyres are
guaranteed for 15,000km, meaning users travel
will never be hindered by this age-old problem
again.
 4. BIKE SHARING
SYSTEM
LED Lights

Be seen. Built-in lights are out of harms way,

ensuring reliability while keeping the rider safe
and visible at all times.

LUGGAGE RACK

Carry more. Luggage can be easily stored on the

front and rear racks, which fold out of the way
when not in use
 5. TRAFFIC PLAYGROUND FOR
CHILDRENS
The traffic playground is a public
playground with a kid-sized traffic
town where children learn to move in a
safe environment

The playground is staffed during business

hours and children can borrow go-carts,
pedal vehicles with trailers and small
bikes.

The children are also

welcome to bring their
own bikes, roller skates
and scooter
 6. OTHER INNOVATIONS

BICYCLE ESCALATOR ANGLED BICYCLED REFUGE WHEEL GUTTER

RECTANGABLE BOLLARDS