Territorial Review Copenhagen - Region Hovedstaden

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façades, and street furniture. Such efforts have the potential to improve
walkability and reinforce the attractiveness of Copenhagen (Hrushowy,
2006). Nevertheless, these improvements may entail tradeoffs with public
transit use. One study conducted by Næss (2005) suggests that high density
communities in the Copenhagen metropolitan region, though correlated with
increased walking and bike use, contribute to reduced proportions of public
transit use.
Though Copenhagen stands at the forefront of bicycle promotion,
changes are needed to encourage additional cycling and connect this activity
to the economy. The City of Copenhagen aptly addresses a number of policy
goals, including the construction of additional cycle tracks, green cycle
routes, bicycle parking, and safety improvements, which transcend the
commitments of even the most ambitious cycle-friendly cities (City of
Copenhagen, 2002, 2006). Copenhagen is particularly in need of increasing
multimodality through combining cycling and public transport. Bicycles are
allowed on commuter trains, although safe, covered bicycle parking needs to
be expanded, especially if bicycle use is to increase. Second, Copenhagen
has not capitalised on its brand as one of the world‘s best cycling cities. The
city has yet to conduct a value chain study on how bicycle tourism links into
hotel use, restaurants, merchandise, and the employment of bicycle
specialists. The impact of bicycle tourism in many areas without the cachet
of Copenhagen illustrates its potential. For example, bicycle tourism in the
United States‘ state of Wisconsin, generates USD 278 million per year
(Bicycle Federation of Wisconsin). The Danish Cycling Foundation (Dansk
Cyklist Forbund) has devoted considerable energy to writing bicycle guides
in several languages that have been relatively unincorporated by
Copenhagen‘s tourist office. Third, given the enthusiasm for bicycling in
Copenhagen, the city could better encourage private developers to improve
cycling infrastructure by illustrating how they influence property
appreciation. A growing amount of research shows that homes located near
or adjacent to bike trails command high selling prices (Bikes Belong, 2008).
Lastly, additional efforts in regional bicycle planning need to be initiated,
given the growing urban area of Copenhagen and the strict zone limits of its
public bicycle program, City Bikes. Generally speaking, solutions for a
regional public bicycle programme would not only benefit cyclists in
Copenhagen, but cities that are plagued by similar jurisdictional issues, such
as Paris‘ Vélib public bicycle rental program.
Bicycling could be coupled with national obesity prevention campaigns.
Though Denmark should be lauded for its ―National Action Plan Against
Obesity,‖ this strategy could be improved if it explicitly included bicycle
promotion. Studies have clearly shown that people who cycle to work have a
28% lower mortality rate than the population average (Krag et al., 2005).