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Revitalisation of Norrebrogade - one of Copenhagen's most important thoroughfares

Copenhagen

Detailed description of the Good Practice

Norrebrogade is a unique street that was characterised by seemingly endless compromise between conflicting approaches. The pavements were narrow for much of the road’s length, leading to conflicts between cyclists and people getting on and off the buses. To solve the problem, in 2006 the City of Copenhagen decided to develop a plan to regenerate Norrebrogade. This work was carried out between 2007 and 2008, when the municipality invited a number of local interested parties into a dialogue, after which the final proposal was developed.

The overriding goal was to make the street and the space around it more functional to meet the needs of the various parties, which was to be done by a prioritising approach. The following three goals were the focus of the plan:

  • Urban space was to be made more attractive and city life strengthened
  • Conditions for cyclists would be improved on overcrowded stretches of cycle lanes
  • Public transport would be strengthened to cut journey times and increase punctuality

urban planning
quality of life
cycling
transport
climate change

Objectives of the Good Practice

o make the street and the space around it more functional to meet the needs of the various parties, which was to be done by a prioritising approach

Participants of the Good Practice

the City of Copenhagen

Target group of the Good Practice

citizens

Funding of the Good Practice

the City of Copenhagen

More Details of the Good Practice

Buses
The reduction of car traffic on Norrebrogade produced a considerable saving in journey time for buses. The 27,000 passengers who use the buses every day on that stretch of road between Queen Louise’s Bridge and Norrebro Station reached their destination 3% more quickly than when buses shared the road with cars this in turn generated annual savings of three million kroner (approx. € 402,800).

Cyclists and pedestrians
The Danish Cycling Federation has highlighted the improvements in the conditions and ease of passage for cyclists. The new forward location of the bus stops, away from the pavement, has meant that there are fewer conflicts between cyclists and bus passengers. Further advantages included less traffic, less pollution, less noise, increased safety for cyclists and pedestrians, more space, better conditions for cyclists and fewer dangers to people crossing the road.

The municipality’s assessment of stage one has suggested that it is possible to reduce the volume of car traffic by 50% without negative consequences for the surrounding residential streets. The assessment also showed that pedestrians and cyclists felt considerably safer and buses were more punctual, which saved bus passengers about 100,000 hours annually.

Further positive effects:

  • Improved road safety
  • Better accommodation of udesevering and trade exhibitions
  • Noise decreased by 1,5 - 3,5 dB.
  • 15% more cycle traffic
  • Better accommodation and change compared to buspassagerene

Available files

Data sources and references

European Local Transport Information Service
www.eltis.org/study_sheet.phtml?mx_trk=2792951600171962282598787&study_id=2763&lang=en
(Accessed february, 28, 2011)