Description of Our Final Project

To close out our month of exploring in Denmark, Sweden, and the Netherlands, each of the students on the trip created a representation (some kind of two-page document, podcast, video, etc) of two to three things that have particularly sparked their interest and imagination.

I chose two topics to reflect on. First, I considered some of the characteristics of these places that make car-free recreation so much easier than it is in a lot of places in the United States. Second, I thought about how we might be able to make Americans more aware of the fact that bikes are a feasible alternative to many of the things we now depend on cars to do.

Car-Free Recreation

Research shows that recreation is important for our physical and mental health. In the United States, however, people often need a car to access recreation opportunities, especially those outside of the city. The lack of infrastructure for other transportation options (train, bus, and bike, for example) means that people who do not own a car are at a disadvantage. The need for cars to recreate also raises the concern of environmental costs, as driving to recreate contributes to greenhouse gas emissions.

Since we have been in Europe, I have noticed that there are far more transportation options for people who want to get out of the city for an adventure. We experienced this ease of transportation firsthand — although we did not set foot inside a single car while we were there, we were still able to enjoy:

• Swimming in the Rhine River (10 mile bike ride, one way)
• A BBQ in the suburbs (13 mile ride, one way)
• Bakken Amusement Park (9 mile ride, one way)
• Louisiana Art Museum (22 mile ride, one way)
• A quirky cheese and clog shop (10 mile ride, one way)
• Multiple 25+ mile exploratory rides through the beautiful, peaceful countryside
• And more

How is this possible? The three contributing factors that stood out most to me were:

1. Cycle Superhighways
2. The Numbered Junction Cycling Network
3. Bike + Train

1. cycle superhighways – not just for commuters

In Copenhagen, we learned about the Cycle Superhighway project. The city is working to build high quality, efficient bike routes that connect downtown Copenhagen with surrounding cities and more rural areas. The hope is that investing in this infrastructure will encourage people to commute for work by bike instead of by car.

Although the routes are mainly intended for commuters, they also benefit people looking for a bite-sized adventure away from the bustle of the big city. People seeking adventure can easily and safely leave downtown by bike and pedal along smooth, well-maintained cycle paths. The paths lead them through a variety of beautiful landscapes (rolling hills, forests, and fields of wildflowers, to name just a few) and provide access to hiking trails, picnic areas, swimming holes, camp sites, and more along the way. The routes also connect Copenhagen to other cities in the region, which means that people on bike can easily visit and explore those places on a day trip.

What if we had a Cycle Superhighway project in Eugene? Maybe it would look something like this:

Eugene could connect to Corvallis, Bend, Oakridge, Cottage Grove, and Florence through dedicated Cycle Superhighways.

2. Numbered junction cycling network – start at your own front door and choose your own adventure

In Utrecht, we learned about the Numbered Junction Cycling Network that connects the country (and some parts of surrounding countries) with a web of bike trails and quiet roads, all of which are scenic and safe for people on bikes. Each intersection in the network has a number, and a phone app allows users to create routes starting and ending at any numbered junction they desire. All the user needs to do is to select where she wishes to start and end, and the app will generate the list of numbered intersections she can navigate through to get there.

City-dwellers looking for adventure can easily use this system to create an infinite number of bike routes that depart right from their own front door and take them past interesting and beautiful “roadside attractions.” It is a great way to discover new things about the area you live in or are visiting.

What if we had a Numbered Junction Cycling Network in Eugene? Maybe it would look something like this:

Numbered junctions on a map of Eugene. This is the map of the proposed bicycle network for Eugene created by LiveMove students in 2023.

3. Bike +train – provides options and redundancy

In Amsterdam, we learned about how powerful the combination of bikes and a well-designed train network can be. Trains provide options to travelers who only want to bike one way to a destination. When we went to the Louisiana Art Museum in Denmark, for example, several people biked the 22 miles there and then loaded themselves and their bikes onto the train for the journey back to the hostel. We also learned about how common it is for people in the Netherlands to ride their bike to a train station, park it in a secure bike parking garage, take the train to some far-away city, and then rent one of the train network’s “OV-Fiets” bikes to explore their destination city. The train allows people to get to far away locations and the bike allows people to get around at the origin and destination points. The combination of the two transportation modes provides a lot of flexibility to travelers, all without the need for a car.

Making Bikes an Obvious Option

For many Americans, bikes do not occur as a feasible transportation option. Cars are the default here, and many of us are most familiar with bikes being used solely for recreational purposes. Even when people start to learn about the possibility of transportation by bike, the transition to using bikes to fulfill daily needs can feel overwhelming if they have to figure it out on their own.

In the countries that we visited in Europe, however, large portions of the populations see transportation by bike as an obvious option. While we were there, we saw people using bikes to:

• Get groceries
• Transport children, pets, and even other adults
• Commute to work and school
• Transport furniture
• Deliver medical supplies
• Deliver mail and packages

What can we do in the United States to help Americans see transportation by bike as more of an option? Based on conversations we had with several professionals during the program, it seems that exposing people to what is possible, planting the seed with kids, and promoting the infrastructure that is already in place are great places to start.

1. expose people to what is possible

Many people do not even realize that bikes are an option. We are surrounded by messages that tell us that cars are the only effective way to fulfill our daily needs. If we want to encourage more Americans to bike, an important part of the process will be to help them see bikes as more than just toys for recreation.

Media messaging can play a role here. What if TV shows began emphasizing that their main characters happily procure their groceries by bike instead of car? What if James Bond’s next vehicle of mass destruction were a really cool bike? I saw a show recently where the main character gets around on a futuristic-looking e-bike. It caught my attention because it seemed like an unusual aspect of her life to highlight, and was a striking departure from the average TV show where you see the main character driving everywhere.

Sharing the stories of everyday people using bikes to get around is another way to make biking feel more relevant. If we see people that we can relate to doing something, we are more likely to be able to imagine ourselves doing it too. We could share these stories through social media, news articles, etc.

Figuring out how to accomplish tasks by bike, even once someone knows it is possible, can be difficult enough that it keeps people from trying. To combat this tendency, we need to make sure there are high-quality and accessible resources for people to reference. “How-To” videos that explain and demonstrate how to shop for groceries by bike are one example.

2. plant the seed with kids

In Copenhagen, we got a tour of the city’s “Traffic Garden” park where children go with their parents to learn the basics of navigating the city’s infrastructure by bike. The park partners with schools to teach kids these skills throughout their time in grade school. This facility allows the city to teach children from an early age that biking is a viable transportation option. Imagine if we implemented similar programs in the United States. By planting the seed of bicycle transportation with children, they learn early on and get excited about the possibilities of independently exploring their worlds. They are likely to take this excitement home to their families, which in turn exposes parents and siblings to the possibilities too. Another potential side effect of teaching kids about bikes is that parents, knowing that their kids are interested in exploring on their bikes, may be more willing to support investment in safer bicycle infrastructure.

A young child in Copenhagen pedaling around the city’s “Traffic Garden” park.

3. promote the infrastructure that you have

In Copenhagen, we talked to a representative from the Cycle Superhighway project about ways to increase usage of bicycle infrastructure. One of the methods she noted that stuck out to me was the importance of effective route advertisement. This means doing things like spreading the word about new routes and creating media (maps, for example) that highlight safe, reliable routes to desirable locations. She also mentioned that the city created videos that showed someone riding entire routes so that people interested in, but hesitant, to try it can feel more confident about what to expect along the way.

She also discussed the need to make people feel like part of the story. One way to do this is by adding electronic counters along certain routes so that people can see the number increase by one every time they ride by — proof that they are making difference. Another way is to give names to specific routes so that people who use them often can proudly say, “Oh yes, I use the XXX route to get to work.”

Incentives for bicycle commuters and programs to encourage bicycle use are another way to promote existing bicycle infrastructure. When I lived in Sacramento, California, for example, the city offered transit discounts to people who could prove that they biked to work on a regular basis. Some cities also encourage families to explore areas by bike by creating bicycle scavenger hunts.

The final stop on our study abroad trip (before heading back to Amsterdam to fly home, that is) is Utrecht. After spending two days in Nijmegen, I was pretty sure I had found my favorite place of the trip so far. Now that I have had a chance to explore Utrecht over the last few days, however, I feel my allegiances shifting…

To be fair, I think a large part of my appreciation for the city is due to learning about it from our awesome tour guide and resident Utrecht expert, Ronald. Ronald is a traffic engineer for the City of Utrecht and has spent a significant amount of his time since we arrived showing us all of the interesting transportation infrastructure the city has to offer (thank you, Ronald!).

Our awesome Utrecht tour guide, Ronald (left) and me (right).

The city itself is also just a fascinating and engaging place to be, especially for people who enjoy pedaling to and from places on a bike. According to the wall paper next to my bed in the StayOkay Hostel, Utrecht has over one million bicycles. That sounded like a lot when I first read it, but now that I have explored the city a bit, I would not be surprised to discover that that estimate is actually much lower than the real number.

The wallpaper next to Rosemary’s bed in the StayOkay Hostel informs the bunk’s occupant that Utrecht has one million bicycles.

A Train Station With Two Entrances

One of the significant pieces of transportation infrastructure that Ronald provided us background information on was Utrecht’s central train station. Using an impressive scale model of the city center, he described how the station used to be oriented differently. Originally, it had only one entrance which provided access to the train platforms from the city center to the east. As the city grew, however, it needed to expand to the west of the station.

City planners understood that providing access to the train station from both the east and the west would be critical to successful city growth. To accommodate this need, they reoriented the station so that it had two entrances, one on both the eastern and western ends. To encourage businesses to build on the western side of the tracks, the municipality led the way by committing to building its new office building there.

The scale model of the Utrecht city center that Ronald used to explain the design of the Central Train Station.

The World’s Biggest Bicycle Parking Garage

Ronald also described the features of the world’s largest bicycle parking garage, which is right next door to the train station. The garage has three levels and can accommodate 12,500 bikes. Use of the top and bottom floor is free for people with OV-chip cards, while people who wish to use the middle floor must pay a monthly fee for the convenience.

A cycle track wraps around the outer edges of the facility, allowing people on bikes to access the different levels conveniently by bike. Separate pedestrian paths also line the aisles and inner portions of the garage. Each row of bike parking has a “capacity meter” at the end that shows the number of available bike parking spaces in green. A cycle route running through the center of the middle level of the garage allows commuters to pass through the garage and to their destinations efficiently.

After marveling at the scale model of the structure, which was complete with tiny people on tiny bicycles, we had a chance to actually walk through it.

A scale model of the world’s largest bicycle garage, complete with tiny people on tiny bicycles. This image also shows the cycle ramps that allow people on bikes to reach the different levels of the garage.

Just a few of the bikes parked on the three levels of the world’s largest bicycle garage in Utrecht.

“Capacity meters” and the pedestrian path in the world’s largest bicycle parking garage in Utrecht.

Getting Around by Bike in Utrecht

Almost immediately, I felt very comfortable getting around Utrecht by bike. It is not as regimented as Copenhagen (not as many traffic lights) and not as hectic as Amsterdam (not as many people). Having navigated both of those places before this one, I found that it was pretty easy to integrate all of the knowledge I had gained already and apply it here.

Other Interesting Things in Utrecht

On our first day in the city, I witnessed a boat collecting trash from restaurants and other businesses along the canal. I do not know for sure what prompted the city to collect trash this way, or even if this is the only method it uses to collect trash. But it seemed to make sense considering that the streets above the canals are pretty narrow and often packed with people and bikes. According to a quick Google search, there is another boat that brings supplies to businesses via the canal system. The website said that both of the boats are “powered by electricity and reduce the burden that transport through a historic city center brings significantly.” (For the blurb, see this website: https://northsearegion.eu/iwts20/news/pilot-project-the-beerboat-utrecht/)

Rosemary and two of her travel buddies posing with a boat collecting trash from restaurants and other businesses along the canals of Utrecht.

We also got the chance to ride our bikes on the world’s longest rainbow bicycle path at the Utrecht Science Park. A student at the University of Applied Sciences Utrecht, Elias van Mourik, initiated the project, and the path opened in October 2021. It is a symbol of the importance of the acceptance, equality and safety of all people from the LGBTQI+ community. (For more information, see this website: https://www.uu.nl/en/news/opening-rainbow-bike-path-a-powerful-symbol)

The world’s longest rainbow bicycle path at Utrecht Science Park.

Rosemary’s rental bike poses majestically on a stretch of farm road somewhere between Junctions 79 and 88.

Planning the Route and Getting Started

Saturday, July 15 was a free day on our trip itinerary, so I decided to test out the “numbered junction cycle network” that stretches across the Netherlands (and into surrounding countries, too). This system allows cyclists to navigate the web of bike-friendly trails and roads across the country by creating numbered routes and then following signs to the path intersections that correspond to those numbers. I am used to having to rely on Google Maps on my phone to navigate during bike rides, so I was intrigued by this system that, in theory, would allow me to find my way with just a list of numbers written on paper.

The system has a corresponding app, called “NodeMapp Bike,” that shows all the numbered intersections on an interactive map. It allows you to click on points to build a route. For example, if I wanted to bike from Utrecht to Amsterdam on bicycle-friendly roads and trails, I could click on a junction close to my location in Utrecht, and then on a junction close to where I want to end up in Amsterdam. The app would then generate a route that I could navigate by following the resulting string of numbers.

In addition to building routes the app also allows you to convert them to GPX files and share them. If you pay a subscription fee, you can also use the app to give you live navigation updates (Google Maps/GPS-style). I did not have the subscription, which meant that if I ever got off track I would have to flip back and forth between the NodeMapp Bike app and my Google Maps app to figure out how to get back onto the route.

I did not have anywhere in particular I wanted to go, so I started at the point closest to the hostel, and then clicked in a loop around Utrecht to the North, West, and South. I was curious to see what kind of roads/trails I would end up on, and whether there would be any interesting “roadside attractions.”

Armed with my rental bike, my list of target intersections, my phone for backup navigation, and some snacks, I set out on my journey.

Rosemary’s adventure route in the form of a list of numbers that the NodeMapp Bike app generated for her. Next stop: Knoppunt 28…to the right!

Ease of Navigation

Overall, I found this method of navigation to be quite intuitive. In most areas, signage clearly indicated when and in which direction to turn to stay on course to the next waypoint. I was a little surprised by how many extra intersections and turns there were between numbers (in other words, not every single intersection in the country is numbered). In hindsight though, this makes sense because numbering every intersection would be impractical, and not all intersections have offshoots that are bike-friendly.

The signage at Junction 46. Next stop: Right to Junction 18!

An example of the maps also present at some of the junctions.

There were a few occasions where I either missed a sign or no sign was present, and I traveled for a while in the wrong direction. I could usually tell when I was off track because I encountered several turns where there was no signage. At that point, I would dismount my bike, compare my location on Google Maps to the route in the NodeMapp Bike app, and navigate back onto the route. This part was tedious, but it happened only a few times, mostly in busier city areas where things were more complicated — more signs, roads, trails, and intersections to distract me. In total, my route ended up being three miles longer as a result of wrong turns and redirections.

Rosemary’s planned 38.8 mile route in the NodeMapp Bike app.

Rosemary’s actual 41.8 mile route as recorded by her Garmin watch.

Road and Trail Types and Comfort Level

The route was an interesting combination of separate bike trails (mostly paved, but a little bit of gravel too), neighborhood streets, and quiet country roads. For the entire ride, I felt completely safe and comfortable on my bike.

Here are some examples of the roads and trails:

A quiet neighborhood road that Rosemary encountered on her ride.

A pedestrian trail that Rosemary encountered on her ride.

A separate paved bike path that Rosemary encountered on her ride.

A quiet country road that Rosemary encountered on her ride.

Roadside Attractions

As I mentioned above, I did not plan to go anywhere in particular on this ride, but even still I found plenty of reasons to stop and take in the sights.

Here are some of the highlights:

Elegant adult swans and some ugly ducklings that Rosemary encountered on her ride.

A fuzzy sheep peers through the bars at Rosemary during her ride.

A baby horse drinking milk from his patient mother that Rosemary encountered on her ride.

Disembodied heads at a scrap metal sculpture yard that Rosemary happened upon during her ride.

A fearsome dragon sculpture that Rosemary encountered on her ride.

Conclusion

By the time I got back to the hostel, I found that I had thoroughly satisfied my thirst for adventure for the day. I was happily exhausted, felt that I had experienced a significant swathe of the area, and got to see some “cool stuff.”

As I reflected on my experience, I was excited by the possibilities that the numbered junction cycle network provides. If, for example, I wanted to go out again tomorrow, I could use the app to create an entirely new route that I could access right from my front door. I also like the fact that the network is so widespread – I love the option of being able to get pretty much anywhere without having to worry about accidentally turning onto a non-bike friendly stretch of road. I would love to see something like this at home in the US!

I am now two and a half weeks into my Bike Study Abroad trip and have spent time transporting myself by bike in both Copenhagen and Amsterdam. Biking in these places is similar in many ways, but there are also distinct differences between them.

Similarity: Cautious, Respectful Car Drivers

In Copenhagen and Amsterdam, I was impressed by how cars and bikes interacted. In both places, cars are patient with people on bikes and seem to always be paying close attention to their surroundings. As an amateur person on a bike, I benefited from this tendency. On several occasions, I found myself in the middle of an intersection when I probably should not have been. And yet…

No one honked impatiently at me.

I did not get crushed like a bug.

No one made a fuss.

The only reason I knew I had made a mistake was that none of the other people on bikes at the intersection joined me on my daring charge towards destiny. That, and the fact that the car drivers who actually had the right of way began inching slowly forward to make some progress while also accommodating my mistake. They continued calmly on their way once their path was clear. This is a distinct and welcome difference from what I have experienced in Eugene, where I sometimes even get honked at when the pedestrian light is green and I am using the crosswalk. How dare I endeavor to cross the street on foot?!

Similarity: Robust Network of Bike Infrastructure Separate from Cars and Pedestrians

Both places also have robust transportation networks that provide separate space for bikes, pedestrians, and cars. The bike infrastructure is comprehensive, meaning that people on bikes can turn down pretty much any street and feel confident that they belong there. This characteristic is important for encouraging high rates of bike usage because people are confident that they can efficiently fulfill their daily needs by bike. They also have several route options for each destination they want to visit, allowing them to avoid areas they do not like, or add other destinations to their route to maximize efficiency through “trip-chaining.”

Rosemary testing out a bike and pedestrian bridge in Amsterdam. It worked.

An intersection in Amsterdam with car lanes, tram tracks, a bike lane, and a crosswalk.

Similarity: Uni-Directional Bike Lanes

Both Copenhagen and Amsterdam have mostly uni-directional bike lanes on either side of the street. Although there are some benefits to two-way bike lanes (less need to cross car lanes to get to the lane going in the direction you want to go, for example), I find that I prefer uni-directional lanes. Especially in an area where there is already a lot for my brain to process, having to worry about dodging bikes coming from the opposite direction just adds more to my cognitive load.

Uni-directional lanes also simplify intersections for people on bikes. Instead of having to navigate the complexities of two intersections — one for the two-way bike traffic and then the car intersection — they need only understand and navigate a single, larger intersection.

The only place I have experienced two-way bike traffic so far on this trip was during our short stay in Malmo, Sweden. I did like some things about it. In certain situations, for example, two-way bike lanes made me feel more separate from car traffic because the trail was on the outer edge of the road, which reduced interaction with cars. It seems like this observation would hold only on the outer edges of cities though — once you get into the downtown area, there is not really an outer edge to cling to, and so it seems like uni-directional lanes make more sense in these areas. To me, two-way bike lanes have a much more ‘recreational’ feel to them. I associate them with being separate from/interacting less with traffic, and therefore having fewer options to efficiently access the destinations I might want to visit within a city.

Difference: Rule-Following vs. Flow

Biking in Copenhagen feels very different from biking in Amsterdam. In Copenhagen, the rules of biking feel relatively rigid. In Amsterdam, they feel relatively loose.

Biking successfully in Copenhagen relies on closely following traffic rules. It is difficult to find an intersection in Copenhagen without separate traffic lights for cars, people on bikes, and pedestrians. People on bikes and pedestrians rarely cross a street if their respective lights are red. It seemed like there were a lot places where I had to stop completely, and then get back up to speed again.

Biking in Amsterdam, on the other hand, relies a lot on “going with the flow.” There are far fewer intersections with traffic lights. In fact, on our scavenger hunt, we located a multi-lane intersection of car, tram, bike, and pedestrian traffic with zero traffic lights…it flowed beautifully, and was mesmerizing to watch. We even saw a gaggle of school children (with adult chaperones) flow serenely through the network of crosswalks as bikes and cars slowed and moved cautiously through when they could. I came to a full stop much less frequently in Amsterdam. In many places, there are “yield teeth” on the ground for bikes instead of stop lights, which means you can keep going as long as there is no one coming from the left or right.

Difference: Number of Cars

Before I began this trip, I assumed that there would be noticeably fewer cars in both Copenhagen and Amsterdam than what I am used to seeing at home. Overall, this assumption has held true, but I was still surprised that I saw as many cars as I did, especially in Copenhagen. Copenhagen has far more car traffic than I thought it would, but it feels easy and safe to navigate by bike because the bike infrastructure is so effective. I noticed that, comparatively, Amsterdam definitely seems to have fewer cars.

My guess is that this is due, at least in part, to how each city is designed. Compared to Amsterdam, Copenhagen seems like it would be a much more pleasant driving experience. Its streets are relatively wide and easy to navigate by car. Amsterdam, on the other hand, seems like it would be an awful place to drive. My understanding is that the city design pushes cars that want to travel with any sort of efficiency out to the A10 Ring Road that “rings” the city’s outer edge. Once the driver reaches the point along that ring that is closest to where she want to end up, she must navigate narrow streets, tram lines, curb bulb outs, and sidewalk and cycle track grade changes as she works her way back in towards the center of the city. And then pay an arm, leg, and maybe even something extra, to park. All of these obstacles make for some pretty frustrating and slow going.

A bird’s eye view of Amsterdam’s A10 Ring Road.

Difference: Visual Cues for Bike Infrastructure

The way that the two cities visually signal bicycle infrastructure is different too.

In Copenhagen, cycle tracks are the same color as the street. People on bikes know where the lanes are because they are often raised a few inches above the grade of the street and/or because they are delineated as a separate lane on the street and marked by the white painted bicycle icon.

A raised cycle track in Copnehagen.

In Amsterdam, the city paves many of the bike lanes with red-tinted asphalt or bricks. Anything paved in red means that bikes have priority. The appearance of bike infrastructure in Amsterdam is less consistent than in Copenhagen – there are some areas where red-tinted lanes suddenly give way to gray, bumpy (and even some broken) paving stones. In some places, it was difficult to tell whether I was on a bike lane or on a sidewalk.

A recently re-done intersection in Amsterdam with red bricks indicating that bikes have priority and that cars are guests in the area.

Difference: Clarity and Protection at Intersections

One of the differences that took me most by surprise is how different intersections feel in the two cities.

In rigid, rule-abiding Copenhagen, traffic lights make it very clear who was supposed to go when. Because the raised cycle tracks tend to descend to street level and place people on bikes temporarily at the level of car traffic, however, things can get a little unclear, especially for people trying to turn left. I was never quite sure where to move and wait when I needed to turn left.

In flowy, non-stop Amsterdam, intersections feel surprisingly well-defined and protected. Instead of mixing with car traffic at intersections, the infrastructure clearly delineates space that belongs to people on bikes waiting to cross. I also like that left turn arrows and lane markers clearly show where people who wish to turn left at the intersection should flow and wait for the next traffic signal to turn green.

An example of the helpful left turn arrow at an intersection in Amsterdam.

During our bike tour in Amsterdam, we got to see an example of the relatively new “Banana and Fries” intersection model, which is meant as a way to keep the ever increasing number of people on bikes safer in these areas. The “banana” is a raised, curved barrier that protects people on bikes at a corner. The “fries” refer to the funnel-like design that provides more room for people on bikes waiting on one side of the intersection. The lane then narrows gradually to its smallest point as it crosses the street. This design improves throughput because more people can line up at the stopping point and then taper down gradually once the light turns green and the bikes get back up to speed at different rates.

An example of the “Banana and Fries” intersection model in Amsterdam.

Conclusion

My general assessment is that if you give yourself some time to adjust to the different models, you can safely get around by bike in either of these cities. I suspect, however, that most people will prefer one style over the other. If I could design my own city, I would combine the reliable traffic light and raised cycle track system of Copenhagen with Amsterdam’s protected intersection corners and clearly marked left turn lanes for bikes. Oh what a world that would be.

One of the questions we have been thinking about on our trip so far is based on two seemingly conflicting pieces of advice we have received during our meetings with professionals. The first piece of advice was to prioritize putting bike infrastructure on a city’s most important streets first. The second piece of advice was to start with easier tweaks on quieter streets to build neighborhood networks. While the ideal solution is probably some kind of happy medium, if I had to choose one over the other I think that prioritizing the biggest, most traveled streets in a city would have the greatest impact.

One reason I feel this way is based on personal experience. My decision to bike to a destination is heavily influenced by how safe, connected, intuitive, and easy-to-navigate I perceive the busiest portions of the ride to be. If I worry that the most car-heavy portions of my trip will feel overwhelming on a bike, I am more likely to drive instead. I would much prefer to navigate smaller, neighborhood roads that lack bike infrastructure because there are usually fewer cars that generally travel more slowly.

I am happy to ride my bike to school, for example, because a robust system of separated bike trails along the river path takes me through what would otherwise be some of the busiest, most car-heavy parts of of Eugene. On either end of the trip, I have to do some road riding, but those areas are generally slower paced and very short. Were the situation reversed (bike trails on the tail ends and the bulk of the trip being road riding with fast-moving cars), I would be hesitant to undertake the journey.

Another reason I think it makes sense to invest in adding bike infrastructure to busier streets is that those streets are the ones most likely to have a lot of “destinations,” like shops, restaurants, and grocery stores, along them. Adding bike infrastructure to these areas provides people from many neighborhoods with the opportunity to experience the joys of fulfilling daily tasks on a bike. Especially in a society where many people have never even considered anything other than cars as a viable form of transportation, exposure to the possibility of safe bicycle transport is critical to shift mindsets. Even if someone ends up driving to the busy area, parking, and then biking around within it to complete a set of errands (“trip-chaining”), having good bike infrastructure encourages them to imagine what having this kind of infrastructure throughout the city could be like, which could increase demand for positive policy changes. In contrast, prioritizing bike infrastructure on smaller, neighborhood streets is likely to benefit the smaller group of people who live in that specific area. Because of this, it seems like a less effective way to disrupt peoples’ assumption that cars are the only reasonable way to get around.

As I mentioned above, the ideal solution is probably some combination of the two extremes, but if you have to start somewhere, the biggest roads seem to be the ones that will pack the greatest punch.

On Friday, June 30 we departed Copenhagen for Malmö, Sweden via train. It was only a 30 minute train ride, but when we got off the “vibe” felt very different from Copenhagen.

Biking and Walking in Malmö

There are several differences between biking and walking in Malmö vs Copenhagen. In Copenhagen, most bike lanes are uni-directional, but in Malmö, most are bi-directional. I knew this would make riding feel different, but I was surprised by just how much it changed the way things flow. Having to worry about two-way traffic is another thing to worry about, so it felt like my cognitive load was a little higher.

I also noticed a lot more “beg buttons” (the buttons pedestrians and people on bikes have to push for permission to cross the street) in Malmö than I had in Copenhagen. In Copenhagen, I saw these contraptions only a few times, and very rarely in the city center. In Malmö, however, I saw them everywhere. As a matter of fact, it was rare to find an intersection that did not have one.

Drivers in Malmö seemed less fond of bikes than drivers in Copenhagen. In Copenhagen, I noticed that, in general, drivers tended to be very patient with people on bikes. They rarely honked, even when a pedestrian or a person on a bike was still crossing after the light had changed. They traveled at respectful, measured speeds. In Malmö, car drivers’ behavior seems generally more aggressive. As soon as the light changes, they begin honking if anyone is still crossing. And then rev their engines viciously and zoom away in a huff. I felt like I needed to be more alert when biking in Malmö because of this tendency.

A bi-directional bike lane in Malmö.

A “beg button” in Malmö.

Bike Parking and Security

Bike parking and security was also significantly different in Malmö. In Copenhagen, bikes seemed to be parked everywhere, and locked only with a built-in rear wheel locking mechanism. In Malmö, security is apparently much more of a concern and improperly secured bikes often get stolen. Consequently, in addition to the rear wheel locking mechanism, the man that we rented our bikes from also gave us cable locks and encouraged us not to leave our bikes on the street overnight.

I also saw my first bike garage in Malmö. It is possible that some of these exist in Copenhagen, although I did not see any there. When we went on our guided bike tour in Malmö, our tour guides explained that security was an important factor in the garage’s design. There were two sections to the garage, both of which were monitored by security camera. One of the areas was more secure, protected by metal gates that only people with the proper security card could access. The idea is that people taking the train and planning to be gone for a while can rest easy knowing that their bikes are secure.

The less secure portion of the bike parking garage.

The stairs leading out of the bike parking garage, complete with bike ramp.

Bike and Scooter Share

Compared to Copenhagen, Malmö seemed to have more options for bike and scooter share. Although I saw bike rental businesses in Copenhagen, I do not remember seeing any bike share options. I also saw less than three e-scooters during my time there. In Malmö though, I saw several bike share stations and several different kinds of e-scooter rentals, with plenty of people using them. I wonder if the bike and scooter share are necessary because Malmö is relatively new to creating systems for alternative transportation, and therefore fewer people own their own bikes/scooters than in Copenhagen?

A flock of e-scooters clustered in a makeshift parking area.

A fully stocked bike share station.

One of my favorite things about Copenhagen was how visually engaging it was. Buildings, artwork, and plants all work together to create a mesmerizing city that keeps you wanting to meander further and further no matter how tired you feel.

Buildings

Although most of the buildings at the center of Copenhagen are similar in that they are five stories tall and create strong ‘edges’ along the street, they are also all very unique. Compared to other cities I have seen, buildings here have a variety of different facades. Different colors and textures keep things interesting as pedestrians and people on bikes wander past on their daily outings.

The colorful buildings lining the canal at Nyhavn in Copenhagen.

Two neighboring apartment buildings with different facades in Nordhavn, Copenhagen.

Similar five-story buildings with different facades lining a street in Copenhagen.

Artwork

Murals and other forms of art are another prominent feature of the city. I saw a plenty of graffiti-style murals along streets, on the sides of buildings, and decorating various parks and playgrounds that I visited.

A colorful mural on a wall bordering the sidewalk in downtown Copenhagen.

Painted rodents seem to seek entrance into the building they decorate.

An imaginative mural completely covering the face of a building bordering BaNana Park.

An ominous mural, also on a building bordering BaNana Park.

Beautiful Plants

I was frequently surprised during my journeys through the city to suddenly find flowering plants in unexpected places. In downtown areas I have visited and lived in the United States, the most plant life I have remembered seeing are weeds sprouting determinedly from cracks in the sidewalk. In Copenhagen, however, I discovered what looked like hollyhocks and roses sprouting vibrantly from where they appeared to have been carefully planted in tiny bits of dirt carved out from the cobblestone sidewalks. The brightly colored flowers always made me smile, and I usually took at least a short break to ogle them. I appreciated the reminder to take a minute to enjoy the scenery.

A voluminous flowering plant seems to burst enthusiastically from a sidewalk in downtown Copenhagen.

A colorful community of hollyhocks thrives alongside a road in Copenhagen.

Cycle Superhighways

Copenhagen has an impressive network of bike-friendly streets that allow people on bikes (I learned that Danes like to refer to bike riders as “people on bikes” instead of as “cyclists” because it makes bicycle transport feel more accessible for a wider range of people) to get pretty much anywhere within the city. Another one of our “assignments” was to test the limits of that network — how far out does the network go and how does it connect to other nearby cities?

A few days into our stay in Copenhagen, we met with one of the planners working on the city’s “Cycle Superhighway” project. She explained that the city is working to create high quality, continuous bike routes that radiate from its center and connect to outlying areas. The hope is that these routes will allow and encourage more people who work in the city but live elsewhere (or the other way around) to choose to commute by bike instead of by car. So far the city has completed only a few of the proposed routes. It is continuing progress on the remaining planned routes.

Rosemary’s shadow as she rides her bike along Cycle Superhighway 95. The red circle with the “C” in it is the symbol of Copenhagen’s Cycle Superhighways.

My Route

The way we, as students, tested the network was to pick one of the cycle superhighways and pedal all the way to the end, noting infrastructure details and our changing surroundings along the way. I was particularly excited for this task because I always enjoy trips where I get to watch the scenery slowly morph as the miles slide by. I knew that starting near the city center and then biking away from it would result in some interesting shifts in the types and size of buildings and the number of people, cars, and bikes.

I chose Cycle Superhighway 95, which extends for about 15 miles northwest of Copenhagen and ends in Farum. The map below shows the route that I took there and back (29.4 miles round trip).

Rosemary’s route along Cycle Superhighway 95 from Copenhagen to Farum.

Changing Scenery

Leaving from our hostel, I saw plenty of cars, people walking and biking, traffic signals, and large, five-story buildings lining the streets.

A view of a street near Rosemary’s hostel in Copenhagen. There are lots of people, bikes, cars, traffic signals, and large five-story buildings lining the streets.

The further I went, the fewer pedestrians and people on bikes I saw…

Travel lanes a little further out from the city center. Rosemary is the only person on a bike (or on foot), and the buildings are much less densely packed.

And the buildings started to change – instead of creating solid, continuous edges along the street, they were further set back and more spread out, creating a more open feel. Cars moved faster here than in the city center, but I still felt safe on my elevated bike lane.

Eventually I even saw standalone buildings…

A standalone building on the outskirts of Copenhagen.

Including a what appeared to be a single family home! All of the homes that I had seen so far in Copenhagen were units in five-story, multi-family buildings, so this find was quite a change from what I was used to.

A rare single family home on the outskirts of Copenhagen.

After a few more miles, there were no more buildings to be seen – I was surrounded by beautiful countryside. Open meadows and wildflowers. Forests. Fungi and slugs. With the highway always to my left and the pedestrian lane always to my right.

An image taken from the cockpit of Rosemary’s rental bike, showing the long ribbon of bikeway with car traffic to the left and pedestrian traffic to the right.

One of the beautiful grassy, rolling meadows that Rosemary rode by on her journey to Farum.

A mixture of wildflowers (poppies and daisies?) dotting the side of the bike path.

Rosemary taking time to stop and smell the flowers on her way to Farum.

Lovely forests line some parts of Cycle Superhighway 95.

Rosemary contemplating whether the giant mushroom she encountered on her way to Farum is edible. She decided that it was not.

One of the many slugs that Rosemary shared Cycle Superhighway 95 with during her ride. She did her best not to squish any of them.

Thoughtful Touches

I was impressed by the quality of the bike lanes and the thoughtfulness of the amenities provided at various intervals along it. The asphalt was smooth the majority of the way (I actually do not remember encountering ANY bumps, which surprised me). I saw bike service stations with air pumps (a few even had retractable tethered bike wrenches) at regular intervals along the route, usually where it intersected with other roads or bike lanes. The service stations made me feel a little bit more comfortable as I rode (what felt like) farther and farther away from civilization. Except for the fact that I did not have a spare tube with me…alas. Maybe they will install bike wheel tube vending machines along the route in the near future. 🙂

Rosemary using a tethered bike wrench from a Cycle Superhighway 95 service station to tighten her wiggly bicycle seat.

A service station along Cycle Superhighway 95, complete with air pump and retractable tethered bike wrenches. It even had instructions on how to use it.

I also appreciated that the route took me through several tunnels. It was nice to not have to worry about crossing a street or wait for a traffic light to turn. Many of the tunnels had interesting colored lights inside, but most of them were not very bright. There were a few tunnels I went through that were actually very dark. I doubt that the planners intended for them to be that way, but maybe the city is struggling to keep up with maintenance. Or maybe the lights just do not turn on during daylight hours…but even still, the tunnels were long enough that lights inside during the day would be helpful, especially because people on bikes share the tunnels with people on foot.

Rosemary zipping (with great care) through a cool tunnel on Cycle Superhighway 95.

A tunnel along Cycle Superhighway 95 with interesting circular neon lights on the walls. The ceiling lights in this one appear to be operational.

Another tunnel along Cycle Superhighway 95. The ceiling lights in this one do not appear to be operational.

The first “beg button” Rosemary encountered on her way to Farum.

In a few places, there was no tunnel and I had to cross a road. I noticed that the further I got from the city, the more often I saw “beg buttons,” or those little buttons that people on foot and on bike sometimes have to press for permission to cross the street. In the city center, I did not see any of these buttons – the bike and pedestrian lights seem to cycle through on timer just like the car lights. Out here, however, probably because there was not as steady a stream of pedestrians and people on bikes, the beg button was the norm. I waited obediently (for what felt like a very long time) to cross the street and continue my journey.

One of the perks of being so close to the busy car road was that signage for the road was often visible from the bike trail (even when the bike trail separated slightly from it). This feature made it easy to track my progress along the route. I also saw several signs along the way telling me that I was still on the right track to get to Farum and how much further I needed to go to get there.

A car road sign that is also visible from the bike route, which helps people on bikes with way-finding.

Lighting along the trail took different forms. In some places, mini street lamp-style lights lined the route at a consistent interval. In others, lights were embedded into the asphalt, probably as a way to show people on bikes where the edge of the lane, or the centerline on two-way sections, is in the dark.

A mini street lamp-style light present along some parts of Cycle Superhighway 95.

Lights embedded into the asphalt, probably as a way to show people on bikes where the edge of the lane, or the centerline on two-way sections, is in the dark.

I noticed that there were several recreation areas directly linked off of the road and cycle superhighway. I like the idea that people living in the city, even those without cars, have the option to access the outdoors simply by hopping on their bikes.

The entrance to one of many recreation areas accessible directly from Cycle Superhighway 95.

Others I Encountered Along the Way

A person traveling along Cycle Superhighway 95 in style with a motorized unicycle.

The further away from Copenhagen I got, the more cyclists I saw. And when I say “cyclists” I mean the people on speedy bikes, wearing speedy clothing, and traveling relentlessly at high velocities. Gone were the commuters of the city center — I felt a little out of place on my rented commuter bike. I did encounter a few other oddballs though. I specifically remember being passed by a guy on what appeared to be some kind of motorized unicycle.

Farum

After approximately two hours of pedaling (and stops for picture taking), I entered Farum. It had a very different feel from Copenhagen, but the bike infrastructure, at least along the main road where I was riding, felt consistent and safe. Compared to Copenhagen, Farum seemed much more car-centered. I saw several stores and apartment complexes with medium-sized parking lots in front of them.

After passing through the town, I reached the end of Cycle Superhighway 95, indicated by the seemingly never-ending elevated bike lane merging and disappearing into the car lane that continued in the same direction. At that point, I turned around, had a snack, and pedaled back to the hostel.

Rosemary posing proudly with her rental bike in front of the Farum sign.

Bike infrastructure in Farum had a similar feel to bike infrastructure in Copenhagen.

A store in Farum with a medium-sized parking lot in front.

An apartment complex in Farum with a medium-sized parking lot.

Proof that Rosemary and her rental bike did, indeed, reach the end of Cycle Superhighway 95.

What appears to be some kind of old bunker that Rosemary stumbled upon on her return ride to Copenhagen. And the rental bike.

Final Cycle Superhighway Thoughts

I very much enjoyed my adventure along Cycle Superhighway 95. The scenery was pretty, the pavement was smooth, and the route was convenient. From the point of view of someone looking for a recreational experience, the superhighway is a great option. I was a little surprised at how long it took me to reach the end though. Anyone trying to commute regularly to downtown Copenhagen from the furthest reaches of Farum would definitely be making a significant daily time and energy commitment. I recognize that most of the route’s users probably do not live as far away as the end of the highway, but for those that do, they would probably appreciate doing the commute on an e-bike (or even a motorized unicycle) to get to their destinations faster and with less effort.

Throughout our time in Copenhagen, I was constantly noticing (and having other people point out to me) all of the features and little details that make the city such a great place for getting around by bike. This blog post covers just a few of these things.

Four types of bike infrastructure

I learned that there are four basic types of bike infrastructure on roads in Copenhagen. On some roads, bikes share the lane with cars. The roads using this method seem to be ones where the speed limit is very low, allowing plenty of time for vehicle operators to anticipate each others’ movements.

A street without any visible bicycle infrastructure – bikes and cars share the same driving space.

Other roads have a painted bike lane on the far right, on the same level as the road that cars use.

A painted bike lane.

The third type of bike infrastructure is the raised lane on the far right of the car lane. Most of the cycle superhighways use this type.

A raised bike lane.

And finally, the fourth type of bike infrastructure is a painted lane buffered from car traffic by parallel car parking. This arrangement protects bicyclists from car traffic because the parked cars physically separate the two modes of transportation.

A painted bike lane buffered by cars.

Traffic calming

Infrastructure design in Copenhagen also includes traffic calming measures, or features that force/encourage cars to drive more slowly and carefully. One method the city uses is to make it so that “the road crosses the sidewalk” — at an intersection between sidewalk and car lanes, the sidewalk stays at the same grade so that the cars must slow and move over it. This design contrasts with the design that we commonly see in the US, where the sidewalk grade decreases at an intersection, forcing the pedestrian to cross car territory as a very vulnerable guest. The image below is an example.

An example of where the road crosses the sidewalk and bike lane an intersection in Copenhagen — the sidewalk and bike lane stay at the same grade while turning cars must go up and over.

The city also uses cobble stones and other forms of bumpy pavement in areas intended mostly for pedestrians as a way to force cars and bikes to slow down while still allowing access.

A bike and cargo bike ride over a short cobble stone connector street — the discomfort of bumpy cobble stones means that they are more likely to go slower in an area where pedestrians are likely to be.

The city has found ways to retrofit old car-centered streets into places that are more human-friendly. Installing diagonal parking spaces on the street helps to narrow the street width, reducing the comfortable speed for cars. The diagonal parking spaces also support ‘bulb outs’ at intersections, which forces cars to slow down when turning onto the street because the opening is smaller. The bulb outs also mean that pedestrians have less ‘car space’ to navigate when crossing the street. As you can see if the picture below, the city has used these methods and others to reclaim space from cars and turn it into a comfortable place for humans to be (seating, play areas, etc).

An example of what used to be a wider, busier street. In this image, the street has been redesigned with traffic calming measures like diagonal parking, curb bulb outs, and seating areas.

Hanging out at an intersection

After finding examples of the four different types of bike infrastructure and learning more about traffic calming, we set out to find an interesting intersection to observe for about 10 minutes. I don’t remember what the street names were at this intersection, but at first glance it seemed busy and hectic. Blue bike lanes, bus lanes, car lanes, and crosswalks extended in every direction. Traffic lights seemed to be everywhere. And yet in most cases, traffic proceeded in an orderly, predictable fashion. Pedestrians crossed when the green person lit up. They stopped when the red person lit up. Cyclists and cars followed their respective signals as well, and traffic wove gracefully around in an elegant dance of wheels and feet.

There was, however, one instance where a car in a right hand lane tried turning right when the parallel bike lane’s signal was green (the car was not supposed to turn right — note the ‘no right turn’ sign in the picture below). A cyclist was moving across the intersection at the time, and the car almost collided with her. Thankfully the car was moving cautiously enough that he was able to stop before making contact. The cyclist continued on her way, unscathed, and the car completed its illegal turn and continued on its journey.

A Copenhagen intersection.

At first, I was not quite sure how that near miss had happened. Upon further inspection though, I discovered that the car should have turned right several feet earlier (see the picture below — instead of making a 90 degree right turn at the intersection, the car was supposed to ease off to the right along a more gradual curve before reaching the intersection). I wonder if the driver was unfamiliar with driving in the city, and therefore did not notice the legal opportunity to turn because he interpreted it as sidewalk/pedestrian and bike space instead. The turn was not obvious because the sidewalk and bike lane stayed at grade through it. So, the point here is that if someone is not familiar with the city layout or the traffic calming measures in use, there is the potential for confusion.

A somewhat confusing right turn for cars at rather complicated intersection in Copenhagen.

Bicycle Bridges

Copenhagen has several cool bridges for bikes to use. Some are for both car and bike traffic, while others are solely for bikes. I rode over the one in the picture below several times on my way to various places, and was happy to be floating blissfully above the swiftly moving cars below.

Bike bridge over a busy road in Copenhagen.

I also got to go over the serpentine bicycle bridge, which was super cool. It overlooks the water and a popular swimming area in Copenhagen.

The serpentine bicycle bridge over the water in Copenhagen.

One of the “assignments” for our stay in Copenhagen was to find and observe five different playgrounds (“legeplads,” in Danish).  At first I was not overly excited about this task. Based on what I have seen of playgrounds in America, many of them are largely the same. They usually consist of some kind of child-sized jungle gym with slide, swings, and monkey bars. Maybe a bench or two for the adults to observe from…because adults don’t play. I assumed playgrounds in Denmark would be the same.

After doing some research on which playgrounds I wanted to visit for this blog post, however, I was much more excited. I discovered that Copenhagen has some seriously cool and unique play areas for both kids and adults. Every park I looked at had a different theme and most of them included a wide range of activities to engage people of all ages. These parks are the kinds of places that kids might draw if you were to ask them to imagine their “dream playground.” Each one felt whimsical in its own way, with imaginative artwork and play structures providing opportunities for creativity, movement, and learning.

With my list of places to visit in hand (narrowing it down to five turned out to be a challenge), I set out on my bike with my two adventure buddies (roommates Lauren and Kelsey) to go play.

Skydebanehaven Playground

Our first stop was a mere 650 meters from our hostel (three minutes by bike). This playground appeared to be mostly geared towards younger children (maybe ages 3-10?), but it also included activities for older people to enjoy.

The park was bird-themed, its centerpiece a massive, colorful parrot-shaped structure that included a slide, small rock wall, and internal hiding places.

The parrot jungle gym at Skydebanehaven Park.

Other play structures in the park included wooden boats, a zip line, swings, and cute little pyramid-shaped huts.

Rosemary, Kelsey, and Lauren test out the boats and zipline at Skydebanehaven Park.

And of course, no trip to the park is complete without a few turns on the merry-go-round… IMG-1259

This park was also the first of several we saw that had shared toys and games on site for anyone to use. There were an impressive number of communal bikes, balls, and garden toys littered around the area.

Communal ball, bike, and watering cans at Skydebanehaven Park.

There were built-in ping pong and foosball tables too…

Built-in foosball and ping pong tables at Skydebanehaven Park.

Garden planters…

Garden planters at Skydebanehaven Park.

And several open areas and game courts.

An open, flat, circular area for kids to play on the little communal vehicles.

An education number game painted on the ground and a sports court at Skydebanehaven Park.

Nørrebroparken Playground

The second park we visited was nestled within a larger green space in the Nørrebro neighborhood. This playground also seemed to be mostly geared towards younger children (estimated ages 3-10), but with activities for older people too, both within the playground itself and in the surrounding area.

The playground had a darker theme than the last one, with two pieces of a crashed plane provided places for kids to hide, climb, and play creatively.

The downed plane on the Nørrebro Playground.

The view from inside the downed plane play structure.

This playground had an impressive herb garden set up in planter boxes with labels identifying each plant type. I did not ask, but my assumption is that this is one of Copenhagen’s staffed play areas, and that staff members are responsible for tending and teaching children about the different kinds of herbs.

Planter boxes holding various herbs.

I even found some rosemary…

Rosemary with a rosemary plant.

Like the first playground, this one also had communal toys, swings, and slides.

The Red Square

On our way to the next park we planned to visit, we stumbled upon several others. The first of our accidental finds was the Red Square (or “Den Røde Plads”). We found it as we were pedaling our way north along a bike route through a linear park. Unlike the others, this park was geared towards older people wanting to get some exercise, although it did have some play structures for children too. On the eastern side of the bike route, there was a large, flat, paved area for people to skateboard. On the western side of the path, there were workout structures, a boxing ring, seat swings, and an elephant-shaped slide. This park felt much more open than the others because it was directly off of the bike path and not fenced in. It seems like the parks geared more towards children have fences or some other kind of barrier around them to keep the children contained.

Kelsey tests out some workout equipment in the Red Square.

An elephant-shaped slide in the Red Square.

Lauren and Kelsey duke it out in the Red Square boxing ring.

The flat, open skateboarding area on the eastern side of the park.

The Black Square

After visiting the Red Square, we hopped on our bikes, intending to continue to our next destination. Before we could roll more than 300 feet, however, we found ourselves at yet another park. This one seemed nicely balanced between kid and adult enjoyment. There were pleasant seating areas, a few play structures, and wavey white lines painted on the ground that anyone with enough of an imagination could turn into some kind of game. Like the Red Square, this park was open, with no fencing or barriers of any kind around it. It was right off of the bike path, and it seemed like a significant portion of the parks visitors might have been on their way somewhere and decided to stop off for a few minutes to play before continuing to their final destination (kind of like us!).

View from the top of the manmade hill in the Black Square.

An octopus-shaped play structure in the Black Square.

A row of cement game tables in the Black Square.

Fountain in the Black Square.

BaNanna Park

After leaving the Black Square, we biked for another five minutes or so and finally reached the BaNanna Park, whose most prominent feature was a large rock climbing arch/wall, decorated with colorful climbing gorillas and bananas. According to Google, anyone can pay 120 DKK annually for access to the climbing wall whenever they want it. There were several people on the wall when we visited.

The park also included a paved, ovular track around a large field that could be used for various sports (soccer, maybe), a children’s playground, a bathroom, a fenced in sports court, a couple of built-in game tables, and several interesting murals. There was a little bit of something for everyone here.

Rosemary standing on the banana-shaped (and colored) mound in front of the rock climbing arch/wall at BaNanna Park.

Children’s jungle gym at BaNana Park.

Fenced-in sports court at BaNana Park.

Lauren tests out a tire swing at BaNana Park.

One of the murals at BaNana Park.

Conclusion

After seeing a variety of Copenhagen’s playgrounds, some common themes that emerged were:

-Each park had Lots of small little details. It was clear that a lot of thought and creativity went into each one to make it an engaging place for all kinds of people.

-Although most of the parks were clearly intended for a certain age group, they still all seemed to have places for kids, adults, seniors to mingle and play together.

-Most of the playgrounds had really interesting murals and artwork, making the spaces even more engaging.