Cycle streets are a concept that is gaining more and more popularity. On cycle streets, the principle is that cyclists are given priority and that motorists are guests on the road and must drive on the terms of the cyclists. In the Netherlands and Belgium, for instance, cycle streets are a widespread phenomenon and there are many examples of what works and when to use bicycle streets. In Denmark, cycle street concepts are still under development.
Here you can read more about useful considerations before choosing a cycle street solution and recommendations for establishing cycle streets on cycle superhighways. The recommendations are based on experiences with cycle streets in Denmark and abroad.
Considerations before choosing to establish cycle streets on cycle superhighways
It is important that a cycle street is not just used as “the easy solution” when there is no economy or political will to establish separate cycle facilities.
If there is no space in the street to establish separate cycle facilities or if the street needs to accommodate several different functions, cycle streets can be considered as a solution for cycle superhighways.
Before establishing a cycle street on a cycle superhighway, keep the following recommendations and considerations in mind
Consider the relation between bicycle traffic volume and car traffic volume
Experiences with establishing cycle streets in Denmark show that they are most successful when the number of cyclists exceeds the number of motorized vehicles on the route throughout the day. The opposite can be problematic in terms of maintaining the street’s actual function as a cycle street with the dedicated traffic rules that apply on a cycle street.
In the Netherlands, where cycle streets are a widespread phenomenon, it is recommended that the AADT for cycles should be twice that of cars (or that this ratio can be expected after the cycle street is established) and that there should be a minimum of 250 cycles per direction during peak hours1Gemeente Amsterdam: Afwegingskader: Fietsstraten, Fietspaden & Fietsstroken, 2018, p. 8. Link. Even if the recommended cycle traffic volume is not present when the cycle street is established, it is important to keep the principles in mind when considering a cycle street as a solution for a cycle superhighway.
Challenges with buses in route on cycle streets
Cycle streets should not be established on long stretches of bus routes, as it will affect both cyclists’ safety and the accessibility of buses. By mixing cyclists and buses on a cycle street, cyclists will most likely delay buses and buses will make cyclists feel unsafe.
No bicycle streets up hills
If cycle streets are uphill for long stretches, there is a risk that drivers will lose patience with slow-moving cyclists and start pushing cyclists from behind. Therefore, it is not recommended to establish cycle streets in such cases.
Length of bicycle streets
A cycle street (with driving allowed) should not be established on longer stretches. A cycle street (with driving allowed) should normally be a maximum of 500-600 meters and have a maximum traffic volume of 400-600 vehicles per day. Otherwise, there is a risk that drivers will lose patience and start pushing cyclists from behind. If there is limited car traffic and the possibility to overtake is present, the stretch can be made longer.
Recommendations for establishing cycle streets on cycle superhighways
If a cycle street is to be established on a cycle superhighway, there are a number of recommendations that are good to follow. The recommendations are based on both Danish and international experience.
Signage
Cycle streets are signed according to the Executive Order on Road Markings2Transportministeriet: Bekendtgørelse om vejafmærkning (BEK nr 425 af 13/104/2023). Link and the Executive Order on the Use of Road Markings 3Transportministeriet: Bekendtgørelse om anvendelse af vejafmærkning (BEK nr 426 af 13/104/2023). Link, which emphasizes that cycle streets must be clearly visible as suitable for cycles over the entire roadway.
An E 47 sign must be displayed at every entrance to the cycle street area, while an E 48 sign must be displayed at every exit from the cycle street area to indicate the end of the cycle street. The cycle lane symbols can also be used as road lane markings.
On cycle streets, cars may be allowed to drive with the sub-sign “driving permitted” – but drivers are guests on the road and must drive on the cyclists’ terms. On a cycle street, cyclists may ride side by side when conditions allow. However, you must not prevent others from overtaking.
 E 47 cycle street sign posted at every entrance to a cycle street area. Photo: Transportministeriet |  E 48 sign used to indicate the end of a cycle street and is used at every exit from a cycle street area. Photo: Transportministeriet |
Speed
It is important to ensure low speed on cycle streets. The Executive Order on Road Markings recommends that the speed on the roadway on cycle streets corresponds to the speed of cyclists, which is normally below 30 km/h4Transportministeriet: (BEK nr 425 af 13/04/2023) Bekendtgørelse om vejafmærkning, §27. Link.
On cycle streets on cycle superhighways, it is therefore recommended to clarify the desired speed level by signposting the speed limit to 30 km/h with C55 signs or to 20 km/h, which is closer to the actual average speed of cyclists.
As not all road users are assumed to be aware of the regulations, this can create uncertainty about the speed limit on, for example, a cycle street in an urban zone, where 50 km/h is normally allowed unless otherwise signposted. Unclear speed limits can lead to inappropriate overtakings, especially by motorized vehicles, with an increased risk of conflict and accidents.
If it is not possible to reduce the speed limit to either 30 km/h or 20 km/h, it is recommended to at least sign E53 (speed reduction zone) supplemented with speed-reducing measures (raised surfaces or similar).
 C 55 sign for local speed limit of 30 km/h. Photo: Transportministeriet |  E 53 sign for speed reduction area. Photo: Transportministeriet |
Design of road profile
The function of cycle streets must be decoded in a split second by all road users through the choice of design. Drivers must intuitively understand that they are entering the cyclist’s area and immediately know that they are driving with special attention to other road user types. In the same way that this happens intuitively when driving in a pedestrian zone where driving is permitted. This principle is often called the “self-explanatory road”.
In the design of cycle streets on cycle superhighways, the following is recommended:
- Make it clear that this is the cyclists’ area:
This can be done, for example, by establishing a different pavement color, additional markings on the roadway, establishing cycle parking and various urban space elements and urban planting.
- Two-way car traffic:
Cycle streets can be established with bidirectional car traffic or with unidirected car traffic. For bicycle streets with bidirectional car and bicycle traffic, a lane width of 2 x 2.25 m – 2 x 2.75 m (i.e. 4.5-5.5 m total) is recommended, excluding any cobblestone or similar between the lanes. In any case, each lane should not be wider than 3.0 meters
- Cobblestone bump:
A cobblestone bump can help visually narrow the roadway for drivers, helping to slow down speeds and minimize speeding and overtaking.
- One-way car traffic:
For narrow cross-sections, it may be necessary to make the street one-way for cars. In this case, you can choose to allow bidirectional cycle traffic on the cycle street itself, or you can establish a counterflow bike path if space is available. For cycle streets with unidirectional car traffic and bidirectional cycle traffic, a total lane width of 3.5-4.5 meters is recommended.
- Longitudinal parking in marked parking spaces only:
On a cycle street, parking may only take place in marked parking spaces. It is recommended to only install longitudinal parking on cycle streets.
Additional campaigns for cycle streets
It can be difficult for road users to interpret the rules of the road on a cycle street based on the traffic sign E47 on a cycle street alone. Inspired by the Netherlands, several Danish cities have, in a transitional period after the opening of cycle streets, added campaign boards that communicate the rules of the road in an intuitive way. This can make it easier for all road users to get used to the new type of street. In the transition phase, it may also be necessary to make drivers aware of the special rules that apply on a cycle street (parking only allowed in marked stalls) and to carry out increased enforcement.
 Example of additional campaign signage in connection with the opening of a cycle street in Aarhus. Photo: Pablo Celis |  Cycle street with campaign signage on the cycle superhighway on Solbjergvej in Frederiksberg. Photo: Google Street View. |
Below you can find inspiration for different cycle street designs:
