Post-Seminar Reflection

Friday, October 25th marked the a successful C-MUS seminar that I had the pleasure of running with my research partner at Aalborg University. The goal of the seminar was to presentation was to present our initial work on a working paper about a new bicycle route in the City of Aalborg--Route 100. The seminar lasted for 2-hours and was held in the Utzon Center on Aalborg's harbor. We spent around 40-minutes speaking and the presentation covered our research process, initial findings, initial analysis, and we ultimately were looking for advice on the next, best steps for our research project. Once we finished presenting our material, we sat down at the table with the attendees and dissected the project. I wish that I could report that the masses flocked to the seminar...but, alas, a Friday afternoon did not yield incredibly high attendance. That said, the post-presentatino discussion was quite fruitful. We received feedback on our approach and work--were applauded for some aspects and told to back away from some areas.

The presentation, in its entirety, is shown below. (Scroll through it on the post, or click on it for a full-screen view.) If you are are interested in a downloadable copy, please feel free to contact me.

Designing the Maps

As I am able to speak and read Danish,  I was responsible for reviewing news paper articles and relevant documents created by Aalborg Kommune (Aalborg Municipality). However, I also quite enjoy graphic design and also took on the task of designing the maps of the facility and presentation slides themselves. While I naturally used my energy researching documents, I spent much more time creating and editing the maps used within this presentation. These maps were to establish the base and design we will use throughout the project, so I spent countless hours ensuring they were 'perfect'.

To create these area maps around the Route 100 corridor, I had initially planned to use GIS and then export maps to Adobe Illustrator (AI) for the final design effort. That said, I had great difficulty in finding any GIS shapefiles for the City of Aalborg. There is an email address for the GIS and Geodata people at Aalborg Kommune (the Municipality), but I wasn't entirely sure what I wanted and wasn't entirely sure they would send me anything. After facing the difficulty of finding GIS data…I rethought the needs for this project. The need to have planning level data in GIS was a big conversation that my supervisor in Bellevue and I have had. Unlike that project--which was legitimately examining existing conditions in order to rethink the downtown transportation conditions and propose policy--this project is much more conceptual...

Our work may led to recommendations, but a geolocated catalog of this information is likely unnecessary. To that end, I decided that working purely in AI would be a good exercise for me. I have only been working with this program for  around 5-months and have been looking excused to become more exposed to it--although I have used it a great deal since I learned how to work with it. The layers in AI work similarly tho those in GIS, but much less is built into each polygon/line/etc, so there is a different style of organization and attention to detail. To that end, I decided to use the Route 100 project as my 'first go' at using AI exclusively to map a facility and attempt the same level of precision and efficiency I am able to achieve using GIS.

Just as I had difficulties in finding GIS shapefiles, there was no wealth of vector files displaying the City of Aalborg that I could easily and quickly bring into AI--and I certainly could not locate any AI or ESP files that would have been a goldmine to find.  However, one of the features I find incredible about AI is the ability to import PDFs with editable layers. I found a PDF copy of the Aalborg City Map displayed on the city's wayfinding kiosks and ultimately used this as the starting point for our Route 100 maps. After importing this map into AI, all maps elements were editable--including the water, streets, building names, etc. Spending the better part of one week, I labeled all of the map elements and grouped the into organized layers. Then came the step of deciding what was useful to display in our map, adjusted the colors and changed the fonts, and resized all the text labels I wanted to be on our maps. Once this base was finished, I drew layers displaying Route 100 and then drew the routes that my research partner and myself had take on our initial rides.

It was a very long process--one which I am certain there may have been shortcuts to complete that I am not yet aware of--but I am very pleased with the results. The maps did well to help us describe our initial rides and experience along Route 100, and the colors values and line weights I used were clear and easy to see. The only thing I plan to adjust now, after seeing the maps projected, is to increase the font size of street and building labels to make them slightly more legible.

Recommended Next Steps

As mentioned, the main purpose of this seminar and presentation was to receive feedback on our work thus far. The following are the main topics we discussed and will now begin to focus in this project.

User Interviews

We believe that most users of this facility are somehow connected to the university--students, faculty, staff. Part of our presentation comments on the fact that students associated with different departments at the university likely have different experiences on and opinions of Route 100. For example, planning and design students are likely to think about and critique the facility with in a different way than those studying international business economics or medical biotechnology. Led by my research partner, the next major step in our project is interacting with a variety of users through a web-based survey and face-to-face interviews. The impending winter months will most certainly result in fewer riders on the route, and therefore fewer potential interview subjects and survey respondents, the goal is to act fact toward this next step. Over the next week or so, we aim to establish our research questions--some of which will be based on/expand upon those asked in a survey given by the municipality last year--and determine how, exactly, we will implement our interaction with route users.

Media Interviews

Within all of the municipal documents I have reviewed, Route 100 is described explicitly as a bicycle commuter route. Yet, the region's local newspaper Nord Jyske describes the facility as "motorvej" (highway) for bicyclists in more than several articles. This reference almost implies that Route 100 is associated with Denmark's planned bicycle super highways, which have been implemented in over 20 municipalities. However, Aalborg is not associated with this project and it is only in these news paper articles that we have found any evidence of it being referred to as a 'highway for bicycles'. We wound up spending time considering whether this was/should be considered a super highway in our research--in part due to the language used by the media. It could be a political move or it could be to bolster excitement about this route and the other existing and planned bicycle commuter routes. Regardless of the reason, we are very interested in sitting down with the authors of these articles and find out why they decided to use this language, instead of always calling it the bicycle commuter route that it is considered by the municipality.

Kommune Interviews

As the research team member with proficiency in the Danish language, I am in charge or reviewing and understanding the planning documents behind the implementation of Route 100. In my review of the municipality's website and documentation, Route 100 is one of several existing "bicycle commuter routes" connecting the city center to other nodes in the city. I have found very limited resources referring directly to this particular route. Furthermore, I have found no documents clearly spelling out what was implemented to upgrade this route to a "bicycle commuter route" or how it the facility was planned. There are new signs on the ground, bicycle air pumps, bicycle counters, and bicycle-friendly infrastructure. So there must be some documentation of this project..

We would like to reach out to and speak directly with the planners, traffic engineers, designers, or other officials who worked on the Route 100 project. Tentatively, these are some questions I know I would like to know and talk to them about...

• Are there plans or other reports they have, documenting this project?
• Do they have specifications of the route infrastructure they could share?
• How were the upgrades along the route funded?
• Why did Aalborg choose not to implement bicycle super highways?
• How was the network of bicycle commuter routes and bicycle lanes designed?
• How was the route alignment chosen? Were there any restrictions or conflicts?
• Is there a design manual or rules and requirements for wayfinding signage and/or bicycle infrastructure in Denmark?

Talk to AAU Faculty

We understand that there are members of faculty at Aalborg University who have worked in some capacity with the municipality. Before we try to figure out who we may want to speak with at the municipality, we hope to make inquires with AAU faculty members who may help steer us to the right people. Additionally, there are faculty members who research topics similar or related to bicycle facilities design who could possibly provide useful insight for us to consider in our research.

In the coming weeks, we plan to get a list of potential sources at AAU from our supervisors and start scheduling time with individuals who may help us connect with the best staff at the municipality and refine our research.

More Data Collection

Part of the seminar discussion went down the road of what information may be interesting or useful to our research project. Here is a list of what we will need to gather while we are planning our interviews and meetings with users, municipality staff, and faculty members at the university.

• The municipality allows individuals to download the bicycle count statistics recorded by the bicycle counters installed along Route 100. I will be downloading this data, mapping it and determining where and how it will be useful and interesting to our research.
• We should think more about the lighting along the route. We know that they have installed lighting along the path, but we are not entirely sure what its purpose is. Moreover, considering what street lighting is providing along the route will help us further a discussion about the 24-hour access and use of Route 100.
• It will also be important to map where the wayfinding signs on Route 100, and those signs leading to the route are located. As I am particularly interested in the sign type and placement--see my post on my initial ride for some of my commentary--, I think having a map of wayfinding will be beneficial to our research and our critiques.
• Additionally, we plan to map out where different types of bicycle infrastructure are provide along the route--i.e., where there are shared roadways, bicycle lanes, grade-seperated bicycle lanes, off-street paths, etc. Part of our initial work was learning that there is not one consistent infrastructure provided along from the start to end of Route 100. Mapping the diversity in infrastructure type will add a useful and interesting and useful layer to our discussions of existing wayfinding, lighting facilities, and user experiences that we learn from our interviews.

And of course there is more (such as typography along the route, nodes of activity  accident data, location of route facilities, etc)...but this existing 'list of next steps' is fairly substantial and will keep us busy for the time being.

My (our) Upcoming C-MUS Seminar

Seminar on the Super Bicycle Path

On October 25th, my research partner and myself will have the opportunity to present and moderate a research seminar discussing Route 100 and our project. This seminar is being an event hosted by the C-MUS and well take place at the Utzon Center, located on Aalborg's harbor. Much of this initial work orientating ourselves with the facility will lend to our developing this seminar. We will also present maps of the facility, share our stories riding it for the first time, describe our theoretical research framework, and ask attendees to share with us their thoughts about, experiences along, and advise for how we might proceed with this research project.

Event Details

This C-MUS event is free and is open to the public. If you use Route 100, or are interested in mobilities design, bicycles research, or urban planning...please join us!

Date: Friday, October 25, 2013
Time: 13:00 - 15:00
Location: Utzon Center, Aalborg (Utzon Park Room)
Click here for further details on the seminar...
And click here to learn more about the Centre for Mobilities and Urban Studies...

Draft Presentation Slides

A little sneak-peek...

The following slides are currently in the presentation slide deck for the impending seminar. This project is very much a collaborative effort, as has been the effort to  create these slides.Credit for all photos goes to Franziska T., my research partner from Dresden University in Germany. I am responsible for the all of the graphic design and mapping work. To see how they come together and become part of the conversation...again...please join us!

If you can't make it to the seminar...keep an eye on the blog to see the final presentation published here next week.

København's Kulturnat 2013

This weekend I took the DSB train down to Copenhagen--a 5-hour ride from Aalborg on the DSB Intercity Train--to participate in Copenhagen's Kulturnatten (Night of Culture). Beginning in 1993, this is an event during which cultural institutions and businesses throughout the city open their doors to offer unique experiences or access to parts of the city not normally open to the general public. Over 500 activities were planned around the city, ranging from formal events only accessible to those purchasing a Kulturpas (Culture Pass) to discounts at stores and restaurants and informal events in the city's public spaces.

(10/11/2013 | Kulturnatten Kulturpas 2013 | Credit: Cat Silva)

One very cool thing included in the $16 Culture Pass is unlimited access to public all public transportation on the buses, trains, and metro lines in the capital region starting an hour before Kulturenatten begins, until 5am the following morning. What a great way to avoid massive traffic jams by encouraging and accommodating the use of public transportation as a means of getting to, from, and around the city to enjoy the event!

The ScanDesign Foundation invited it's group of current ScanDesign Fellows from the University of Washington and the University of Wisconsin-Madison to enjoy Kulturnatten together. I was invited to join this group both because I am ScanDesign Alumni and my boyfriend earned a fellowship this year. We met up with the fellows in the center of the city, purchased our Culture Passes, and headed off to explore and experience Danish culture.

Highlights from My Kulturnat Experience...

We purchased tickets at the Round Tower, which was decorated with lights dancing around the tower in different colors and patterns.

(10/11/2013 | Round Tower in Copenhagen | Credit: Aaron L.)

The first official stop was at Rosenborg Slot where we spent some time admiring the royal jewels. To access the castle, you have to walk through Kongens Have (the Kings Garden), which is normally closed after dusk and was beautifully lit with lights along the path.

(10/11/2013 | Danish Crown Jewels in Rosenborg Slot | Credit: Aaron L.)

We also visited the barracks at Rosenborg Slot where the Danish Royal Life Guards--the soldiers who guard the Queens residence at Amalienborg Slot. The soldiers in invited us into their sleeping quarters, showed us how they shine their shoes, and had their various uniforms on display. It was especially interesting to interact with these soldiers, as they are normally under strict order not to speak to civilians while on duty guarding the Queen's castle. Outside of the barracks, the armed military allowed civilians to board army tanks and an aircraft as well as wear army camouflage and handle decommissioned firearms.

(10/11/2013 | Danish Royal Guard Tank | Credit: Cat Silva)

(10/11/2013 | Danish Royal Guard Weaponry | Credit: Cat Silva)

There was an awful lot of activity going on at Rådhuspladsen (the City Hall Square). We walked through the plaza on our way to see the command center for DSB's S-train, but we were happily sidetracked by what we happened upon...

A third line will be added to Copenhagen's existing Metro network by 2018, and Metro was out promoting the new transportation project. This City Circle Line called M3 is planned to have 17 stations and will surely become a great benefit to residents, workers, and visitors within the city center. Two existing stations (Kongens Nytorv and Fredericksberg) will connect to Hovedbanegård (the Central Train Station), Rådhuspladsen, and Nørrebro--the most populated and most diverse neighborhood in Copenhagen. 

(10/11/2013 | Rådhuspladsen Metro Station Construction | Credit: Aaron L.)

(10/11/2013 | Metro M3 Route Map | Credit: Cat Silva) 

Just as with Seattle's impending sub-terrian light rail connection between Capitol Hill and the University District, the City Circle Line required the use of tunnel boring machine. Although that machine is working away underground, Metro opened the gates at the Rådhuspladsen station site and displayed other machinery and Metro staff answered questions about the project. Inviting passers by (not only people sporting the Culture Pass) in to see what goes on behind the construction walls was a great way to help garner more support and excitement from a population that may well be tired of the impact this project has had on the city for years. Plus, it was really neat to see some of it up close!

(10/11/2013 | Rådhuspladsen Metro Station Construction Site Video | Credit: Cat Silva)

After enjoying the Metro displays, we headed across Rådhuspladsen and headed into the City Hall building. We were briefly entertained by a a dancer entertaining on lookers on our way to the building's steps.

(10/11/2013 | Dance Party on Rådhuspladsen Video | Credit: Cat Silva)

Just through the main entrance into City Hall, political groups were set up offering pamphlets introducing their platforms, serving up coffee and cake, and one candidate was 'locked' in a cage fielding questions.

(10/11/2013 | Political Party Booths in City Hall | Credit: Cat Silva)

On the second floor of City Hall, we were able to enter the Magistrat's Meeting Hall, where politicians were speaking about the room and photography on the walls.

(10/11/2013 | Magistrat's Meeting Hall in City Hall | Credit: Aaron L.)

After enjoying City Hall, we wandered over to Christiansborg Slot where to see the Royal Reception Rooms--spaces reserved for moments when the Queen welcomes foreign dignitaries to Denmark and other important functions. A major highlight of this was seeing the gorgeous architecture and works of art on display throughout this part of the palace.

(10/11/2013 | Gift Shop Hall in Christiansborg Slot | Credit: Aaron L.)

(10/11/2013 | Bjørn Nørrgaard's Tapestries in Christiansborg Slot | Credit: Cat Silva)

One of the greatest things about this event was how many people were drawn to the city center. It was delightful to see the mass of groups and individuals wandering around enjoying the Copenhagen and absorbing whatever aspects of Danish culture was most interesting to them.

(10/11/2013 | Copenhagen Street Life on the Night of Culture | Credit: Aaron L.)

 A truly great event--I'm extremely happy I had the opportunity to participate this year! I quite enjoyed the opportunity to enter, explore, and learn more about some very special spaces in Denmark's capitol city. This would be an incredibly interesting event to recreate in other cities! It not only bolstered excitement in the national culture...there is no doubt that the local economy was positively impacted by all the activity and surge of life throughout the evening.

Route 100...What is this thing?

One of my main purposes for being in Denmark as a Valle Scholar is to write a working paper with another graduate student from Germany (Franziska)--who is interested in researching bicycle facilities. We are both in the early stages of our respective thesis projects and had separately contacted Professor Ole B. Jensen who is involved with the Centre for Mobilities and Urban Studies, housed in the Department of Architecture, Urban Design, and Media Technology at Aalborg University.

See my post on C-MUS and the Mobilities Design Group for more details...

The working paper deals with a "bicycle super highway" that is new to the City of Aalborg. Supervised by Ole B. Jensen and a current PhD candidate at C-MUS, we collaboratively will analyze the facility's infrastructure, consider the impact it has on mobilities, and our rants and raves of it's implementation and use.

"Get Your Kick on Route 100"

A main point of interest in this research is to discuss and explore how accessible, legible, and impactful Route 100 is for riders. By starting this project with absolutely no foreknowledge, the two of us stand to add value to the discussion. Naturally, we bring with us our own preconceived notions of what a "bicycle superhighway" will or should be like, but we are looking at the route as outsiders with fresh eyes. During our initial discussion with our supervising professor and PhD student, we were still provided no concrete information on the route itself. Rather, we began by talking about our eventual working paper's outline, what questions and/or themes we wanted to address, and how we should approach our research.

Our initial Research Questions for this project are...

• What is Route 100--what is this thing?

• What does this facility afford? What does this facility prevent?

• What are the challenges with the definition of a "bicycle super highway"?

Franziska and I agreed that our first experiences using the facility would be the most insightful if we bicycled alone in both directions. To make this more interesting, we established a different set of limitations to our individual rides--play the parts of two riders with varying levels of information on Route 100.

This is the set up...

• Rider A
(Franziska): Has some knowledge of the route, based on the semi-detailed maps of the route published in the city's Cykelhandlingsplan. To prepare herself for the ride, this rider has drawn the route on a road map of Aalborg, which she will bring with her during the ride. Should she loose her way, she will refer to her city map to reorient herself and make it to the final destination on both ends of the route.

• Rider B
(Cat): Has very limited knowledge of the route, only understanding that it connects the City Center to the University Campus. The primary obstruction of this ride is at I may not look at a map of the facility or otherwise familiarize myself with the route prior to the initial ride. I may only use the installed wayfinding signage and follow design queues built into the infrastructure--as an exercise looking at how legible the facility is on-the-fly. Rider A will point me in the right direction upon departure and my ride is to end based on her description of where she stopped. Should I get lost, I must get back to Route 100 using existing infrastructure and my own intuition--or may ask someone for help if I am hopelessly off track.

I have not yet found a bicycle to use in Aalborg, so Franziska allowed me to user her bike to do my ride--look for the bicycle with the green seat cover in the photo.

(10/08/2013 | Architecture & Design Building Bicycle Parking | Photo Credit: Cat Silva)

My Initial Experience Riding Route 100

Right at 12-Noon on October 8^th, just church bells were ringing from Budolfi Kirke, I departed for my initial bicycle ride of Route 100. As I rode from the City Center to the University Campus along the "bicycle superhighway", I had two main pieces of advice from my research partner in mind: 1) wayfinding to the route is sparse in the city center; and 2) look for other riders wearing backpacks who may be commuting along Route 100 to or from the university. With these two thoughts in mind, I headed out on her bicycle in my blind attempt find my way to the Aalborg University's Main Campus.

Departing eastbound from Nytorv, I kept my eyes peeled for wayfinding to guide me to and along Route 100. The first sign I found was a directional blade for "Universitetet" (The University), with distance given, on the left side of the grade-separated eastbound cycle track. Installed within the protective planter strip, this sign is hardly a meter off the ground and is somewhat hidden by plant life. I may well have missed it, had I my eyes not been scanning for wayfinding. It also helped that I was already behind a few cyclists sporting backpacks, who also took this right hand turn.

Shortly after this first turn, I saw the bicycle wayfinding signs confirming that I was indeed on Route 100. Installed on posts standing at least two meters tall--making them more visible, and therefore more noticeable, to cyclists and other road users--these sign blades displayed a large bicycle icon and the number "100" above text that I believe said "Universitetsruten" (The University Route).

One thing that I found surprising was that the initial portion of the route did not feel like the "bicycle superhighway" I had anticipated--as I had envisioned it as a grade-separated cycle track or off-street path for the entire distance. Additionally, I assumed there would be more paint on the ground and pavement markings clearly indicating the facility. But it was much more subtle than this--with minor wayfinding signage being the primary delivery of route information, as opposed to the more major infrastructural design elements that I had expected.

On my ride to the campus, I managed to navigate the route flawlessly. The Route 100 confirmation signs were my main method for finding my way, in addition to my following riders I suspected to be students. The route signs were sparingly located prior to major intersections the rider should pass. If the route continued straight ahead, the sign stands alone on the post and where turning movements are necessary, an arrow sign of the same size is placed below the route sign. It was somewhat troubling to me that these signs were not located after decision points--affirming to riders they were indeed heading the right direction. This is general practice in the United States and I have always found confirmation signs to be a great comfort.

A few minutes after my right-hand turn onto Route 100, I encountered something I did not at all expect--a legitimate hill that I need to climb! Likely because of the topographical challenge that slowed down the pace, this was the first point in my rider where I was riding along side around ten other riders. The hill was located on a short stretch of road that is appeared to only for bicyclists and bus travel. Bicycle traffic going up and down the hill were forced to the right, with a planted median in the center of the road. Unlike any median I am used to, cobblestone was spaced perfectly for bus tires to drive across, with a sunken, planted area in the center of the median--I am certain that I saw the word “bus” on the pavement. As I climbed, I contemplated the smart design of the sunken median, as it clearly indicated that non-motorized traffic was not to use--and could not easily traverse--the middle portion of the street.

Either before or after overcoming this hill, I recall crossing two major roads. Both intersections were signalized, but wait time was minimal and crossing felt incredibly safe--and I do recall there being blue bike lanes or any other infrastructure protecting cyclists from motorists. Then the route took me through two roundabouts where bicycles merged with turning traffic, without the presence of any paint or pavement markings that I can recall. There was wayfinding at the roundabouts, but the Route 100 signage was striking to me because there lacked a directional arrow. Although riders are going 'straight' through the intersection, it was odd to me that they did not include an arrow to ensure that riders took the correct exit.

At some point between the hill and the roundabouts, the infrastructure transformed from being shared use roads and bicycle lanes, to grade-separated cycle tracks. After the roundabouts, the wayfinding signs directed cyclists to take a hard right-hand turn. Interestingly, the turning movement for riders was implemented as a free right-hand turn, protected by a small median between riders and regular roadway traffic. The light was red when I arrived at this intersection and I needed to yield to riders crossing the street from the left, but the infrastructure design indicated that I was not required to come to a complete stop and wait for the light. 

After this movement, I recall the rest of the ride to campus as being very straight forward--literally. For a long stretch of the road, the riders were accommodated by a grade-separated cycle track. This track was wide enough to be ridden two abreast. As my legs are used to Settle's hills tend to race along the flat Danish roads and had to use my bell a few times to pass others riding a more casual pace. The cycle track was eventually bled into a wide bicycle lane at the same grade as regular road traffic. Shortly after becoming a bicycle lane, the route took me along overpass above a freeway before directing me to an off-street path.

I honestly do not recall if it was a wayfinding sign or infrastructural element that led me there, but this off-street path clearly indicated to me that the university was near. After entering the shared path, I do not recall seeing more than one additional Route 100 sign. Rather, I followed several directional blade sign assemblies directing riders and walker to the university, among other destinations--similar to the first sign I encountered when I embarked from the City Center. The path took slight right and headed down a slope under a small overpass. After the overpass, a sign blade directed me to turn left and merge onto the last portion of this path--which was adjacent to the road, with a buffer strip planted with grass between non-motorized and motorized traffic. The path ended with a forced right-hand turn, requiring users to cross the road into a parking lot on Aalborg University's campus. Oddly, this crossing into the parking lot was unprotected, unsigned, and only required that non-motorized traffic yield to oncoming traffic. Not exactly the 'entrance' I expected would take me into the final destination of Route 100...

My ride back was not at all as flawless... First, I made one small error, then one large mistake, before making it back to the City Center. Although I only spent a minute in the parking lot resetting the app I was using on my iPhone to map the route, my first misstep took place at the end of the off-street path. After riding back under the overpass, I rode past a small directional blade that directs non-motorized travelers to "Aalborg". Worried I had sped past a Route 100 sign telling me to turn left at this point, I turned around and followed the blade's direction. The path that took me up to the road was unfamiliar to me, but the off-street path was still in view so I scanned it for wayfinding. Then I saw it, about 20-feet before the off-street path ended, a Route 100 sign was posted. As it turned out, I was indeed on the correct road and had most likely followed a directional blade that had been installed prior to the implementation of the "bicycle super highway".

Bygones...I was on the right road, heading in the right direction, and I kept riding. As I had experienced along this stretch while riding the opposite direction, I found myself riding in an unprotected bicycle lane over the freeway, then onto and along a cycle track. Heading back to the City Center, I picked up a lot of speed because there was a slight downhill slope in that direction. Because it was the middle of the day, there were very few riders and I relished fast, grade-separated ride. After about 7 or 8 minutes, I realized that something was wrong. I was no longer on a cycle track, found myself going over raised pedestrian crossings, and riding past more retail and business activity than I had noticed on the ride to campus.

Realizing I had clearly missed a turn, I continued riding straight as I tried to orient myself. Not only were my limitations riding without having a map on my person and restricted from looking up my location on my iPhone...this was the very first time I have ridden a bicycle in Aalborg and the first time I had been more than a 15-minute walk from the train station--making the task of 'orientating myself' somewhat difficult. But lo and behold, I saw a city map kiosk up ahead. Determining that this kiosk did not violate the rider limitations I had agreed to--after all, such a kiosk is the most supreme form of wayfinding signage--I rode up to it and tried to determine where I made my error was made. After pondering over the map, I confirmed I was way off Route 100 and headed back the opposite direction.

At a major traffic intersection that I remembered racing through, I noticed a wayfinding sign with a pictogram indicating that a right-hand turn would lead me to a church. I decided that this must be pointing toward Budolfi Kirke--or another church hopefully located within the City Center--and took the right hand turn. As I turned, I noticed the back of a signpost that was most certainly a Route 100 sign above an arrow blade. It then occurred to me that this may likely have the intersection where campus-bound riders were given a protected, unsignized right-hand turn.

After crossing one or the major intersections that I quickly encountered on the way to the University, I discovered a new type of facility that either did not exist for University-bound riders or that I did not see... There was a bicycle lane located to the right of parked cars, with a narrow arrow with hatched stripping likely intended to protect cyclists from individuals exiting the parked vehicles on the passenger side. However, there was no sign or markings indicating that this movement--which is why I am not currently sure if it did exist in the other direction, or not. I only noticed this because I saw a bicycle pavement marking to the right of parked vehicles and jogged right just in time to safely enter this protected bicycle lane.

The rest of the ride back went pretty darn smoothly. I had no trouble getting through the major intersections and sailed down the hill with the sunken median--I cannot confidently recall in which order I encountered these features. Then, at the intersection where I was first directed to turn right, I hit a dead-end and was oriented enough to turn right--despite encountering no signage indicating this turn. I followed the cycle track toward Nytorv, went under a passage I had traversed immediately after my ride began, and quickly found myself back at the start of my ride.

...and My Initial Final Thoughts...

All and all, I consider my ride in both directions to be a success. I did loose my way as I headed back to the City Center, but I was quite pleased that I managed to correct my error using existing wayfinding infrastructure. That said, I am an individual who has considerable experience with wayfinding and managed two bicycle wayfinding projects for the City of Bellevue in Washington State--one of which was implemented and the other which was unfortunately tabled for the time being. This route is certainly not impossible to negotiate, but improvements to the wayfinding would greatly increase its legibility. 

Based on this my initial ride of Route 100, I am concerned with the wayfinding elements of this infrastructure. The route lacks a consistent and predictable feel from end to end, as there is variation in the type of facility implemented. This made it difficult for me to know for certain if I was on the right path and in the right place--lending to my detour as I rode back to the City Center. 

In order to obviate the navigation difficulties this inconsistency creates, I tentatively offer the following recommendations to install:

1. confirmation wayfinding signs of after decision points and turning movements--letting riders know they made the correct turn, or that they did not, should they not encounter a sign shortly after the turn;
2. confirmation wayfinding signs along long stretches--ensuring riders they are still heading the right direction;
3. pavement markings, such as arrows, more bicycle stamps, or even the route number itself- augmenting the existing facilities and wayfinding; and
4. establish formalized start and end points of the route with a local bicycle route map kiosk- educating current and potential users alike.

GPS Mapping and Statistics

Using the popular app called "MapMyRide", Franziska and myself mapped our routes as we embarked on our initial solo-rides to and from the University's Main Campus from the City Center. Using the GPS capabilities of this app, we were able to track the route, distance we rode, the speed we traveled, and the elevation gains and losses along the way. Due to the imperfections and limitations of this this technology, the figures are not 100% perfect, but they do provide reliable data with which we can compare to our respective experiences navigating the route.

Ride from the City Center to the University Campus

As I describe my narrative above, my ride from the City Center to the University went very smoothly. Traveling at an average speed of 18.6 km/hr, it took me 17:46 minutes to ride 5.51 km to the agreed upon destination point--a site map of the campus, located within a campus parking lot where Route 100 ends.

(10/08/2013 | City to University Map | Credit: MapMyRide/Google Maps)

(10/08/2013 | City to University Statistics | Credit: MayMyRide)

Ride from the University Campus to the City Center

However, my rider back was not so perfect. The left-hand turn that I missed caused my return trip to the City Center to be 8.18 km long, taking me 25:06 minutes to ride at an average speed of 19.5 km/hr.

(10/08/2013 | University to the City Map | Credit: MapMyRide/Google Maps)

(10/08/2013 | University to the City Statistics | Credit: MapMyRide/Google Maps)

Cognitive Mapping and Thoughts

Considering my experiences riding Route 100 n both directions, I applied the cognitive mapping technique Kevin Lynch introduced in his 1960's book Image of the City--a great and easy to digest book for anyone interested in spatial mapping. In this book, he proposes that a place can be mapped using five main elements: 

1) paths; 2) edges; 3) nodes; 4) districts; and 5) landmarks.

As this collaborative research project was conceived, it was decided that no information on this route would be given to Franziska or myself on Aalborg's "bicycle superhighway". All we were told before arriving in Denmark is that it is called "Route 100" and provides a connection for riders between the City Center and Main University Campus (Aalborg Oest). We were not provided with an route maps, directed to the city's bicycle plans, or given any details on the material make-up of the facility. At first, this was somewhat frustrating,  as I was neither able to prepare maps of the facility nor engage in as much preliminary research as I would have liked. But now, the purpose for this set-up is immensely clear to me.

(10/08/2013 | My Initial Cognitive Map of Route 100 | Map Credit: Cat Silva)

As the rider who did not spend much time looking at a map of the facility before or during my ride, it is true that my map is not at all a perfect representation of the route. For me, one of the biggest insights I had when drawing my cognitive map is that I could not recall any significant landmarks. For example, I knew that the university and city center were on either end, but the other minor landmarks I noted were wayfinding sign-posts. I believe this is because without the luxury of route-planning or having a map to refer to, I was so focuses looking for wayfinding and spent very little time looking at the building I rode past and my surroundings beyond what was present along the sidewalk.

This is an impactful realization for me, as it highlights how much we do not experience in our travels when we are required to focus on finding our way. Because the wayfinding signage was not incredibly prolific, my energy went into seeking it out and I had less time to spend to experience the bicycle ride as anything other than a task. That I do not recall any major institutions, churches, businesses, statues, view-points tells me that: a) the facility may not be easy enough to navigate for a brand-new rider; or possibly b) that I simply spent too much time worrying about getting lost and not enough time acquainting myself with the streets I was riding along.

Of course, I cannot be sure that there were many 'true' landmarks along Route 100, but I most certainly anticipate noticing a whole lot more than I did when embarking on secondary rides of the facility.

Becoming a Pendler

While researching at Aalborg University, I will be living in and commuting from Randers, Denmark. This is the sixth-largest city in the country and is approximately 82 km (50 miles) south of Aalborg. Initially, I had been apartment hunting up in Aalborg, but--as should not come as a surprise--the cost of living in just about any Danish city is pretty steep.

After a month of looking and finding nothing I was content with, I contacted my Danish friend Tina with a request for a place to stay--I met her the first time I was in Denmark eleven years ago as a Rotary Exchange Student at Grenaa Gymnasium. Tina lives in Randers with her long-term boyfriend Jimmi and their toddler. In response to my asking if I could stay with them until I found a permanent place to live, they very generously invited me to stay as long as I would like.

(04/2013 | New Home in Randers, Denmark | Photo Credit: Tina A.)

In fact, they were generous enough to offer me their toddler's playroom and asked me to pay rent that I can actually afford. They took his toys out, found a bed, made room in the cabinets, and have made me feel very welcome in their home. The only remnants of the playroom are the robot stickers on the wall, pirate stickers on the cabinet doors, and big Ikea leaves hanging above the bed. It may not be in Aalborg, but it is a place I am incredibly happy to call home for the next six-months.

Searching for Affordable Transportation

After being invited to live with them in Randers, then started the search for an affordable way to transport myself to and from Aalborg... I have the options of taking a train or a bus, which are both equally convenient--with the bus taking a bit longer and costing a bit less. As an American who rarely gets to travel by train, I am happily willing to pay the premium to travel by train, but the one-way adult ticket is nearly $20 between these two cities. Although I generously supported by the Valle Scholarship program, the idea of spending $40 a day on transportation is clearly unsustainable and way beyond my means.

Before I go on, let's take a moment to reflect on the fact that it takes about the same amount of time to take the Link Light Rail from Downtown Seattle to the Airport. That one-way ticket costs $2.75. At some point in the future, I expect that this price--as well as the price to ride the Metro and Sound Transit buses throughout there region--will likely increase. Although I dread the day that public transportation in Washington State may ever cost as much as it does in Denmark...it may behoove us all to consider how affordable our bus and light rail options in the King County area really are. But enough on that...

The Pendlerkort is my Solution!

After several weeks and many to many hours reviewing my options for affordable transportation aboard DSB--which stands for Danmarks Statebaner, or Denmark's State Railways in English--I finally found the solution. I am not exaggerating in how long it took to find the best plan. Although I have no current complaints for the DSB travel experience, the website is not all that easy to navigate and were I not able to speak Danish it may well have been too difficult to navigate. But, after the long search and help from the friend I am living with...I found a way to make the $40 round-trip much, much less expensive.

I purchased a Pendlerkort--a "Commuter Card"--that is good on all buses and trains traveling between Randers and Aalborg for 30-days for the "low-low" price of $315.00! Doing the math, I break-even after commuting back and forth eight times--at least half as many trips as I will take in a given month.

(10/07/2013 | Pendlerkort | Photo Credit: Cat Silva)

Not only does this card allow me to get on any train or bus between Aalborg and home...the commuter card gives me 'free' boarding on buses within each city's central area. As the card indicates, I can travel freely in zones 80 and 81 in Randers as well as zones 1 through 9 in Aalborg. I live in one of these zones in Randers and my commuter card lets me take that bus to the city center without paying the normal $4.00 fare. I can also take the bus from the C-MUS building Aalborg's city center to the Main Campus. Moreover, if I wanted to purchase a seat on the train between Aalborg and Randers, I can pay $2.00 instead of the standard $5.00. That said, I rarely plan to purchase a seat...the only trick is finding a seat labeled "kan være reservetet" (can be reserved) before the other commuters and travelers. This label means that no one has purchased the seat and it is open on a first-come, first-serve basis.

It's somewhat difficult not to consider this a crazy expensive bus/train pass...But considering all that it covers, this is a great option for people like me who are: a) too old for youth discounts; b) too young for retirement discounts,; and c) unable to get student discounts because I'm not enrolled as a student here. And yes, I changed the information shown on my card so you can't steal my pendlerkort number or see my address...because I'm sure that's everyone's top priority...

Min Pendler / My Commute

Every morning when heading out of the house, I have a few different commuting options to get to Randers Station and catch one of the two hourly trains that head north toward Aalborg. It takes around 30-minutes to walk to the station and around 12-minutes by bicycle. Both options take me through part of the neighborhood, then onto a shared off-street path that accommodates pedestrians, cyclists, and low-speed mopeds. Or, if it's raining or cold, I can simply walk 2-minutes up the street and wait for a bus--which is covered by my Pendlerkort. I am lucky that Tina has a bicycle she rarely uses, so I am able to borrow this from her on most days for the quickest commute to and from the station. The off-street path takes me directly to bicycle parking at the station, which is conveniently located adjacent to the platform the train departs from. It costs money to bring a bicycle on the train, so it is easiest to simply lock it up in Randers and have it waiting for me there when I get home at the end of the day.

(10/08/2013 | Bicycle Parking, Randers Station | Photo Credit: Cat Silva)

One thing that I find really appealing about the commute by train is how comfortable and productive I can be! Most train cars are designed with groups of four seats sharing a small table space. In the the train's "Quite Car", the shared tables are equipped with fold-out portions that provide enough space for all four passengers to have a laptop out--with the outlets close at hand.

(10/07/2013 | DSB Quite Car | Photo Credit: Cat Silva)

For a little over $5.00, passengers can pay for five consecutive hours of wifi This is a nice convenience, but not something I am likely to pay for unless I need to get online--plus I have a data plan on my iPhone if I need to check email. I have also read that members of DSB Plus can get free wifi...and also 20% at the 7-Elevens located in the larger train stations. This is a free loyalty program and if I confirm that these benefits are legitimate, you can bet I'll sign up! And yes, you read that right...the 7-Eleven chain operates stores in all the major train stations in Denmark--and it was there that I bought my Pendlerkort. We may not see too many in Seattle, but the chain is surprisingly prolific in over here.

(10/02/2013 | Aalborg Station Platform | Photo Credit: Cat Silva)

When I arrive in Aalborg, I have a short 8-minute walk from the train station along Boulevarden to the Architecture and Design building where C-MUS is located. The building I'll be based while researching in Aalborg is located at Gammel Torv 6 and is located a stones throw away from the geographic center of the city. It is adjacent to the old City Hall building, across the plaza from the famous Budofil Church, and the plaza behind of it is transformed into an outdoor ice skating ring during the winter months. Although I honest do enjoy the concrete exterior and open atrium that Gould Hall at the University of Washington offers...I'm pretty thrilled I get to call this my academic home for the time being.

(09/17/2013 | Architecture & Design Building | Photo Credit: Aaron L.)

Then, at the end of a day of solid research, my commute goes in reverse and takes me home to Randers for dinner. All and all, it may be not be a 'cheap' commute, but it is certainly a comfortable and enjoyable experience. Several Danes I've spoken with are shocked that I am content with commuting an hour each way. I might agree with this perspective if it were two hours spent on a packed bus or driving a car alone...but I strongly believe that there is something vastly different about taking the train.

Sure, I could have rented a room in Aalborg for more money and lived by myself or with strangers...but I'm much happier to come home every day to two familiar faces and one young face that I am growing to adore. Moreover, my commute doesn't feel like two hours lost each day--rather it is two hours spent in a productive atmosphere aboard a comfortable train that enables me to both be productive or simply relax and enjoy the view over a cup of $2.00 coffee from the train's coffee dispenser.