REPORT FROM THE COMMISSION TO THE COUNCIL AND THE EUROPEAN PARLIAMENT on progress towards implementing the European Declaration on cycling
Date: 2025-09-30
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: combined transport, common transport policy, cycle and motorcycle industry, cycle track, non-motorised transport, reduction of gas emissions, road safety, sustainable mobility, transport infrastructure, two-wheeled vehicle

EN 

  EN 

   EUROPEAN COMMISSION  Brussels, 30.9.2025  COM(2025) 566 final  REPORT FROM THE COMMISSION TO THE COUNCIL AND THE EUROPEAN PARLIAMENT on progress towards implementing the European Declaration on cycling    
 
 
1.  INTRODUCTION 

The European Declaration on Cycling1 is a joint political statement, signed by the European 
Parliament, the Council and the European Commission on 3 April 2024. It is the first document 
to  recognise  cycling  as  one  of  the  most  sustainable,  accessible  and  inclusive,  low-cost  and 
healthy forms of transport and recreation, with high added value for the EU and our economy.  

Transport is of key importance for social inclusion and economic development, for creating 
jobs and for promoting access to essential services. However, it is still a significant source of 
greenhouse gas emissions and pollution. This Declaration aims to unleash the full potential of 
cycling in the EU to help address these challenges. 

The Declaration sets out the direction for existing and future policies and initiatives related to 
cycling. 

It outlines eight principles and 36 political commitments to be taken at EU, national, regional 
and  local  level,  to  guide  future  policy  developments  and  the  coherent  implementation  of 
measures.  While  the  Declaration  is  not  legally  binding,  it  has  considerable  political 
significance,  acknowledging  that  the  promotion  and  implementation  of  its  principles  are  a 
shared commitment and responsibility of the EU and its Member States. 

For  each  chapter  of  the  Declaration,  this  progress  report  presents  a  broad  overview  of  the 
actions taken in the context of cycling policies, measures and initiatives at European, national, 
regional and local level that help implement the Declaration’s principles. The report provides 
examples of the progress made in this respect and describes possible ways of promoting cycling 
to increase and facilitate its further uptake. 

2.  CHAPTER I: DEVELOPING AND STRENGTHENING CYCLING POLICIES  

At EU level, as an immediate follow-up to the European Declaration on Cycling, the European 
Commission invited Member States to designate their national cycling contact points. This new 
dedicated  network  discusses  common  challenges,  shares  best  practices  and  implementation 
measures, and monitors progress at EU and national level. The network encompasses national 
contact points from 26 Member States2 and has been formally established as part of the Expert 
Group on Urban Mobility (EGUM)3. In addition, to ensure an inclusive approach and actively 
involve a wider range of stakeholders, including associations of cities and regions and industry 
representatives,  a  dedicated  subgroup  was  created  within  the  EGUM  to  monitor  the 
Declaration’s implementation. 

The EGUM identified and tracked over 20 national measures including new or recently updated 
cycling strategies, plans, declarations and policy developments4. Some of these measures have 
been adopted as a direct result of the Declaration. To date, 14 EU Member States have put a 
national  cycling  strategy  or  a  similar  plan  in  place5.  Several  countries  are  working  on 
developing  new  policy  plans  and  updating  or  implementing  existing  ones.  For  example, 
Lithuania  has  taken  a  significant  step  forward  by  adopting  its  first-ever  National  cycling 

1   OJ C, C/2024/2377, 3.4.2024, http://data.europa.eu/eli/C/2024/2377/oj  
2   At the time of drafting the progress report, Italy had not yet designated a National Cycling Contact Point. 
3   E03863 established by Commission Decision (C(2022) 5320) 
4   EGUM contribution to the progress report: https://transport.ec.europa.eu/transport-themes/urban-transport/expert-group-

5  

urban-mobility_en  
https://www.ecf.com/media/resources/2024/The-State-of-National-Cycling-Strategies-in-Europe-
2024_ECF_final%20241212.pdf 

1 

 
 
 
 
strategy6.  It  has  also  introduced  a  new  regulation  for  the  planning  and  design  of  cycling 
infrastructure7,  establishing  national  standards  to  ensure  safe,  accessible,  and  high-quality 
cycling facilities. 

The Declaration also encouraged city authorities to take actions.  

For example, Parma (Italy) presented a letter of commitment to implementing the European 
Declaration  on  Cycling8,  focusing  on  developing  and  improving  its  cycling  infrastructure, 
promoting cycling as the preferred form of everyday transport and supporting cycling-related 
businesses and services.  

Meanwhile, the Barcelona Metropolitan Area (Spain) formally endorsed the European Cycling 
Declaration  during  the  metropolitan  council's  plenary  session9.  Efforts  to  achieve  climate 
neutrality  focused  on  (i)  developing  the  existing  cycling  infrastructure,  (ii)  deploying  and 
optimising secured bike  parking facilities,  (iii) supporting  metropolitan public  bike sharing, 
and (iv) organising training and educational activities.  

Several EU cities are also showing progress and a strong commitment to developing, adapting, 
and strengthening cycling policies and strategies to achieve their ambitious climate neutrality 
targets. They committed to these targets through their Climate City Contracts10 as part of the 
100  Climate-neutral  and  Smart  Cities  Mission11.  For  example,  Dresden  (Germany)  aims  to 
increase the share of cycling to 75% by 2035, while Aarhus (Denmark) wants to increase this 
share to 50% by 2030 and Gävle intends to become one of Sweden's top cycling cities by 2025, 
aiming to double the number of bicycle trips compared to 2018 by that time. 

Looking beyond EU borders, the adoption of the EU Declaration on Cycling inspired similar 
initiatives  such  as  the  ‘Declaration  for  Green  Mobility  of  South  East  European  Parties  and 
Observing  Participants:  moving  forward  together  towards  a  green  mobility’  at  the  Green 
Mobility  Summit,  organised  by  the  Transport  Community12  on  6-7  June  2024  in  Sarajevo 
(Bosnia and Herzegovina)13. 

Meanwhile,  several  other  actions  at  EU/national/local  spur  the  development/adoption  of 
cycling in the EU.  

Sustainable urban mobility plans (SUMP) 
Regulation (EU) 2024/167914, which marks a further key milestone at EU level introduces a 
legal  requirement  for  431  urban  areas  to  adopt  a  SUMP  by  2025.  It  also  mandates  the 
development,  by  2030,  of  multimodal  passenger  hubs  to  facilitate  first-  and  last-mile 

6 

https://sumin.lrv.lt/en/sector-activities/sustainable-mobility/national-strategy-and-action-plan-for-cycling-promotion-by-
2035/ 
https://e-seimas.lrs.lt/portal/legalAct/lt/TAD/4b1abe31ac3611efaae6a4c601761171?jfwid=n3y3fwa09 
https://civitas.eu/news/the-city-of-parma-commits-to-eu-cycling-declaration-implementation-at-the-civitas-forum  
https://www.amb.cat/es/web/mobilitat/actualitat/noticies/detall/-/noticia/trobada-amb-l-ecf/25467221/11704  

7  
8  
9  
10   https://netzerocities.app/knowledge-ccc 
11   https://research-and-innovation.ec.europa.eu/funding/funding-opportunities/funding-programmes-and-open-

calls/horizon-europe/eu-missions-horizon-europe/climate-neutral-and-smart-cities_en  

12   The Transport Community is an international organisation in the field of mobility and transport. It has 36 participants – 
the European Union Member States represented by the European Commission, the six South East European Parties (the 
Republic  of  Albania,  Bosnia  and  Herzegovina,  Kosovo*,  Montenegro,  the  Republic  of  North  Macedonia,  and  the 
Republic  of  Serbia)  and 
three  observing  participants  (Georgia,  Republic  of  Moldova  and  Ukraine). 
https://www.transport-community.org/  

the 

13   https://www.transport-community.org/annual-summit/annual-summit-2024/ [(Annex II - Pledging for a Greener Future - 

Declaration on Cycling as a Sustainable Mode of Transport)] 

14   Regulation (EU) 2024/1679 of the European Parliament and of the Council  of 13 June 2024 on Union guidelines for the 
development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 
and 
ELI: 
1315/2013, 
(EU) 
http://data.europa.eu/eli/reg/2024/1679/oj 

2024/1679, 

Regulation 

28.6.2024, 

repealing 

No 

OJ 

L, 

2 

 
 
 
connections,  including  access  to  public  transport  and  active  mobility  infrastructure.  The 
Regulation includes requirements to ensure continuity and accessibility of cycle paths when 
building or upgrading infrastructure  and to build bicycle parking facilities in the vicinity of 
railway stations to promote active modes of transport.  

The updated version of the 2019 guidance document on how to support and encourage cycling 
as part of a SUMP will be delivered end-2025 and will integrate the latest knowledge and best 
practices, to help cities improve their cycling infrastructure, policies and promotional activities. 

Many  cities  have  included  measures  that  prioritise  cycling  in  their  SUMPs.  For  example, 
Münster (Germany) focuses on building high-quality cycle-priority streets and upgrading the 
cycle network, while Barcelona  (Spain) developed a Bicycle and Personal Mobility Vehicle 
Programme under its Urban Mobility Plan 2024, focusing on extensive network improvements 
and making the cycling infrastructure safer. In Bologna (Italy), mobility planning served, for 
the first time ever, as the starting point for developing the Metropolitan Territorial Plan15. This 
Plan  helps  55  municipalities  in  the  metropolitan  area  to  align  their  land-use  policies  and 
mobility strategies. This is done by integrating core operational tools and key sectoral strategies 
such as the Metropolitan Bike Plan. Vilnius was awarded the European Green Capital title16 
for  2025  as  frontrunner  in  the  green  transition  of  the  city,  including  in  relation  to  cycling 
measures in line with its SUMP, such as continuous development of cycling paths and a new 
street infrastructure standard prioritising active mobility. 

Mobility Patterns 

Building on a comprehensive analysis carried out in all EU Member States in 2021 with first 
set of results reported in the 2022 “Study on New Mobility Patterns in European Cities”17, an 
ongoing EU study is now extending the analysis of the data to give a better understanding of 
the effects of socio-demographic characteristics on travel behaviour. The study covers cycling 
as  one  among  several  travel  modes  that  are  being  examined.  Its  results  should  provide 
additional insights into the uptake of cycling and potential future developments. A preliminary 
analysis indicates that the share of cycling remains relatively constant at national level.  

Mobility management  

The yearly MOBILITYACTION Award18 acknowledges excellence in mobility management 
schemes  by  businesses,  institutions,  civil  society  organisations,  citizen  initiatives  and 
municipalities.  In  the  last  two  years  of  the  campaign,  numerous  finalists  have  launched 
impactful  initiatives  to  promote  cycling.  Examples  include  interactive  online  platforms 
encouraging students to cycle or walk, bicycle maintenance services at the workplace and bike-
to-school competitions.  

Moreover, many cities promote mobility management activities. Budapest (Hungary) stands 
out with its workplace mobility plan, which encourages companies to play an active role in 
changing  their  employees’  commuting  habits  in  favour  of  more  sustainable  transport 
alternatives.  Budapest’s  plan  includes  initiatives  like  ‘Bikebus’  and  ‘Bike  to  Work’,  which 
promote cycling through organised group rides and workplace campaigns.  

A report from the European Cyclists’ Federation (ECF) highlights how company bike leasing 
as part of mobility management schemes, pioneered in Germany, has resulted into an active 

15   https://pumsbologna.it/  
16   https://environment.ec.europa.eu/topics/urban-environment/european-green-capital-award/winning-cities/vilnius-

2025_en  

17   Study on new mobility patterns in European cities - Publications Office of the EU; New Mobility Patterns Study: insights 

into passenger mobility and urban logistics - European Commission 

18   https://mobilityweek.eu/mobilityaction-award/  

3 

 
 
 
fleet of 2.1 million leased bikes by the end of 2024, with an average annual growth rate of 30% 
since 201919. 

To further explore, analyse and evaluate the effectiveness of mobility management schemes 
influencing behavioural change towards active mobility, the Commission launched in 2024 a 
dedicated call under which a selected project could receive EUR 5 million20. 

Promoting cycling as a healthy way of transport or recreation  
The  annual  European  Green  Capital  and  Leaf  Awards21  recognise  cities  that  demonstrate 
outstanding commitment to environmental sustainability across key areas such as air quality, 
noise reduction and climate mitigation and adaptation. The promotion and implementation of 
sustainable  urban  mobility  solutions,  such  as  cycling  measures,  is  an  important  part  of  this 
recognition. Similarly, the Green City Accord22, an  EU initiative aimed at  improving urban 
environmental governance across Europe, aligns with cycling by encouraging cities to enhance 
their air quality, reduce noise pollution and expand green areas, thereby promoting active and 
sustainable mobility. 

Through awareness-raising and advocacy campaigns, the European Mobility Week23 dedicated 
its 2024 edition to the theme of ‘Shared public space’. Over 2 700 towns and cities from more 
than 45 countries worldwide24 took part in the campaign. Safe cycling infrastructure and good 
practices have also been the focal point of the EU Road Safety Exchange25.  

The CIVITAS initiative organised a Politician Exchange Forum26 on the implementation of the 
Declaration, highlighting the importance of working together at all levels. 

At national level, the EGUM identified several awareness campaigns, public consultations and 
training course for professionals and other specific forms of engagement27. For example, in 
Czechia,  a  campaign  was  launched  with  a  focus  on  traffic  calming  measures  in  cities  and 
regions, including the promotion of cycling28. In France, the Centre for Studies and Expertise 
on  Risks,  the  Environment,  Mobility  and  Urban  Planning  (CEREMA)  has  an  open 
collaborative platform for exchanging best practices, challenges and knowledge, with a special 
group dedicated to cycling29. The platform is freely available to local authorities, government 
services,  associations,  academic  institutions,  NGOs  and  civil  society.  It  is  a  place  for  the 
exchange  and  dissemination  of  news  and  for  the  sharing  of  feedback  and  resources  on  all 
subjects  related  to  cycling  (services,  training,  communications,  mobility  management, 
development, etc.). 

At  regional  level,  the  Baden-Württemberg  Institut  für  Nachhaltige  Mobilität  provided  an 
advanced  training  course  for  pedestrian-and-cycle  traffic  planners,  to  help  them  hone  their 
skills and encourage traffic planning that is bike-friendly and bike-oriented30. 

19   https://www.ecf.com/en/news/company-bike-leasing-could-be-europes-next-big-catalyst-for-sustainable-mobility-new-

report-shows-/  

20   HORIZON-MISS-2024-CIT-01-03: Mobility Management Plans and Behavioural Change, CSA 5M, Opening: 17 Sep 

2024 Deadline(s): 16 Jan 2025  

21   https://environment.ec.europa.eu/topics/urban-environment/european-green-capital-award_en  
22   https://environment.ec.europa.eu/topics/urban-environment/green-city-accord_en  
23   European Commission’s annual flagship campaign on sustainable mobility, https://mobilityweek.eu/home/  
24   EUROPEAN MOBILITY WEEK |  Participating towns and cities 
25   https://etsc.eu/projects/eu-road-safety-exchange/  
26   https://civitas.eu/news/civitas-spotlight-the-politicians-exchange-forum-convenes-in-parma  
27   https://transport.ec.europa.eu/transport-themes/urban-transport/expert-group-urban-mobility_en 
28   https://www.dobramesta.cz/novinky/1671/byl-zahajen-projekt-zvolni  
29   https://www.cerema.fr/fr/actualites/ouverture-communaute-echanges-dediee-au-velo  
30   https://www.polisnetwork.eu/wp-content/uploads/2024/12/1A.-Jochen-Eckart.pdf  

4 

 
 
 
Cities like Ioannina (Greece), Padova (Italy) and Wrocław (Poland) provide examples of public 
engagement  through  workshops,  communication  campaigns  and  local  action  programmes. 
These help shape and validate cycling-related measures and projects at municipal level.  

Looking further at promotion, exchange of knowledge, good practices and training, valuable 
initiatives are also taking place at international level. Notably, the Netherlands, together with 
Belgium and Luxembourg, initiated the ‘ACTIVE’ global capacity building programme31 in 
2023. This is an alliance of active mobility stakeholders aiming to train 10 000 active mobility 
experts in the Global South, in low- and middle-income countries within 10 years.  

3.  CHAPTER II: ENCOURAGING INCLUSIVE, AFFORDABLE AND HEALTHY MOBILITY 

Most developments at EU level have revolved around raising awareness of the health benefits 
of cycling and reducing air and noise pollution.  

Actions to promote cycling contribute to the prevention of non-communicable diseases and can 
reduce  the  total  risk  of  mortality  by  10%32.  Under  the  ‘Healthier  Together’  -  EU  non-
communicable  diseases  initiative33,  the  Commission  supports  Member  States  in  health 
promotion  and  disease  prevention  actions.  Through  the  EU4Health  programme34,  the 
Commission  supports  collaborative  work  (‘joint  actions’)  between  Member  States  and 
stakeholder-led projects to promote physical activity, including cycling. An example is the joint 
action PreventNCD35 , supported with EUR 76 million, which has a dedicated work package 
on healthy living environments that aims to implement and evaluate interventions on key health 
determinants,  including  activities  on  car-free  environments  and  physical  activity  or  urban 
environments.  The  Commission  supports  the  identification  and  collection  of  best  and 
promising  practices  via  the  EU  Best  Practice  Portal  on  Public  Health36,  where  practical, 
evidence-based practices are available for inspiration and possible transfer.  

As a direct result of the Declaration’s adoption, a dedicated call for proposals worth EUR 12 
million was launched as part of the Horizon Europe Missions Work Programme 2025 (jointly 
supported by the Cancer Mission and the 100 Climate-neutral  and Smart  Cities Mission) to 
further increase the uptake of cycling to reap health benefits and boost active mobility in EU 
cities37.  

The EU has a long-standing policy framework governing air quality and environmental noise 
levels, the purpose of which is to protect its inhabitants38. The recent revision of the Directive 
on ambient  air quality  and cleaner air for Europe39  lists cycling and walking among  the air 
pollution abatement measures to be included in air quality plans to encourage a modal shift 
towards active mobility and less polluting forms of transport. The latest data from the Zero 

31   https://dutchcycling.nl/knowledge/cycling-news/the-netherlands-launches-active-at-cop28/  
32   Promoting cycling can save lives and advance health across Europe through improved air quality and increased physical 

activity 

33   Healthier together – EU non-communicable diseases initiative - European Commission 
34   EU4Health programme 2021-2027 – a vision for a healthier European Union - European Commission 
35  

JA PreventNCD - Reducing Europe's cancer and NCD burden through coordinated strategies on health determinants. 
Focusing on effective policies, societal and personal risk factors. 

36   Best practices Portal 
37   HORIZON-MISS-2025-06-CIT-CANCER-01:  Increasing  walking  and  cycling:  to  reap  health  benefits,  emission 
reductions and integrate active mobility and micromobility devices, with smart technologies and infrastructure; wp-12-
missions_horizon-2025_en.pdf 

38   European Court of Auditors’ 2025 special report on “Urban Pollution in the EU, Special report 02/2025: Urban pollution 

in the EU – Cities have cleaner air but are still too noisy 

39   Directive (EU) 2024/2881 of the European Parliament and of the Council of 23 October 2024 on ambient air quality and 

cleaner air for Europe OJ L, 2024/2881, 20.11.2024, ELI: http://data.europa.eu/eli/dir/2024/2881/oj   

5 

 
 
 
 
Pollution  Monitoring  and  Outlook  Report  202540  and  the  new  Zero  Pollution  Dashboard41 
underline that while some improvement has been registered in terms of air pollution, overall 
transport noise has not decreased significantly. An increase in active mobility could make a 
positive contribution to more proactive noise management strategies.  

The EGUM reports eight measures implemented since April 2024 addressing the inclusion of 
all age groups, genders and minority groups in everyday cycling. The promotion of electric 
bicycles appears to be a solution for first-time cyclists and older people, while cargo bikes are 
seen as a solution encouraging more women and families to cycle. Among the notable examples 
reported  by  the  EGUM  are  dedicated  training  programmes  for  women42  and  free  cycling 
lessons  available  to  diverse  groups43.  Interesting  examples  are  also  provided  in  relation  to 
active ageing44 and active mobility in schools45. Many additional examples are also offered by 
cities through their Climate City Contracts46.  

Cycling-related  measures  can  play  a  positive  role  in  alleviating  transport  poverty.  When 
targeted at vulnerable groups, such measures may be financed through Social Climate Plans47 
which are linked to the implementation of the Social Climate Fund Regulation (SCF)48.  In this 
context, the Commission issued a recommendation on transport poverty49 addressed to Member 
States  which  takes  into  account  of  the  need  to  consider  cycling-related  measures,  such  as 
cycling infrastructure, subsidies for purchase or lease of bicycles, e-bikes and cargo-bikes to 
support  low-income  transport  users.  Moreover,  the  2024  on  transport  poverty50  looked  at 
possible indicators for measuring transport poverty and  listed possible mitigation strategies. 
Lastly,  the  European  Mobility  Week  campaign,  dedicated  its  2025  edition  to  the  theme 
“Mobility for everyone”51, focusing on the topic of transport poverty.  

With respect to measures to increase the affordability of cycling, Member States  may apply 
reduced VAT rates for the supply, rental and repairing services of bikes, including e-bikes 52.  

There  are  several  examples  of  encouraging  inclusive,  affordable  and  healthy  mobility  at 
national and local levels. 

40   EEA-JRC  Report  13/2024:  https://www.eea.europa.eu/en/analysis/publications/zero-pollution-monitoring-and-outlook-

report  

41   https://environment.ec.europa.eu/strategy/zero-pollution-action-plan/towards-zero-pollution-regions_en  
42   e.g. ‘TandEM Women in Cycling’ programme, developed by EIT Urban Mobility and BYCS, offering online and in-
for  other  women 
to 

lead  cycling 

person 
(https://engage.eiturbanmobility.eu/processes/tandemwomen?locale=en)  

for  women  across 

the  EU 

sessions 

training 

training 

43   e.g.  ‘Vélo-école’  initiative  of  the  Métropole  de  Lyon,  offering  free  cycling  education,  promoting  inclusivity  and 

accessibility (https://avelo.grandlyon.com/bons-conseils/apprendre-ou-reapprendre-a-faire-du-velo)  

44   e.g.  “A  Guide  to  Age-Friendly  Cycling  Mobilities”,  which  was  an  output  of  the  EU  funded  ENTOURAGE  project 
providing a toolbox for cities that wish to promote active mobility in times of population ageing (Age-friendly cycling. – 
Towards inclusive urban mobility) 

45   e.g. ‘Pedestrian and bike-friendly school’a national German project that actively supported primary and secondary schools 
surrounding  areas 

school  and 

their 

the 

in 

in  conducting  cyclability  and  walkability  checks  at 
(https://www.vcd.org/artikel/fuss-und-fahrradfreundliche-schule) 

46   https://netzerocities.app/knowledge-ccc  
47   https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets/social-climate-fund_en  
48   Regulation (EU) 2023/955 of the European Parliament and of the Council of 10 May 2023 establishing a Social Climate 
Fund and amending Regulation (EU) 2021/1060 OJ L 130, 16.5.2023, p. 1 ELI: http://data.europa.eu/eli/reg/2023/955/oj 
– defines transport poverty as “individuals’ and households’ inability or difficulty to meet the costs of private or public 
transport, or their lack of or limited access to transport needed for their access to essential socioeconomic services and 
activities, taking into account the national and spatial context 

49   C(2025) 3068 final Commission Recommendation of 22.5.2025 on transport poverty: ensuring affordable, accessible and 

fair mobility https://eur-lex.europa.eu/eli/reco/2025/1021/oj/eng  

50   2024,  Final  Report  -  Transport  poverty:  definitions, 

indicators,  determinants,  and  mitigation  strategies, 

https://employment-social-affairs.ec.europa.eu/document/download/4c180544-b1a1-455b-93df-
d2b70f536596_en?filename=KE-01-24-003-EN-N.pdf  

51   https://mobilityweek.eu/theme-2025/  
52   Council Directive (EU) 2022/542 (OJ L 107, 6.4.2022, p. 1) 

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Slovenia adopted measures to subsidise the purchase of electric bicycles53, especially for daily 
commuting in urban areas.  

In its Climate City Contract, Leipzig (Germany) included measures offering subsidies for cargo 
bikes for companies. It also engages in pilot projects in the field of carbon-neutral logistics.  

The Dutch Campaign ‘Kies de Fiets!’ (‘Choose the Bicycle’) incentivises companies to grant 
their employees an allowance of 23 cents per km (tax-free). The campaign was launched by 
the Ministry of Infrastructure and Water Management and focuses on encouraging employers 
to motivate their staff to cycle more often, by providing good cycling facilities and offering a 
mileage allowance to cyclists.  

In Portugal, a reduced VAT-rate of 6% has applied to the sale of bicycles since 2023. The ECF 
uses an online tracker to monitor around 300 tax incentive and purchase premium schemes for 
cycling provided at national, regional and local level54. 
To encourage a modal shift, a project called ‘Bike2Green’55 is using gamification to promote 
cycling in Stockholm (Sweden). Funded under the Employment and Social Innovation (EaSI) 
strand of the European Social Fund Plus, the project is developing patented software to monitor 
and reward bike trips through kilometric reimbursements and economic prizes. 

4.  CHAPTER III: CREATING MORE AND BETTER CYCLING INFRASTRUCTURE 

To increase cycling use, it is necessary to improve the quality, quantity, continuity, safety and 
attractiveness of cycling infrastructure. The infrastructure must also be adapted to current and 
future demands – including cargo bikes (which are often wider), bikes with trailers (which are 
longer) and cyclists travelling at different speeds56. Stakeholders have signalled the following 
areas  in  which  the  European  cycling  infrastructure  could  be  improved:  (i)  cycle  logistics 
infrastructure (e.g. micro hubs), (ii) safe bicycle parking solutions such as protected parking 
facilities  at  train  stations  and  cycling  boxes  in  urban  areas,  (iii)  charging  infrastructure  in 
buildings,  at  the  workplace  but  also  at  important  community  hubs  and  busy  places  such  as 
supermarkets,  (iv)  infrastructure  to  transport  bikes  on  trains,  and  (v)  overall  safety  of  the 
cycling infrastructure57. 

At the same time, the Commission is currently working on a guidance document for the design 
and  quality  of  safe  infrastructure  for  vulnerable  road  users,  including  cyclists  and  users 
of micromobility devices58.  A  dedicated  study59,  with  results  expected  in  2026,  will  help  to 
prepare such guidance. The guidance for Member States and the safety measures resulting from 
this work will address, among others, separating infrastructure for vulnerable users from that 
for traffic, where appropriate, or speed management and different traffic calming measures. 
This could also improve the safety of all road users and inform safe roadside design limiting 
the  severity  of  trauma  in  the  event  of  a  crash.  The  EGUM  has  also  provided  input  to  local 
authorities on the need to increase the safety of cycling infrastructure when looking at future 

53   https://www.gov.si/zbirke/javne-objave/javni-poziv-za-dodeljevanje-nepovratnih-financnih-spodbud-polnoletnim-

fizicnim-osebam-za-nakup-elektricnih-koles/  

54   https://www.ecf.com/en/resources/tracker-money-for-bikes/  
55   Bike2Green - ECF 
56   EGUM 

urban  mobility 

Future 

report 

on 

of 

and 

inclusive 

and 

sustainable 

urban 

space: 

https://transport.ec.europa.eu/transport-themes/urban-transport/expert-group-urban-mobility_en  

57   The transition pathway for the EU Mobility Industrial Ecosystem, January 2024, Mobility Transition Pathway 
58   As requested under Article 4(6) of Directive 2008/96/EC of the European Parliament and of the Council of 19 November 

2008 on road infrastructure safety management, OJ L 319, 29.11.2008, p. 59 OJ L 183, 9.7.2019, p. 15  

59   Guidance  on  the  design  of  ‘forgiving  roadsides’,  ‘self-explaining  and  self-enforcing  roads’,  as  well  as  on  quality 

requirements of road infrastructure for vulnerable road users 

7 

 
 
 
 
trends in urban mobility in line with the increasing uptake of cycling measures in sustainable 
urban planning in cities60.  
The Energy Performance of Buildings (EPBD) Directive61 also helps increase the attractiveness 
of cycling by introducing legal requirements for the minimum number of bike parking spaces 
in  workplaces  or  in  residential  buildings  and  for  the  subsequent  installation  of  charging 
facilities.  Good  examples  can  already  be  found  in  the  transposition  of  this  Directive  across 
Europe, for example in Portugal62, France63, and Belgium64. 

Many cities offer numerous examples of action focused on improving the cycling network and 
ensuring  connectivity.  Lund  (Sweden)  stands  out  for  its  consideration  of  urban-rural 
connectivity, recognising the importance of seamless transport links between the city and the 
surrounding suburban and rural communities through the construction of seven bicycle ‘super-
routes’ in and to/from the city (81 km in total). Taurage (Lithuania) committed to expanding 
its  cycling  infrastructure  to  reach  remote  settlements  near  recreational  areas,  and  garden 
communities (approximately 86 km of new cycle paths). Ljubljana  (Slovenia) expanded the 
cycling network both within the city and in the region, linking it with national cycling routes 
and improving bicycle parking and secure storage facilities. 

5.  CHAPTER IV: INCREASING INVESTMENTS AND CREATING FAVOURABLE CONDITIONS 

FOR CYCLING 

Investments are instrumental in increasing the uptake of cycling. Significant financial resources 
have been made available at EU level for Member States and local authorities in recent years. 
EU  Cohesion  Policy  provides  Member  States  with  a  key  source  of  funding  for  cycling 
infrastructure through national, regional and cross-border programmes.  

In  particular,  the  European  Regional  Development  Fund  provides  the  bulk  of  cycling 
investment  allocations. In total  21 Member States  and  a significant number of cross-border 
programmes have planned dedicated cycling investments65. In 2014-2020, EUR 2.1 billion was 
invested in building cycle paths and footpaths across the EU, up from EUR 700 million in the 
previous funding period 2007 to 2013. In the current programming period 2021-2027, EUR 4.5 
billion has been set aside to a range of cycling investments of which EUR 3.2 billion will be 
provided by the EU and EUR 1.3 billion from national resources.  This should support more 
than  12  000  kilometres  of  new  or  improved  cycle  paths.  Projects  to  improve  cross-border 
cycling infrastructure are also being implemented, notably under Interreg programmes. These 
are not just for tourism promotion purposes, but also to provide an alternative to cars for cross-
border commuters. Since 2021, around EUR 163 million has been allocated to cycling projects 
under Interreg. 

As regards rural mobility, cycling initiatives and projects may be also supported by the 2023-
2027 Common  Agricultural  Policy (CAP).  Examples of such projects  include:  converting a 
former  railway  line  into  a  greenway  for  cycling,  organising  cycling  rallies  as  a  means  to 
promote social interaction and integration, e-bike charging stations, building cycle paths and 

60   EGUM Report: Inclusive and sustainable future of urban mobility in Europe. 
61    Directive (EU) 2024/1275 of the European Parliament and of the Council of 24 April 2024 on the energy performance of 

buildings , OJ L, 2024/1275, 8.5.2024, ELI: http://data.europa.eu/eli/dir/2024/1275/oj  
62   Building upon the EPBD Directive (Directive EU 2024/1275) and expanding it further. 
63   Developing 
practices 

bike 

best 

for 

parking 

in 

buildings: 

https://www.ecologie.gouv.fr/sites/default/files/documents/guide-stationnement-velo-constructions.pdf. 

64   The region of Flanders developed a vade mecum on bicycle facilities (Vademecum fietsvoorzieningen) with a dedicated 

chapter on cycle parking infrastructure. 

65      #EURegioDataStories – Exploring investments 2021-2027: support to cycling infrastructure 

8 

 
 
 
 
climate-friendly mobility solutions, promoting tourist cycling routes, and organising of cycling 
events to improve the quality of life and the attractiveness of rural areas66. This is in line with 
the objectives and initiatives under the Long-Term Vision for Europe’s Rural Areas67 that calls 
on Member States and regions to develop sustainable rural mobility strategies requiring, among 
others,  efforts  to  support  zero  emission  mobility  solutions  such  as  cycling,  cycle  paths  and 
multimodal connections including active transport. 

The Recovery and Resilience Facility (RRF) through the National Recovery and Resilience 
Plans also provides significant resources for sustainable mobility. A total of EUR 650 billion 
was  allocated  to  Member  States  through  grants  and  loans  under  the  Next  Generation  EU 
programme. Several measures include support for cycling infrastructure68. The total amount 
earmarked for cycling-related projects under the RRF is estimated at EUR 1.3 billion.  

More recently, additional opportunities for funding have become potentially available through 
the  above-mentioned  Social  Climate  Fund  (SCF).  While  Member  States  have  flexibility  in 
setting priorities for financing, the SCF Regulation establishes a clear list of eligible measures 
and  investments  that  can  be  included  in  the  plans.  Zero-  and  low-emission  mobility  and 
transport solutions, including bicycle purchase, are eligible for support, as are, for example, 
transport vouchers for shared mobility services (e.g. bike sharing) and investments in cycling 
infrastructure.  

The  EGUM  has  provided  useful  insights  into  and  examples  of  good  practices  concerning 
possible cycling-related measures that could be supported through the SCF69. For example, by 
supporting local authorities enhancing cycling infrastructure and connecting train stations with 
public centres like schools and healthcare facilities (EUR 4.7 million from the Spanish Ministry 
of Transport to 10 small municipalities70) or by providing financial incentives for cargo bike 
and trailer purchases for entrepreneurs and SMEs (up to EUR 4 000 for cargo bikes and EUR 
2 000 for trailers through regional economic expansion grants from the Brussels Capital Region 
(Belgium)71).  

At local level, based on a preliminary analysis of the 39 investment plans assessed submitted 
by cities, the Climate-neutral and Smart Cities Mission’s Capital Hub has estimated that over 
EUR  4  billion  has  been  set  aside  for  investments  planned  in  cycling  and  pedestrian 
infrastructure. 

6.  CHAPTER V: IMPROVING ROAD SAFETY AND SECURITY 

Increased uptake of cycling results in more attention being paid to safety-related challenges, as 
cyclists are disproportionally  negatively  affected in  road traffic crashes,  especially  in  urban 
areas. Cyclists are the only road user group in the EU  in which the number of fatalities has 

66   Funding through LEADER local development strategies, smart villages strategies and investments in basic services and 
infrastructure in rural areas. LEADER finances local development strategies throughout rural Europe under CAP with an 
EU budget of 5 billion EUR for 2023-27 

67   COM/2021/345  final:  A  long-term  Vision  for  the  EU's  Rural  Areas  -  Towards  stronger,  connected,  resilient  and 

prosperous rural areas by 2040  

68   COM(2023)  545  final/2  REPORT  FROM  THE  COMMISSION  TO  THE  EUROPEAN  PARLIAMENT  AND  THE 
forward: 
the  Recovery 

and  Resilience  Facility:  Moving 

on 

COUNCIL 
https://commission.europa.eu/document/download/3b4a06ba-21f1-40e6-ae33-
4d308ddb98da_en?filename=COM_2023_545_1_EN_0.pdf 

implementation  of 

the 

69   https://transport.ec.europa.eu/document/download/f7e54ea5-23aa-4f8d-a24c-

9d902fc9652c_en?filename=EGUM_Recommendations_Social-Climate-Fund.pdf 
70   https://www.transportes.gob.es/el-ministerio/sala-de-prensa/noticias/jue-05122024-1319 
71   https://economie-emploi.brussels/prime-velo-cargo 

9 

 
 
 
 
increased over the past decade72. According to the preliminary figures on road fatalities in the 
EU73, the pace of improvement remains slow. Available data shows that cyclists account for 
10% of all fatalities. Within urban areas, vulnerable road users (pedestrians, cyclists and users 
of  powered  two-wheelers  and  personal  mobility  devices)  represent  almost  70%  of  total 
fatalities. Many more suffer serious injuries.  There is also known to be considerable under-
reporting  of  non-fatal  road  collisions  involving  cyclists.  As  official  road  statistics  are  often 
solely those provided by police forces, collisions that have not resulted in a police report are 
often undetected, meaning a large number of collisions resulting in injury or material damage 
go unreported.  

Further  progress  in  enforcing  of  road  safety  rules  will  be  achieved  by  modernising  of  EU 
driving licence rules74 following the provisional agreement reached in March 2025 between 
the European Parliament and the Council. To better protect vulnerable road users, the new rules 
adjust training and testing requirements, placing greater emphasis on the safety of these road 
users. Directive 2024/323775 also helps improve the safety and security of cyclists by ensuring 
that dangerous driving offences, such as ‘dangerous overtaking’ and ‘hit-and-run’ incidents, 
are penalised in a consistent manner across the EU, regardless of the country where the offence 
occurs.  Importantly,  the  revision  also  covers  offences  related  to  the  misuse  of  cycle  lanes. 
Finally, to offer further knowledge and insights about road safety for vulnerable road users, a 
dedicated  research  topic  has  been  designed  under  the  2025  Work  Programme  of  Horizon 
Europe Cluster 5. It focuses on the Safety of Cyclists, Pedestrians and Users of Micromobility 
Devices76.  

In 2024, the Commission published a study on the need for harmonised rules to support the rise 
of micro mobility and increased road safety for personal mobility devices77. The aim of the 
study was to investigate whether the development of a harmonised European personal mobility 
devices regulation would be feasible and desirable. The study also looked into the regulatory 
framework applicable to e-bikes and how this can be improved to foster a swift(er) deployment 
of e-bikes. This study suggested several regulatory options.  

The EGUM collected several inputs and case studies providing examples of how awareness-
raising  measures  and  road-safety  campaigns  were  being  implemented.  Interesting  examples 
include:  (i)  France’s  comprehensive  national  report78  addressing  the  pressing  issue  of 
motorised  violence  and  public  space  sharing  between  different  categories  of  road  users, 
including recommendations; and (ii) a Maltese nationwide campaign covering all age groups 
and a wide range of stakeholders, run by the national transport regulator and involving creative 

72   https://road-safety.transport.ec.europa.eu/document/download/c82fa210-8707-4402-a9be-

b70deded1d5e_en?filename=road_safety_thematic_report_cyclists.pdf  

73   Road  Safety  Statistics  2024  –  European  Commission:  https://transport.ec.europa.eu/background/road-safety-statistics-

2024_en  

74   Proposal  for  a  DIRECTIVE  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE  COUNCIL  on  driving  licences, 
amending Directive (EU) 2022/2561 of the European Parliament and of the Council, Regulation (EU) 2018/1724 of the 
European Parliament and of the Council and repealing Directive 2006/126/EC of the European Parliament and of the 
Council and Commission Regulation (EU) No 383/2012: COM(2023) 127 final 

75   Directive (EU) 2024/3237 of the European Parliament and of the Council of 19 December 2024 amending Directive (EU) 
2015/413  facilitating  cross-border  exchange  of  information  on  road-safety-related  traffic  offences,  OJ  L,  2024/3237, 
30.12.2024, https://eur-lex.europa.eu/eli/dir/2024/3237/oj/eng  

76   Opening: 16 Sep 2025 - Deadline(s): 20 Jan 2026: topic HORIZON-CL5-2026-01-D6-13: Safety of Cyclists, Pedestrians 

and Users of Micromobility Devices 

77   Study  on  the  need  for  harmonised  rules  to  support  the  rise  of  micro  mobility  and  increased  road  safety  for  personal 
mobility devices, Final Report, 2024, https://op.europa.eu/en/publication-detail/-/publication/4286a092-a55f-11ef-85f0-
01aa75ed71a1. 

78   2025.04.08_Prevenir_les_violences_et_apaiser_les_tensions_pour_mieux_partager_la_voie_publique.pdf  

10 

 
 
 
arts students79. In Germany, there is wide support for campaigns on the safe use of pedelecs80 
and for the promotion of ‘road safety days’ and safe cycling81 including targeted testing for 
children82  and  training  courses  for  seniors83.  Last  but  not  least,  Portugal  has  developed  a 
national  framework  for  cycle  training  focusing  on  schools84  and  has  provided  over  1  000 
schools nationwide with more than 20 000 bicycles and 2 000 safety kits. 
Some Member States have started taking action to tackle bike theft85. This is the case in France, 
where a legal obligation for the identification of new bicycles was introduced already in 2021. 
By  2025,  to  more  than  7  million  bicycles  in  France  had  an  identification  label86.  In  2024, 
Belgium  launched  the  MyBike  platform87,  a  voluntary  initiative  by  federal  and  regional 
governments on bicycle labelling to prevent theft. While a few other national or local labelling 
and/or registration systems have been reported, there is yet no comprehensive overview of this 
matter across Member States.  

7.  CHAPTER  VI:  SUPPORTING  HIGH-QUALITY  JOBS  AND  THE  DEVELOPMENT  OF  A 

WORLD-CLASS EUROPEAN CYCLING INDUSTRY 

The 2024 report on the Transition pathway for the EU Mobility Industrial Ecosystem88 looked 
at  mobility  as  a  key  industrial  ecosystem.  Alongside  automotive,  waterborne  and  rail,  the 
pathway included cycling industry for the first time. The report highlighted how the EU cycling 
value chain – manufacturing, cycling infrastructure, cycle tourism, bike rentals, cycle logistics 
and other services – provides 1.3 million jobs and contributes EUR 21 billion to the GDP of 
the European Union. The EU cycling supply chain covers over 1 000 small and medium-sized 
enterprises89.  

The  Commission  welcomed  pledges  by  stakeholders  to:  (i)  reduce  the  environmental  and 
climate footprint associated with bike and e-bike production; (ii) to set targets and implement 
sustainable  practices;  and  (iii)  support  cycling  as  a  viable  and  sustainable  transport  mode. 
National, regional and local authorities pledged to invest in parking stations for bicycles and 
other personal mobility devices, to name but a few examples. Companies offered to support 
vocational training, implement measures to attract new talent and launch training programmes 
for women in the cycling industry.  
According to stakeholders and industry data90, 20 million bikes were sold in 2022, of which 
5.5  million  were  e-bikes  and  15.3  million  were  assembled  in  the  EU  with  45-50%  of  all 
components manufactured in Europe.  
According to a 2024 Eurostat report91, in 2023, 9.7 million bicycles were produced in the EU, 
down 24% on the 2022 figure of 12.7 million. The biggest producer of bicycles in 2023 was 
Portugal,  with  1.8 million units, followed by Romania (1.5 million), Italy  (1.2 million) and 
Poland (0.8 million). Data shows that 14 out of 17 reporting EU countries saw a decrease in 

79   https://futuremobility.gov.mt/ 
80   https://www.e-im-griff.de/  
81   https://www.verkehrswacht.de/fahrrad-aber-sicher/  
82   https://www.moenchengladbach.de/de/kinderverkehrsgarten  
83   https://www.verkehrswacht.de/fit-mit-dem-fahrrad/   
84   Pedala! Da escola para a vida – Instituto da Mobilidade e dos Transportes   
85   Cycling Strategies in Europe: Progress made, but the pace must accelerate - ECF 
86   https://apic-asso.com/  
87   https://mybike.belgium.be/fr/  
88   https://ec.europa.eu/docsroom/documents/57674  
89   2023 CONEBI Bicycle Industry and Market Report (BIMP) 
90   CONEBI/CIE/ECF: EU and UK Market and Industry forecast 
91   https://ec.europa.eu/eurostat/web/products-eurostat-news/w/ddn-20241120-2  

11 

 
 
 
 
bicycle  production  between  2022  and  2023.  Rising  production  costs,  ongoing  supply  chain 
disruptions, and economic uncertainties have had a significant impact on the industry. In 2023, 
the EU exported EUR 1.03 billion’s worth of bicycles (both electric and non-electric) marking 
down 10% on the 2022 figure. The value of imports stood at EUR 1.98 billion, a 21% decline 
compared with 202292.  

The  EU  is  the  world  leader  in  bike  sharing  and  in  developing  cycling-related  services  (for 
example subscription services, repairing or cycling tourism). However, stakeholders still report 
significant challenges over pricing (e.g. bikes and e-bikes manufactured in non-EU countries 
can be 30% to 70% cheaper, partially owing to State subsidies).  

EU  trade  defence  instruments  (i.e.  anti-dumping,  anti-subsidy  and  anticircumvention 
measures)  have  helped  protect  the  EU  industry  from  unfair  trade  practices  and  unfair 
competition.  To  make  an  economic  case  for  cycling’s  contribution  to  sustainable  transport, 
studies have been conducted focusing on specific Member States. These include a study on the 
cycling economy in Belgium93 and a study assessing the current status and trends in the Dutch 
cycling sector94.  

A valuable example of industry support at national level is provided by France: as part of the 
‘France 2030’ programme, a call for projects provides support to the bicycle industry's efforts 
to produce bicycles and associated equipment in France95. France has also created the ‘Filière 
vélo’  initiative96.  This  initiative,  which  brings  associations  together  with  economic, 
institutional and territorial stakeholders, promotes a shared vision and measures to help develop 
the cycling industry’s various business segments across all regions of France. 

8.  CHAPTER VII: SUPPORTING MULTIMODALITY AND CYCLING TOURISM 

Multimodality is part of the guiding principles of sustainable urban mobility. The Declaration 
underlines the key role that cycling plays in improving multimodal connectivity, including in 
the context of tourism, especially in combination with trains and buses, both in urban and rural 
areas.  The  promotion  of  multimodal  solutions  by  integrating  cycling  with  other  modes  of 
transport has been addressed in several legislative and policy initiatives in recent years. The 
revised Regulation on rail passenger rights and obligations97 contains new and improved rules 
on the carriage of bikes on trains. It also mandates that as of June 2025, procurement procedures 
for new and major upgraded trains must include a requirement for at least four dedicated spaces 
for the carriage of assembled (not just folded) bicycles98. Member States can also decide to set 
a higher number than four as the minimum number for certain types of services. These rules 
apply to all rail passenger services in the EU99. 

92   https://ec.europa.eu/eurostat/web/products-eurostat-news/w/ddn-20240603-

1#:~:text=A%20further%20look%20into%20the,3.5%20million%20(%2D34%25  

93    Conducted  by  Transport  &  Mobility  Leuven  (TML):  https://www.tmleuven.be/en/project/The-cycling-economy-in-

Belgium. 
International earning potential of the Dutch bicycle sector: International earning potential of the Dutch bicycle sector. 

94  
95   https://www.economie.gouv.fr/actualites/france-2030-lancement-de-lappel-projets-industrie-du-velo. 
96   https://filierevelo.com/. 
97   Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail passengers’ rights and 

obligations (recast), OJ L 172, 17.5.2021, p. 1 ELI:  http://data.europa.eu/eli/reg/2021/782/oj 

98   Railway undertakings may set a different number in their plans for the carriage of bicycles. When railway undertakings 

decide to set up such plans, they should consult the public. 

99   Member States can however decide to exempt urban and suburban rail passenger services from these particular rules on 
the carriage of bikes on trains. Only 6 Member States notified full (AT, HU, PT, RO, SK) or partial (FR) exemptions on 
these  rules  for  these  services  to  the  Commission:  https://transport.ec.europa.eu/transport-themes/passenger-rights/rail-
passenger-rights_en 

12 

 
 
 
 
The Transition Pathway for Tourism100 features sustainable mobility prominently, including 
cycling. The latest stocktaking report outlines measurable progress in implementation: several 
pledges submitted by stakeholders and regional and local authorities address  cycling-related 
measures  such  e.g.  regional  and  local  administrations  developing  and  improving  cycling 
infrastructure and charging stations as well as NGOs setting concrete targets to increase active 
and sustainable mobility, in particular cycling tourism101. An EU Sustainable Tourism Strategy 
is  currently  under  development,  to  be  released  in  2026:  it  aims  to  shape  a competitive, 
sustainable, and inclusive tourism model and will also tackle sustainable mobility among key 
focus areas. 

At national level, EGUM was able to track inspiring examples on multimodal connectivity and 
cycling tourism. The Czech Partnership for Urban Mobility, together with the Czech Ministry 
of Transport, is implementing a dual approach to support multimodality and cycling tourism. 
Through  the  Danube  Active2&Public  Transport  (A2PT)  project102,  they  are  working  to 
enhance  synergies  between  cycling  and  public  transport  across  the  region.  This  is  done  by 
improving facilities for transporting bicycles on buses and trains, upgrading secure parking at 
transport hubs and supporting an online cycling map portal to help connect municipalities to a 
safe network of transport routes suitable for cyclists for work, education, leisure or tourism. 
The Spanish Ministry of Transport and Sustainable Mobility has recently activated EUR 10 
million to municipalities for the implementation of new public bike sharing schemes and the 
expansion of existing ones103. In France, a national strategy for bicycle tourism was set up by 
stakeholders104. In Germany, through a dedicated funding programme, the federal government 
is supporting various measures that link public transport with cycling throughout the country. 
This includes secure parking facilities for private bicycles at central public transport stations 
and stops105. 

9.  CHAPTER VIII: IMPROVING THE COLLECTION OF DATA ON CYCLING 

The  current  lack  of  EU-wide  data  on  cycling  coupled  with  the  lack  of  harmonised  data 
collection and methods for monitoring progress create a significant knowledge gap.  

The purpose of the EU-funded study on current state and possible development of European 
Union cycling infrastructure (the ‘Cycling Counts’ study) is to establish an EU-wide baseline 
for cycling infrastructure. It sets out a methodology for the collection of data on cycling and 
progress monitoring across four dimensions: cycle network, cycle use, safety of cyclists, and 
cycling-related  services.  Preliminary  results  have  so  far  made  it  possible  to  identify  over 
900 000 km of cycle paths and lanes network at EU level106. The study also seems to confirm 
a  great  variation  among  the  identified  national,  regional  and  local  datasets  regarding  the 
infrastructure’s  geographical  coverage  and  quality  parameters.  Cycling  data  at  national, 
regional and local  levels  are fragmented. This affects data quality  and significantly impacts 
interoperability and data usability across different platforms. The findings underscore a need 

100   https://transport.ec.europa.eu/tourism/transition-eu-tourism_en   
101   https://transition-pathways.europa.eu/tourism/knowledge-and-learning/ttp-reports  
102   https://interreg-danube.eu/projects/active2public-transport  
103   Art 47 of BOE-A-2025-1560 Real Decreto-ley 1/2025, de 28 de enero, por el que se aprueban medidas urgentes en materia 
económica, de transporte, de Seguridad Social, y para hacer frente a situaciones de vulnerabilidad: BOE-A-2025-1560 
Real Decreto-ley 1/2025, de 28 de enero, por el que se aprueban medidas urgentes en materia económica, de transporte, 
de Seguridad Social, y para hacer frente a situaciones de vulnerabilidad. 

104   https://www.velo-territoires.org/politiques-cyclables/tourisme-a-velo/strategie-nationale-tourisme-a-velo/  
105   https://bmdv.bund.de/DE/Themen/Mobilitaet/OEPNV/Foerderprogramm-Staerkung-OEPNV/foerderprogramm-

staerkung-oepnv.html  

106   Main results at EU level: 303 346 km of cycle tracks, 30 080 km of cycle lanes and 581 021 km of bicycle-friendly mixed 

traffic lanes: total network length: 914 447 km. 

13 

 
 
 
 
for standardised metadata practices to facilitate data integration, harmonisation and, ultimately, 
the need to ensure comprehensive and consistent dataset usability across the EU. On the other 
hand, the study has identified efforts to establish national standards, platforms and datasets for 
cycling infrastructure data in 18 out of 27 Member States This suggests a need for guidance, 
collaboration and harmonisation also at EU level. 

This  work  largely  draws  on  and  forms  part  of  Eurostat’s  ongoing  efforts  both  to  improve 
cycling statistics and data collection and to developing better cycling-relevant definitions and 
indicators. In 2024, Eurostat started revising the Common Questionnaire and the Glossary for 
Transport  Statistics,  in  collaboration  with  the  United  Nations  Economic  Commission  for 
Europe (UNECE) and the International Transport Forum. The work took account of issues such 
as  how  to  collect  statistics  on  active  and  shared  mobility,  how  to  define  what  constitutes 
‘cycling  infrastructure’,  and  how  to  capture  comparable  cycling  data.  The  Common 
Questionnaire is currently being updated to include variables on the different types of cycling 
infrastructure to be collected as of 2026. Updated definitions of the different types of cycling 
infrastructure  are  also  being  adopted  and  will  be  published  by  the  end  of  2025  in  the  sixth 
edition of the Glossary for Transport Statistics.   

Cycling-related data are expected to become more accessible thanks to the implementation of 
Delegated  Regulation  on  multimodal  travel  information  services  (MMTIS)107  and  of  the 
upcoming  implementing  Regulation  on  urban  mobility  indicators  (UMI)  under  the  TEN-T 
Regulation. The MMTIS Regulation includes an obligation to make information on all modes 
of scheduled transport, transport on demand and personal transport, accessible via the national 
access  points  (NAPs)108.  This  obligation  applies  to  data  that  already  exist  in  digital  format, 
including  some  cycling-related  data.  The  Commission  supports  efforts  to  improve  the 
accessibility of data via the NAPs in the context of the NAPCORE109 which is co-funded by 
the Connecting Europe Facility. Among several topics, NAPCORE addresses cycling parking 
data, real-time cycling data, and cycling infrastructure data. 

Measures on cycling infrastructure and mobility planning under the 2025 Annual Union Work 
Programme for European Standardisation (AUWP)110 specifically include the development of 
European standards for the cycle network to support real-time route planning. Such measures 
also optimise cycling infrastructure and improve traffic management by standardising data on 
cycling networks, bicycle parking, and cyclists’ behaviour.  

The  EGUM  was  able  to  identify  different  types  of  national  measures  that  contribute  to  the 
understanding  of  cycling trends, infrastructure and user behaviour, including  new data sets, 
studies and tools serving to systematically improve data collection and analysis. For example, 
the  Swedish  Transport  Administration  (Trafikverket)  published  a  report111  compiling  the 
existing  national  data  on  cycling  developments  over  recent  years.  This  provides  a  clearer 
picture  of  the  trends  in  the  uptake  of  cycling,  infrastructure  availability  and  safety,  which 
supports evidence-based policymaking at national level. Useful insights were also provided by 

107   Commission  Delegated  Regulation  (EU)  2024/490  of  29  November  2023  amending  Delegated  Regulation  (EU) 
2017/1926  supplementing  Directive  2010/40/EU  of  the  European  Parliament  and  of  the  Council  with  regard  to  the 
provision  of  EU-wide  multimodal 
services,  OJ  L,  2024/490,  13.2.2024,  ELI: 
http://data.europa.eu/eli/reg_del/2024/490/oj 

information 

travel 

108   https://transport.ec.europa.eu/transport-themes/smart-mobility/road/its-directive-and-action-plan/national-access-

points_en  

109   https://napcore.eu/  
110   The 2025 annual Union work programme for European standardisation (C/2025/1818):  https://eur-lex.europa.eu/legal-

content/EN/TXT/PDF/?uri=OJ:C_202501818  

111   https://trafikverket.diva-portal.org/smash/record.jsf?pid=diva2%3A1895596&dswid=-7502 

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two EU-funded projects focussing on smart cycling: MegaBITS112 and MERIDIAN113. Under 
these projects, a European Roadmap for Smart  Cycling114 was developed,  providing a data-
driven strategy for integrating digital tools into cycling infrastructure and policy across the EU.  

10. CONCLUSION  

The  European  Declaration  on  Cycling  represents  a  key  milestone  on  the  road  towards 
recognising  the  role  of  cycling  in  EU’s  transport  policy.  While  many  of  the  initiatives  and 
examples described in this report cannot be uniquely identified as being a direct result of the 
Declaration, the number and variety of measures are testimony to the growing momentum and 
increased recognition of the positive returns associated with cycling policies and measures.  

While it is still too early to assess the Declaration’s longer-term impact, promising trends have 
already been detected. With further monitoring at EU, national and local levels, the continued 
implementation  of  the  principles  laid  down  in  the  Declaration  is  likely  to  yield  even  more 
positive  results  in  the  future.  This  will  enable  a  swift  to  mobility  that  is  more  sustainable, 
accessible, affordable, safer and healthier mobility, generating high added value for the EU and 
its economy.  

There is widespread appreciation for the establishment of dedicated platforms to exchanging 
cycling  experiences  and  best  practices  between  Member  States,  through  the  recently 
established National Cycling Contact Points, and with stakeholders, through the Expert Group 
on Urban Mobility. Such initiatives are likely to result in fruitful collaboration. 

Unequal progress has been made in implementing the commitments laid down in each of the 
Declaration’s  eight  chapters.  Implementation  is  at  a  more  advanced  stage  with  respect  to 
cycling policies, infrastructure and investments. This is due to their long-term nature, the good 
practices already in place in several Member States and the experience gained to date.  

However, more needs to be done.  

While most Member States have cycling policies and measures in place, the remaining ones 
are  urged  to  do  the  same.  Moreover,  they  are  all  called  to  fully  use  available  EU  funding 
options, such as the Social Climate Fund. 

The  following  areas  for  improvement  of  the  EU  cycling  infrastructure  require  attention:  (i) 
cycle logistics infrastructure (e.g. micro hubs), (ii) safe bicycle parking solutions, (iii) charging 
infrastructure in buildings, (iv) infrastructure to transport bikes on trains, and (v) overall safety 
of  the  cycling  infrastructure.  Enhanced  safety  measures,  such  as  infrastructure  design  and 
stricter enforcement, are indeed critical to reduce drastically the cyclist fatalities and injuries. 
Moreover, cycling infrastructure adaptation to climate change should be also considered when 
designing cycling infrastructure. 

Building an overview of measures to fight again bike theft in the EU would be a first step to 
deepen the understanding of the issues at stake and to assess if a joint action coordinated at EU 
level would provide added value. 

More comprehensive and systematic data gathering and monitoring practices, with structured 
contribution  from  public  authorities,  stakeholders  and  industry  would  be  necessary  for  a 

112   https://www.interregnorthsea.eu/megabits/news/smart-cycling-roadmap-a-digital-turning-point-for-urban-mobility  
113   https://meridian-corridors.eu/material/the-road-map-for-smart-cycling-a-call-to-action/  
114   https://www.interregnorthsea.eu/sites/default/files/2025-

05/250501%20Brochure%20Smart%20Cycling%20Road%20Map_a%20call%20to%20action_final.pdf  

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continued regular progress assessment. Moreover, the provision of cycling data as defined by 
Delegated  Regulation  2024/490  (MMTIS)  will  be  key.  Furthermore,  the  exploitation  of  the 
results of the Cycling Counts study will be instrumental to monitor the development of cycling 
infrastructure in Europe.  

Finally, topics such as inclusivity and engagement with industry also require further attention 
to significantly accelerate progress. 

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