On April 3, 2024, the “European Declaration on Cycling” was formally signed at a meeting of EU transport ministers, the European Council, the Commission and the Parliament. This milestone in the supranational commitment to cycling as a fully-fledged means of transport and to key points for improving cycling is a sign that the important levers for promoting cycling are being recognized. In 36 points, the signatory states commit themselves to concrete action.

Based on an initiative by former Vice-President of the EU Commission Frans Timmermans in 2023, the EU Parliament’s Transport Committee voted in favor of the European Declaration on Cycling in early 2024. The declaration is intended to contribute to achieving the EU-wide target of a 55% reduction in greenhouse gases by 2030 and climate neutrality by 2050 in accordance with the EU Climate Law.

Commitments to infrastructure, budget and safety

The eight preambles of the declaration already address the sticking points of cycling policy. For example, better cycling infrastructure in urban and rural areas is named as a motivational tool that requires sufficient financial resources. The lack of consistent data on cycling is recognized as a shortcoming. The 36 concrete commitments include the need to strengthen cycling policies and strategies at all levels of government; rapid implementation of these strategies; safe and connected cycling infrastructure; development of qualitative EU standards for the safety of vulnerable road users; more space for cycling through segregated cycling infrastructure or speed reduction in mixed traffic. You can download the entire declaration here.

Jill Warren, CEO of the European Cyclists’ Federation (ECF) and second from the right in the picture, highly valued the importance of the declaration: “The declaration has the potential to be of great benefit to millions of Europeans.” The ECF is the European association of national advocacy groups for better cycling, such as Radlobby Austria, a member of Cycle Competence.

“Mobility Transition Pathway” as a transformation program of the EU mobility economy

On February 29, 2024, the implementation of the “Mobility Transition Pathway”, a program for the sustainable transformation of the European mobility industry, began with a kick-off event in Brussels. The program is being developed in cooperation with member states, industry and other relevant stakeholders. By including the bicycle industry in the program, the EU Commission is underlining the transformation potential and importance of this sector as part of the Green Deal: “The mobility ecosystem comprises the entire value chain of the automotive, waterborne, rail and bike industries.” puts the bicycle industry on an equal footing with rail, air and road.

The action plan promotes the expansion of bicycle production and investment in bicycle infrastructure. It also supports offers for bike sharing, subscription models and leasing, and contains measures for a reduced VAT rate for bicycles as well as purchase premiums for transport bikes in small and medium-sized companies. If you would like to take a closer look at the individual measures, you can find the official document on the “Mobility Transition Pathway” here.

A current review of European study results, laws and manuals shows the concrete relevance of the abstract course set at EU level. Examples from EU countries such as France and Ireland, but also from countries outside the Union, are of interest:

London: mini-Holland projects pay for themselves tenfold

A new study in the Journal of Transport & Health shows the high added value of investments in cycling infrastructure as part of the “mini-Holland” projects in London. Three districts in London were selected to receive financial support to implement active mobility following the example of the Netherlands. The results of the study now show that this initial investment of £100 million has paid for itself tenfold. This is reflected in the £1.056 billion saved in healthcare costs. The investment paid off particularly in traffic-calmed neighborhoods, where the effect was even four times higher.

The results confirm the benefits of measures to promote active mobility and provide a strong rationale for increased investment in related infrastructure.

Paris: More bikes than cars on Paris’ main roads

Paris has managed to improve conditions for cyclists on a large scale over the last five years. David Belliard, the deputy mayor of Paris responsible for mobility and public space, comments: “In mobility it’s more about supply than demand than anywhere else”, which is why Paris has “massively increased the supply of cycling infrastructure”. The city is thus following the principle of induced traffic: if more infrastructure is created or improved, more traffic will follow.

A study carried out in the city using sensors showed that there were more bikes than cars on some main roads during rush hour. Despite this, traffic on the cycle paths remained smoother than on the roads, which is probably due to the fact that bicycles take up less space.

Switzerland: Cycle path law requires improved cycling infrastructure

Switzerland’s Cycle Path Act has been in force since 2023 and obliges the federal government and cantons to include bicycles more strongly as a means of transportation. The plans for this must be bindingly defined by the cantons and municipalities within the next four years. They will receive technical and organizational support from the ” Practical guide to cycle path network planning” – the measures must be put into practice by 2042.

Ireland: New planning manual published

In Ireland, the National Transport Authority has published a new manual for bicycle traffic planning. The updated Cycle Design Manual is based on experience gained over the last decade in the construction of cycling infrastructure as well as international best practice.

Special emphasis is placed on the different types of bicycles and their infrastructure requirements. The aim of the manual is to make cycling safe for everyone. It therefore also recommends separating cyclists from other traffic where speeds and traffic volumes make it unsafe to share the roads. Where possible, the separation of pedestrian and bicycle traffic is also recommended.