Cycling infrastructure includes all paths and roads that cyclists can use. Bikeways are types of cycling infrastructure, such as bike paths, bike lanes, cycle tracks, rail trails, and sidewalks when allowed. Roads used by cars are also part of cycling infrastructure, except for highways where cycling is not allowed. This infrastructure also includes features like bike racks for parking, shelters, service centers, and special traffic signs. More cycling infrastructure means more people choose to ride bicycles.

Well-designed roads, regular road repairs, and good traffic control help make cycling safer and more helpful. Towns and cities with many connected streets often have better conditions for biking. Their networks of streets can provide direct, quick, and easy routes for cyclists.

History

The history of bicycle infrastructure began shortly after the increase in popularity of bicycles in the 1880s, when the first short sections of roads designed only for bicycles were created. This continued until the middle of the 20th century, when cars became more common, leading to a decrease in the use of bicycles for travel. From the 1970s onward, cycling returned as an important way to travel.

Bikeways

A bikeway (US) or cycleway (UK) is a path, lane, or route that is specifically designed or marked for bicycle use. Bike lanes marked with paint are common in many cities. Cycle tracks separated by barriers, bollards, or other structures are common in some European countries, such as the Netherlands, Denmark, and Germany. These types of paths are also becoming more common in major cities like New York, Melbourne, Ottawa, Vancouver, and San Francisco. Montreal and Davis, California, are among the earliest examples in North America of cities with separated cycling paths that have been in use for many years.

Several guides help explain the different types of bikeway infrastructure. These include the UK Department for Transport manual titled The Geometric Design of Pedestrian, Cycle and Equestrian Routes, the Sustrans Design Manual, the UK Department of Transport’s Local Transport Note 2/08: Cycle Infrastructure Design, the Danish Road Authority’s Registration and Classification of Paths, the Dutch CROW guidelines, the American Association of State Highway and Transportation Officials (AASHTO) Guide to Bikeway Facilities, the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD), and the US National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.

In the Netherlands, the Tekenen voor de fiets design manual recommends a minimum width of 2 meters for cycle lanes, or 2.5 meters if more than 150 bicycles use the path each hour. The cities of Utrecht and ’s-Hertogenbosch also require new cycle lanes to be at least 2 meters wide. The Netherlands also uses protected intersections to help cyclists cross roads safely.

Some bikeways are separated from motor vehicles by physical barriers, such as parking or bollards—these are called bicycle trails or cycle tracks. Others are marked only with paint—these include bike lanes, buffered bike lanes, and contraflow bike lanes. Some bikeways share the road with motor vehicles—such as bicycle boulevards, sharrows, and advisory bike lanes—or share space with pedestrians—like shared use paths and greenways.

The term "bikeway" is often used in North America to describe any route designed or updated to encourage more cycling or improve safety. In the UK, the term "segregated cycling facility" is sometimes preferred to describe infrastructure that separates cyclists from motor vehicles or excludes pedestrians from certain paths.

The term "segregated" can mean different things. It may refer to paths that exclude motor vehicles or paths that exclude both motor vehicles and pedestrians. Segregated paths include bike lanes marked with solid lines, cycle tracks separated by barriers, and bike paths that are entirely separate from roads and sidewalks. Paths shared with pedestrians or other non-motorized traffic are not considered segregated and are often called shared use paths, multi-use paths in North America, or shared-use footways in the UK.

On major roads, segregated cycle tracks can improve safety compared to cycling in traffic. However, safety concerns remain at intersections where cyclists may collide with turning vehicles, especially on two-way cycle tracks. Designs like cycle path deflection (between 2 m and 5 m) and protected intersections can improve safety at these points. At multi-lane roundabouts, cyclists may face greater risks, but separated cycle tracks have been shown to improve safety there. A study found limited evidence to confirm whether cycling infrastructure improves cyclist safety overall.

Different countries have different rules for defining and enforcing bikeways. Some people argue that it is important to carefully consider how dedicated or segregated bike paths work in different places, as what works in the Netherlands may not work elsewhere. Others claim that bikeways increase air pollution.

Some transportation planners believe that building bike infrastructure step by step is not effective and instead support creating complete networks all at once. Supporters note that well-designed bike lanes have been successfully used in many cities, making cycling safer and more popular. They also help reduce traffic congestion and air pollution.

Guidelines exist in many places to help choose the best types of bikeway treatments to make cycling routes safer and more comfortable. A study on "road diets" (reducing the number of motor vehicle lanes to create space for bike lanes) found that crash rates decreased by 6% after installation. However, the study did not find changes in crash severity or types. More research is needed to confirm these results.

Bikeway types

Bikeways can be divided into several main types: separated in-roadway bikeways, such as bike lanes and buffered bike lanes; physically separated in-roadway bikeways, like cycle tracks; right-of-way paths, including bike paths and shared use paths; and shared in-roadway bikeways, such as bike boulevards, shared lane markings, and advisory bike lanes. The exact classification may vary depending on the local area or organization, and many simply list the types by their common names.

Cyclists are legally allowed to ride on many roadways, following the same rules that apply to drivers of vehicles.

A bicycle boulevard, also called a cycle street, is a low-speed street designed to prioritize bicycle traffic. These streets reduce motor vehicle traffic that cuts through neighborhoods but allow local motor vehicle traffic. They give priority to cyclists who travel through the area.

A shared lane marking, also known as a sharrow, is a street marking that shows cyclists the best place to ride when dedicated bike lanes are not available. This helps cyclists avoid areas near car doors and other obstacles.

A 2-1 road is a roadway design that allows two-way traffic for both motor vehicles and bicycles. It has a central lane for vehicles traveling in both directions and advisory bike lanes on either side. The central lane is narrower than two regular vehicle lanes and does not have a centerline. Some central lanes are even narrower than the width of a car. Cyclists have priority in the bike lanes, but motor vehicles may enter the bike lanes to pass other vehicles if they yield to cyclists. Advisory bike lanes are usually found on streets with low traffic. These lanes are called different names in various places: "Advisory Shoulders" in the United States, "2-minus-1 roads" in New Zealand, "Schutzstreifen" in Germany, "Suggestiestrook" in the Netherlands, and "Suggestion Lanes" in English.

Denmark and the Netherlands have created "bicycle superhighways" to improve cycling. The first Dutch superhighway opened in 2004 between Breda and Etten-Leur, and more have been added since. In 2017, several superhighways were built in the Arnhem-Nijmegen region, with the RijnWaalpad being a key example.

The first Danish superhighway, C99, opened in 2012 between the Vesterbro train station in Copenhagen and Albertslund, a suburb to the west. The route is 17.5 kilometers long, cost 13.4 million Danish kroner, and includes few stops and new paths that avoid traffic. "Service stations" with air pumps are placed along the route, and handholds and running boards are provided where the route crosses streets so cyclists can wait without touching the ground. Similar projects have been built in Germany and other countries.

The cost to build a bicycle superhighway depends on many factors. It usually ranges from €300,000 per kilometer (for a wide dedicated cycle track) to €800,000 per kilometer (when complex structures are needed).

Cycling-friendly streetscape modifications

Cities and regions often use different methods on roads to make cycling safer and more appealing. Some road features are considered harmful to cyclists, while others are helpful. Research shows that different groups of cyclists have different preferences about which road features matter most when choosing a route. Ways to encourage cycling include slowing traffic, reducing traffic volume, improving intersections, using traffic signals that give cyclists priority, allowing cyclists to bypass certain turns, creating bike lanes that go the opposite direction on one-way streets, limiting car parking near roads, marking special lanes for cyclists at traffic lights, and marking wide lanes for bikes and buses to share.

In Bogota, Colombia, the city added 84 kilometers of new bike lanes during the coronavirus pandemic by converting some car lanes into two-way bike lanes. The government plans to keep these lanes permanent. In the United States, some communities use temporary barriers to slow traffic, allowing cyclists and walkers to share the road safely with cars.

Reducing traffic can be done by redirecting cars away from busy roads or by limiting the number of car lanes. Diverting traffic involves building bypass roads or ring roads around cities to keep through-traffic away from areas with many cyclists and pedestrians.

Other methods reduce the space available for cars, such as removing road lanes, closing bridges to certain vehicles, or creating zones where only non-car vehicles can travel. In the 1970s, the Dutch city of Delft limited private cars from entering its city center. Similarly, Groningen, Netherlands, is divided into four zones where cars cannot travel, but cyclists can move freely between them. In Groningen, more than half of all trips are made by bike. The Swedish city of Gothenburg uses a similar system of traffic zones.

Reducing parking space for cars also helps. Since the 1970s, Copenhagen has gradually reduced car parking spaces each year, leading to 36% of trips being made by bike. Amsterdam, where about 40% of trips are by bike, started similar parking reduction policies in the 1980s and 1990s.

Traffic reduction can also involve banning cars or using methods like charging drivers to enter certain areas or narrowing roads. In London, a fee for driving in the city center led to more people using bikes.

Lowering traffic speeds can be done through laws that set speed limits or by enforcing rules that require drivers to keep a safe distance from other vehicles. New designs called "shared space" have also helped reduce speeds without needing speed limits. In Norrköping, Sweden, average traffic speeds dropped from 21 to 16 km/h (13 to 10 mph) after shared space was introduced.

Creating 30 km/h (20 mph) zones has been shown to reduce crashes and increase the number of cyclists and pedestrians. Studies also show that lower speeds improve community connections and reduce barriers between neighborhoods.

Research in Germany found that making one-way streets two-way for cyclists reduces the number of accidents. In Belgium, one-way streets in 50 km/h zones are by default two-way for cyclists. Danish officials say it is important for cyclists to travel both ways in city centers, even on one-way streets.

Some people see one-way streets as tools to slow traffic and reduce dangerous driving patterns, while others believe they harm cyclists by making trips longer and more complicated. In northern Europe, like the Netherlands, cyclists are often allowed to go both ways on one-way streets, which helps them move freely while limiting car traffic.

Not all one-way streets can become two-way for cyclists. In Belgium, a one-way street must have a 3-meter-wide lane (free of parking) and no local issues to allow two-way cycling. Denmark avoids using one-way streets to improve traffic flow and instead focuses on creating safe conditions for cyclists. Some experts suggest removing large one-way street systems to reduce traffic and then allowing two-way cycling on remaining one-way streets.

Junctions that allow fast turns or merges by cars are often unsafe for cyclists. Features like sharp curves, slip roads, and large roundabouts increase the risk of accidents. Cyclists prefer designs that reduce sharp turns, remove slip roads, and use traffic lights instead of large roundabouts.

The Netherlands created a design called a "protected intersection" in North America, which makes intersections safer for cyclists. Some U.S. cities are testing this approach.

A "bike box" or "advanced stop line" is a special area at traffic lights where cyclists can wait ahead of cars, making them more visible and safer.

In the UK and Ireland, large roundabouts are very dangerous for cyclists, with injury rates 14–16 times higher than for drivers. Cyclists often avoid roundabouts if possible. Dutch guidelines say roundabouts should only be used for intersections with less than 1,500 cars per hour. For more traffic, they recommend traffic lights or separate paths for cyclists, such as tunnels or raised roundabouts.

How traffic signals are set up affects cyclists. For example, some systems that detect cars to change signals may not sense cyclists, forcing them to run red lights if no cars arrive.

Trip-end facilities

Secure and convenient bicycle parking is important because it affects people's decisions to ride bikes. Good parking areas should protect bikes from rain and snow. These areas can include lockers, stands, and parking spaces at workplaces. It is also helpful to have rules that let people park bikes on railings or signs when there are no proper bike stands available.

Some people wear special clothes like suits or uniforms for work. In some situations, the type of bike parking and weather conditions can make it hard to ride a bike and keep work clothes clean and neat. Providing lockers, changing rooms, and showers can help these workers ride bikes by giving them a place to change clothes before starting their jobs.

Theft reduction measures

Bicycle theft is a serious problem that makes it harder for cities to grow and encourage more people to use bikes. When bikes are stolen, it makes regular cyclists less likely to buy new bikes, and it also stops people who might want to try using a bike from doing so.

These steps can help reduce bicycle theft:

• Bicycle parking stations – buildings or structures built to keep bikes safe and secure
• Bicycle registration – a way to help find and return stolen bikes
• The Danish bicycle VIN system – a rule in Denmark that requires every bike to have a special number, including the maker’s code, a unique serial number, and the year the bike was made
• Teaching cyclists about anti-theft tools and how to use them properly
• Setting up traps to catch thieves
• Secure bicycle parking – offering safe places to park bikes, such as areas watched by guards or cameras, or special lockers
• Encouraging the use of tools that can track a bike’s location from a distance
• Focusing efforts on catching people who steal bikes
• Using folding bikes that are easier to store in places like cloakrooms or under desks.

Some European countries have used these methods successfully. For example, the Netherlands and certain cities in Germany use bike registration and recovery programs. Since 2004, France has started a registration system that works with local bike groups to help find stolen bikes. This has helped increase the chance of recovering stolen bikes to over 40%. Before this system started, only about 2% of stolen bikes were recovered.

In some parts of the United Kingdom, bikes with tracking devices are often left without proper locks in areas where theft is common. When these bikes are stolen, police can use the tracking devices to find them and arrest the thieves. This has sometimes led to the end of groups that steal bikes together, as police often do not prioritize bike theft as a major issue.

Bicycle lift

Bicycle lifts help move bikes up stairs and steep hills. They make it easier for people to use bikes and support casual riding. Bike escalators are commonly found in East Asia and are also used in some places in Europe.

Impact

A 2019 study showed that bike lanes that are separated from car traffic help keep all road users safer. A 2021 review of research found that removing car lanes to create bike or pedestrian lanes did not harm the economy and may have helped it. A 2021 study comparing cities found that creating temporary bike lanes during the COVID-19 pandemic increased the number of people who cycled. This could help the environment and improve health. These benefits match goals set by the European Union, such as cutting carbon emissions by 55% by 2030, following the Paris Agreement on climate change, and meeting EU air quality rules.

Integration with public transit

Cycling is often used with other forms of transportation. In the Netherlands and Denmark, many train trips begin with a bicycle. In 1991, 44% of Dutch train travelers rode a bicycle to their local station, and 14% used a bicycle at their destination. Key factors for this include:

• A train service that is efficient, attractive, and affordable
• Safe bicycle parking at train stations
• A convenient bicycle rental system for commuters, called the OV-bicycle scheme, at train stations
• Town planning that ensures a large number of people live or work within a reasonable distance to train stations by bicycle

Some people say that continuing to invest in train services is important for keeping high levels of bicycle use.

In Japan, cycling and public transport are well connected. Starting in 1978, Japan increased bicycle parking at railway stations from 598,000 spaces in 1977 to 2,382,000 spaces in 1987. By 1987, Japan had 516 multi-level parking garages for bicycles.

In some cities, bicycles can be taken on local trains, trams, and buses. For example, the Rheinbahn transit company in Düsseldorf allows bicycles on all its bus, tram, and train services at any time. In Munich, bicycles are allowed on S-Bahn trains outside of rush hours, and folding bikes are allowed on city buses. In Copenhagen, bicycles can be taken on S-tog trains at any time without extra cost. In France, some first-class seats on TGV high-speed trains are converted to store bicycles. Other cities, such as Victoria, British Columbia; Acadia; and Canberra, Australia, have programs to carry bicycles on buses using external bike carriers.

In some Canadian cities, including Edmonton, Alberta, and Toronto, Ontario, buses on most city routes have external carriers for bicycles, and bikes are allowed on light rail trains outside of rush hour at no extra cost. In Chicago and its suburbs, all public transit buses allow up to two bikes at all times. The same rule applies to Grand River Transit buses in Waterloo, Ontario, Canada. Trains sometimes allow bikes with certain rules. When these services are not available, some cyclists remove their pedals and loosen their handlebars to fit bikes into boxes or use folding bikes that can be carried like luggage. In Christchurch, New Zealand, 27 bus routes have bike racks.

In the EU, regional train services must carry bikes. Starting in 2025, new or upgraded trains must have space for at least four non-folding bikes. However, international trains outside the EU are not required to follow these rules. In 2023, Eurostar’s bike booking system was described as confusing. Some EU train companies may still limit bike use, such as on older trains or during busy times.

In the UK, bike storage on trains varies. Some train companies have been criticized for offering only vertical storage, which can be hard to use. A 2021 UK government report said that allowing bikes on trains makes travel more convenient, but train companies have reduced bike space. The government plans to increase bike space on existing trains where possible. A 2012 UK train rule required space for two bicycles or luggage totaling at least 2 cubic meters. A bicycle is defined as a standard road bike with a 25-inch frame. As of 2024, some UK train companies limit bikes, such as GWR, which does not guarantee storage for bikes with wheels larger than 50 cm in diameter, which most bikes have.

Bikesharing systems

A bicycle sharing system, also called a public bicycle system or bike share scheme, is a service that lets people use bicycles for a short time. These systems allow users to take a bike from one location and return it to another. Many of these systems require users to pay a fee to access the service.

Examples of cycling infrastructure

• Cycling in Santos, Brazil
• Bike Path in Portugal
• Bike Path in Pocuro, Chile
• Bike Path in Pesaro, Italy
• Ciclopaseo and Ciclovía Ejido Park in Quito, Ecuador
• Bike Path in Bogotá, Colombia
• Trans Canada Trail along Coal Harbour in downtown Vancouver, British Columbia
• Cycling in Los Angeles, California, Cycleway in 1900
• Cycling in New York City
• Bicycle Sharing System in Times Square, New York City
• Bike Path in Minsk
• Vélib' Station in Paris, France
• Bike Path in Daejeon, Korea