Fwd: [BikeWalkAdvocates] New article: "Cycling in NYC, London, Paris, and Berlin before, during, and after COVID"

[Jim Baross]

Impressive stats! 

Let's keep up the advocacy for more and better bicycling.

Jim Baross

CABO President

---------- Forwarded message ---------

From: Niles Barnes <ni...@greenway.org>
Date: Thu, Apr 9, 2026 at 7:33 AM
Subject: [BikeWalkAdvocates] New article: "Cycling in NYC, London, Paris, and Berlin before, during, and after COVID"
To: <bikewalk...@googlegroups.com>

New research, open access so you can view and share the article freely via this URL link:

https://www.tandfonline.com/doi/epdf/10.1080/15568318.2026.2649315?needAccess=true (full PDF)

Title: "Cycling in New York, London, Paris, and Berlin before, during, and after the COVID-19 pandemic"

Authors: Ralph Buehler, John Pucher, Marcel Moran, Emmanuel de Lanversin & Rachel Aldred.

International Journal of Sustainable Transport (2026), posted online April 6, 2026

Abstract:

This paper compares trends in cycling levels, cyclist demographics and cycling injury risk in New York, London, Paris and Berlin, before and after the COVID pandemic. We explore these trends in the context of changes to policy and infrastructure before, during, and after COVID. 

We based our analysis on data from published reports, open-data portals, government websites, travel surveys, and information provided by transport planners in each city. Cycling levels in NYC, London, Paris, and Berlin increased over the three decades prior to COVID (1990–2019). 

As a percentage of daily trips, bike mode share rose from 0.6% to 2.2% in New York, from 1.2% to 3.7% in London, from 0.4% to 5% in Paris, and from 7% to 18% in Berlin. Cycling rates have continued to increase since COVID. By 2023, bike mode shares had risen further to 3% in NYC, 4.5% in London, 11% in Paris, and 19% in Berlin. Cycling became safer in all four cities over the period 2005 to 2023, with declining per-trip fatality and injury rates. 

More and better cycling infrastructure has been a cornerstone of pro-cycling efforts, especially cycleways separated from motor vehicle traffic (pro-tected bike lanes [sic]). Bike parking and bikesharing systems have expanded and improved. Car restrictions and traffic calming have complemented pro-bike measures, for example, using infrastructure and enforcement to reduce traffic volumes and speeds in residential neighborhoods. 

Long-term political support, as well as cycling advocacy organizations, have been critical to the introduction and continuation of pro-bike policies and the necessary financial investments.

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Niles Barnes | Deputy Director

East Coast Greenway Alliance | ni...@greenway.org

123 West Main Street | Suite 220 | Durham, NC 27701

(O): 919-797-0619 ext 3

Support the East Coast Greenway: greenway.org/donate

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[Jim Baross]

Quoting from the study's conclusions, "There are many reasons for local, state, and national governments to encourage more and safer cycling in cities(Buehler & Pucher, 2021b). Cycling causes virtually no noise or air pollution and consumes far less nonrenewable resources than any motorized transport mode (Handy, 2023; Heinen & Gotschi, 2022; Newman & Kenworthy, 2015). Except for E-bikes, the only energy cycling requires is provided directly by the cyclist, and the very use of that energy offers valuable cardiovascular exercise (Celis-Morales et al.,2017). Cycling requires only a small fraction of the spaceneeded for the use and parking of cars. Moreover, cycling is economical, costing far less than the private car, both in direct user costs and public infrastructure costs (Handy, 2023; Newman & Kenworthy, 2015). Because it is affordable by virtually everyone, cycling has the potential to be an especially equitable transport mode (Banister, 2018). In short, cycling has the potential to contribute significantly to environmental, social, and economic sustainability. Consequently, both the European Union (EU) and the US Department of Transportation (during the Biden Administration) officially recognized the importance of cycling as a practical mode of urban transport and endorsed the dual objectives of raising cycling levels while increasing cycling safety (EU, 2024; USDOT, 2022, 2025a, 2025b).

Jim Baross

CABO President