Myth #1: Cycling conditions are already good enough in the Nordic Region for those willing to cycle, so we should prioritise other issues.

In recent years, cities like Copenhagen and Stockholm have experienced an increase in the number of cyclists due to municipal investments in cycling infrastructure. However, even among major cities, the share of trips made by bicycle remains relatively low. Fewer than 10% of trips in Helsinki, Oslo, and Reykjavík are made by bicycle, and even in Stockholm, the city reports that under 12% of trips are made by bicycle, compared to 22% made by car. Large discrepancies exist between major cities and other parts of the countries; even within Denmark, cycling accounts for about 12.1% of number of trips made compared to Copenhagen’s 21%.

Rohrer, L., Lidmo, J., & Beidenhauser, C. (2023). Nordic cycling policy: National objectives, mechanisms, and actors in Denmark, Finland, Norway, and Sweden. Nordregio Working Paper 2023:8. http://doi.org/10.6027/WP2023:81403-2511; City of Reykjavík. (2023). Hlutfall virkra ferðamáta hjá fullorðnum fer vaxandi [The proportion of active modes of transport among adults is increasing.] Accessible at: https://reykjavik.is/frettir/hlutfall-virkra-ferdamata-hja-fullordnum-fer-vaxandi 

From a macro-level perspective, national-level progress on cycling is often outpaced by progress in individual cities.

Good cycling conditions—such as separated, well-maintained lanes throughout the region, covered and secured parking facilities, and slow speed limits for road traffic—have the potential to benefit everyone in society, even those who do not cycle. For example, studies around the world have shown that high-quality cycling infrastructure raises property values and municipal revenues. Additionally, providing access to commercial centres by bicycle can also result in higher retail sales (specifically in dense urban contexts) given that pedestrians and cyclists tend to spend more per month than drivers.

Institute for Transportation & Development Policy. (2022). Making the Economic Case for Cycling. Accessible at: https://itdp.org/wp-content/uploads/2022/06/Making-the-Economic-Case-for-Cycling_6-13-22.pdf 

The benefits of cycling cannot be unlocked unless cycling is integrated into transport polices at local, regional, and national levels. It is also important to define governance mechanisms to better coordinate the implementation, monitoring, and maintenance of infrastructure. Governments need to identify how improvements in cycling conditions—from implementing more infrastructure and incentivising citizens to replace car trips with cycling trips—can holistically improve their transport system. By doing so, governments will also be able to calculate how improvements in cycling can positively contribute to the achievement of wider societal goals such as on climate and health.

Update and align national, regional, and local cycling strategies.
According to a 2023 ECF report, Denmark, Norway, and Sweden have outdated national cycling strategies that urgently need updating.

Küster, F. & Schusta, B. (2023). The state of national cycling strategies in Europe (2023). European Cyclists’ Federation. Accessible at: https://ecf.com/system/files/The-State-of-National-Cycling-Strategies-2023_ECF.pdf 

Iceland does not have any strategy. Holistic, governmental strategies are a necessary foundation for growing cycling at the national, regional, and local levels. They can align cycling with climate, environmental, transport, and health goals, and they set clear benchmarks to achieve these goals and assign responsibilities, timelines, and budget. At the national level, cycling strategies can ensure that cycling is prioritised throughout the country and not only in select cities. Regionally, cycling strategies can be used to build links between rural and urban areas and develop harmonised cycling infrastructure. Locally, cycling strategies can be used to build dense urban networks that are safe to ride on, and they can create an important link to regional and national-level strategies, where ambitions are often not as robust. Discrepancies between more progressive local administrations and less progressive national aims make it all the more important for different stakeholders to collaborate to determine rigorous and realistic aims together. 

Exchange cycling practices among Nordic neighbours.
Due to similar cultures and institutional frameworks, Nordic cities and regions can benefit immensely by sharing knowledge and learning from each other’s successes and failures. For example, where some Nordic cities excel at collecting cycling data, others currently lack the tools to do so; where one region struggles to maintain cycling levels during winter, another has found solutions to keep citizens pedalling year-round. Tools and methods can also be swapped across Nordic municipalities and regions so that different areas can make a short-term trial or pilot study to better understand how a solution might be adapted in a new context.

There are also opportunities to harmonise mobility efforts across the Nordic Region to strengthen cross-border communication and integration. This can only be achieved through well-established, cross-Nordic collaboration. A dynamic network of Nordic cities and regions can become a key source of inspiration, ideas, and practical solutions. This is how the cycling agenda can be elevated throughout the entire Nordic Region. 

•  Adopted in 2022, the City of Stockholm Cycling Plan

See https://cykla.stockholm/siteassets/cykla-i-stockholm/dokument/cykelplan-for-stockholms-stad.pdf

sets a vision for 25% of all trips in Stockholm to be made by bicycle by 2040. The plan supports Stockholm’s broader goals of reducing private car use, promoting walking and public transportation, and integrating cycling as part of the city’s sustainable development and climate goals. The plan outlines a connected network of safe and accessible cycling routes, including concepts like “cycle streets” where bicycles have priority over motorised vehicles.

For example, Surbrunnsgatan in central Stockholm; City of Stockholm. (n.d.). Surbrunnsgatan blir Stockholms första cykelgata [Surbrunnsgatan becomes Stockholm’s first bicycle street]. Accessible at: https://vaxer.stockholm/projekt/vasastan/surbrunnsgatan-blir-stockholms-forsta-cykelgata/ 

•  The City of Helsinki’s Bicycle Action Plan 2020-2025

See https://www.hel.fi/static/liitteet/kaupunkiymparisto/julkaisut/julkaisut/julkaisu-32-20.pdf

 aims to increase the modal share of cycling to 20% by 2030 through the implementation of 34 measures. Key elements of the plan include developing a connected, high-quality cycling network, improving safety at intersections, and separating pedestrian and cycling paths. The plan emphasises year-round maintenance of cycling paths, especially during winter. A notable part of the plan is the “Baana” cycling highway network, which will form a regional system of dedicated bike paths, ultimately stretching 150 kilometres. This network will connect key areas of the city to provide safe and fast routes for cyclists. The plan is closely linked with Helsinki’s ambition to be carbon neutral by 2030.

•  The City of Oslo adopted a Cycling Strategy

See https://www.oslo.kommune.no/getfile.php/13482720-1687954950/Tjenester%20og%20tilbud/Gate%2C%20transport%20og%20parkering/Sykkel/​Sykkelstrategier%20og%20dokumenter/Oslos%20sykkelstrategi%202015-2025.pdf

in 2015, with actions to make Oslo a cycling city for everyone. Its main objectives are to increase the cycling modal share (weekday trips) to 25% by 2025 and to improve cycling network accessibility and traffic safety. These goals correspond to the city’s climate plan. According to Norway’s national cycling strategy, urban areas should aim for 20% modal share (compared to the rural area target of 8%), but Oslo has higher ambitions.