Noteworthy practices
Winter cycling in the Kruununhaka district. Helsinki uses a detailed monitoring infographic to track infrastructure measures and cycling data, including intensified winter maintenance.
Source: Juha Valkeajoki, Sherpa / The City of Helsinki
Source: Juha Valkeajoki, Sherpa / The City of Helsinki
Applying data in practice: The example of Helsinki municipality
Nordic municipalities generally make use of data to inform their strategies and strengthen their cycling initiatives, as outlined in the policy review above. However, the planned development of increased cycling in Helsinki is a noteworthy example showing how data can support municipal initiatives. Helsinki’s approach is highly data-driven, with data-related activities integrated throughout the entire process, including the development of a database for the cycling route network, collecting and refining data on the conditions of cycling routes, collecting basic data for construction sites in a single database, and compiling a situational database of bike racks (City of Helsinki Urban Environment, 2020).
The data is used for the municipality’s political advocacy to justify infrastructure investments and present concrete impact. Conducting counts on number of cyclists at locations both before and after renewing the infrastructure serves as an important benchmark for the municipal administration and political leadership. For instance, even if the overall modal share of cyclists does not reveal a significant increase, the city has observed and collected actual cycling volumes at improved locations, which provides strong evidence to continue investing in cycling.
Helsinki has developed a detailed monitoring infographic, highlighting relevant cycling data alongside promotional measures to strengthen cycling habits in the city (Figure 1). Similar tracking is also conducted in other municipalities; however, this example successfully illustrates and summarises the initiatives and their tracking methods. The infographic highlights information including, for example, human resources for promoting bicycle traffic (in Helsinki, this increased by two people between 2017 and 2019), the amount of new bicycle parking spots built per year, and length of the bicycle network, among other points. While Helsinki’s way of gathering data is not particularly unique compared to other large Nordic municipalities, their key performance indicators stem from manual counting as well as automated bicycle counters, induction loops at signalised intersections, a biannual bicycle barometer study (phone interviews), citizen feedback, and more. Helsinki is also collaborating with EcoCounter to collect data from automated counters, along with other smaller operators, and with Forum Virium Helsinki (an innovation company owned by the municipality) for data collection and analysis.
Figure 1. The figures for bicycle traffic in Helsinki and key promotion measures since 2010. (Source: City of Helsinki Urban Environment, 2020)
Regarding its internal organisational structure, the city conducted assessments of organisational awareness related to cycling measures and their own action plan. Such data collection provides additional knowledge on improving efficiency and managerial success. A survey sent out to different units and divisions revealed some points that pose challenges to the implementation of the city’s cycling strategy. For instance, one department observed that several units were not responsible for the measures assigned to them in the action plan, contrary to the initial intention, highlighting an organisational misunderstanding. Another department thought that the main challenge was the lack of human resources for successful implementation of the plan. A comparison with other European capitals was also carried out to examine the resources allocated to municipal cycling initiatives (Figure 2). By comparing itself to other successful municipalities, Helsinki can identify areas for improvement and future focus areas.
Figure 2. Human resources and investments in promoting bicycle traffic. (Source: City of Helsinki Urban Environment, 2020)
Additionally, some of the collected data is applied for self-evaluation and achievement tracking. Helsinki has determined a goal in its strategy to increase the modal share of cycling to 20% by 2030
The Helsinki Bicycle Action Plan indicates a cycling modal share goal of 20% by 2035; however, since the publication of the plan in 2020, the target year has been accelerated to 2030. This is in line with the city’s 2030 carbon neutrality goal, since cycling has been identified as an essential measure for reaching carbon neutrality.
The new Helsinki Bicycle Programme 2026-2030
A systematic and detailed processes for data collection and application have allowed Helsinki to further develop a new bicycle programme for the years 2026-2030, which builds on the ambitious goals set in the previous strategic document. While developing the new programme, every division in the municipality was involved. In addition, the scope was broadened from solely infrastructure to people who will use the infrastructure. Infrastructure development will be treated as a key foundation for mobility management, while efforts to establish a dedicated cycling network will be accelerated.
Helsinki aims to continue its structured work by developing a set of measures under the two main themes—“People” and “Infrastructure”—along with related sub-themes. A responsible party has been identified through multilateral collaboration, achieving preliminary commitment across divisions. At the time of writing, the City of Helsinki is finalising their new Helsinki Bicycle Programme 2026-2030, with plans to publish it in spring 2026.