Cycling is often dismissed as a niche mode of transport, favoured only by fitness enthusiasts or environmental advocates.
Recent figures suggest that as a mode of transport, Ireland still has stubbornly low levels of cycling at 1.9 per cent of all trips. This is a huge missed opportunity to capitalise on the health and economic benefits of active travel.
Despite funding increases towards cycling and walking since 2020, Ireland’s transport policies and associated investments still prioritise cars.
The cycling infrastructure we do have is not designed in ways that attract women and older people, who tend to prefer safe, segregated cycle lanes that are generously designed. They also prefer their cycle lanes to be part of a continuous, connected network – one that facilitates gentle speeds and all kinds of bicycles and mobility aids.
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I was privileged to attend this year’s world cycling summit in Gdansk, Poland recently. This was was also known as Velo-city 2025. The conference included inspiring sessions about mobility policy, urban design, technologies and behavioural change. What stood out for me most were the sessions that highlighted the social and economic benefits of cycling.
In the Netherlands, about 27 per cent of all trips are taken by bicycle. Interestingly, the production value of bicycles reached €3.24 billion in 2022, an increase of 79 per cent since 2015, with 3,495 companies involved in the bicycle sector and 13,800 jobs.
The economic returns include reducing healthcare costs, boosting productivity and saving households money – while also delivering environmental and public health gains.
The cycling economy is now moving into a new phase of shared mobility services such as bike-share schemes, bike leasing and mobility hubs. Such hubs are designed to make multi-modal trips easier, such as a commute that combines a bike ride or car trip to a train or bus station, followed by a bike rental at the other end to the final destination.
At a national level, cycling infrastructure is far cheaper to build and maintain than roads for cars. A kilometre of urban road can cost millions, whereas high-quality cycle lanes require significantly less investment.
The Netherlands spends approximately €30 per person annually on cycling infrastructure – a modest sum compared to the €500 million per year saved in reduced traffic congestion and healthcare costs.
Studies show that every €1 invested in Dutch cycling infrastructure returns €5-€19 in economic benefits, thanks to lower air pollution, reduced road maintenance and improved public health.
Researchers who analysed the cost-benefit frameworks currently used to assess bicycle infrastructure projects in Copenhagen reported that the cost to society of 1km of car driving is more than six times higher (€0.50/km) than cycling (€0.08/km), when collisions, climate change, health and travel time are considered.
The Dutch cycling ecosystem is not just about bicycles and spare parts: the cycling economy includes the use of the bicycle for utility, logistics, recreational and tourism purposes. For “last mile” logistics, cargo bicycles are both cost effective and highly efficient alternatives to the ubiquitous vans and lorries that often needlessly clutter up Irish towns and cities.
Evidence from the Netherlands shows that bike-friendly streets increase retail sales by up to 25 per cent
As for the health benefits, regular cycling reduces the risk of chronic illnesses by up to 27 per cent, leading to fewer hospital admissions and lower medical costs. These benefits increase with age. To recoup these benefits, therefore, cycling infrastructure must be attractive, safe and inviting to older people.
In the Netherlands, cycling prevents around 6,500 premature deaths each year, saving the healthcare system €3 billion annually. Additionally, cyclists take 15 per cent fewer sick days, boosting workforce productivity.
It is a tragedy that so many proposals for cycle lanes still meet public opposition, often fuelled by misinformation about the economic impact. The perception that cycle lanes will result in lost revenue to local business is usually mistaken. Repeated studies show either neutral or largely positive impacts from replacing car-parking spaces with cycling infrastructure.
Evidence from the Netherlands shows that bike-friendly streets increase retail sales by up to 25 per cent. Cyclists and pedestrians stop more frequently and spend more in local shops than drivers.
And finally, tourism is another key component of the cycling economy. The Netherlands attracts 4.5 million cycle tourists annually, generating €1.2 billion in revenue. Ireland’s growing network of greenways are ideal for similar growth but require sustained investment and great public appreciation of their local benefits.
Expanding cycling infrastructure nationwide and creating a Wild-er Atlantic Way that caters for cyclists could create thousands of jobs in hospitality, bike rentals and maintenance services.
If we want to make these benefits accessible to all, cycling infrastructure will need to cater to the safety concerns of women, people with disabilities and older people, for whom the benefits of cycling are particularly pronounced.
Additionally, investment will need to increase dramatically to create the connected networks that allow cycling to become a realistic and safe alternative to driving.
Sadhbh O’Neill is a climate and environmental researcher
