Cycling infrastructure statistics measure different things: lane-miles, route kilometres, facility counts, resident access, cycling trips and safety outcomes. The figures below separate those definitions, geographies and periods so network expansion is not confused with use or causal impact.
Key Cycling Infrastructure Statistics
The most useful headline figures span network scale, access, demand, safety and participation:
- In the current page accessed in 2026, New York City reported 1,550 lane-miles in its bicycle network.
- In the current page accessed in 2026, New York City reported 555 protected bike lanes.
- In 2024, New York City added 29 protected bike lanes.
- In the current page accessed in 2026, 99% of New York City residents were estimated to live within one mile of the bicycle network.
- In 2023, London’s Cycleway network exceeded 350 km.
- In 2023, more than one in five London residents lived near the Cycleway network.
- From 2007 to 2014, Boston’s bicycle-lane mileage rose from 0.034 miles to more than 92 miles.
- From 2007 to 2014, Boston’s bicycle commuter share rose from 1.0% to 2.4%.
- In projects assessed up to three years after installation, NYC protected or conventional lanes were associated with an average 50% increase in cyclist volume.
- In the current page accessed in 2026, New York City estimated more than 620,000 cycling trips on a typical day.
- From approximately 2003 to 2023, daily cycle journeys in London increased 155%.
- In 2023, England recorded an estimated 3.6 billion cycling vehicle-miles.
- In projects assessed up to three years after installation, NYC streets with protected bike lanes had 34% lower injury risk.
- Between 2004 and 2023, Great Britain’s pedal-cycle fatalities fell 35%, from 134 to 87.
- Between 2004 and 2023, Great Britain’s pedal-cycle traffic increased 39%.
- In 2023, leisure represented 40% of cycling trips in England.
- In 2023, people in England averaged 15 cycling trips per person.
Contents
- Cycling infrastructure network scale and access
- Protected and conventional bike-lane growth trends
- Cycling infrastructure and ridership data
- Bike-lane design and measured safety outcomes
- Cycling exposure, casualties and infrastructure context
- Who uses cycling infrastructure
Cycling Infrastructure Network Scale and Access Statistics
Network measures are not interchangeable. A lane-mile measures facility length, a protected-lane count measures facilities, and an access percentage describes residents near a network under a stated distance definition.
New York City’s current Bike Network and Ridership page reports 1,550 lane-miles and 555 protected bike lanes; the lane-mile total is not the same as route-miles, while the protected-lane figure is a facility count rather than protected mileage. The city also reports 29 protected bike lanes added in 2024. (NYC DOT – Bike Network and Ridership)
The same current NYC page estimates that 99% of residents live within one mile of the bicycle network. This is an access-distance estimate, not a measure of use, quality or safety.
London’s 2023 Cycleway network exceeded 350 km, and more than 20% of Londoners lived near it. TfL’s network measure covers Cycleways rather than every form of cycling infrastructure, and “near” is not identical to the 400-metre high-quality-route measure. (Commissioner’s report October 2023)
| Location and period | Network or access measure | Result |
|---|---|---|
| New York City, current page accessed 2026 | Bicycle network | 1,550 lane-miles |
| New York City, current page accessed 2026 | Protected bike lanes | 555 facilities |
| London, 2023 | Cycleway network | More than 350 km |
| Waltham Forest, London, 2023 | Residents within 400 m of high-quality cycle route | More than 40% |
| Enfield, London, 2023 | Residents within 400 m of high-quality cycling infrastructure | 51% |
In London, 38.36 km of new or upgraded cycle infrastructure had been completed after April 2022 by the October 2023 report, while a further 12.66 km was under construction. More than 40% of Waltham Forest residents were within 400 metres of a high-quality cycle route, compared with 51% of Enfield residents within 400 metres of high-quality cycling infrastructure; these are borough-level access estimates, not ridership rates. (Commissioner’s report October 2023)
Protected and Conventional Bike-Lane Growth Trends
Boston illustrates how quickly a city network can expand during a broad program. Bicycle-lane mileage rose from 0.034 miles in 2007 to more than 92 miles in 2014, while the overall bicycle commuter share increased 140%, from 1.0% to 2.4%; the study describes a multifactorial expansion, so the change cannot be assigned to lanes alone. (Bicycle Use and Cyclist Safety Following Boston’s Bicycle Infrastructure Expansion, 2009–2012)
New York City’s historical network composition also shows why dates matter. By September 2015, the city had completed more than 1,000 network miles; in 2015, 38% of the network was protected from traffic on- or off-street and a further 37% consisted of exclusive bike lanes.
Those are historical composition figures, not the current network mix. (NYC DOT – Bike Network and Ridership)
NYC completed 15.1 protected-lane miles by an October 2021 update against a 30-mile year-end goal. The city’s later page reports 87.5 protected-lane miles installed over the three years before its March 2025 update, including 29.3 miles in the preceding year.
The goal is planned mileage, whereas the other figures are reported completion or installation totals. (Biketober: Conventional Bike Lanes Crucial to Bike Lane Network Safety; NYC DOT – Bike Network and Ridership)
Cycling Infrastructure and Ridership Data
Infrastructure expansion and cycling demand often move together in the supplied evidence, but the measures differ. NYC DOT found that adding protected or conventional lanes increased cyclist volume by an average of 50% on sampled bicycle-lane streets, assessed up to three years after installation and covering more than 100 on-street lane-miles; this was an observational before/after result. (Biketober: Conventional Bike Lanes Crucial to Bike Lane Network Safety)
Boston’s 2007–2014 expansion coincided with a 140% increase in bicycle commuter share, but its paper notes broader interventions. The same study reports that Hubway, launched in 2011, logged more than 100,000 rides in its first 10 weeks; bike-share rides are not a complete measure of cycling or infrastructure use. (Bicycle Use and Cyclist Safety Following Boston’s Bicycle Infrastructure Expansion, 2009–2012)
Prior research cited in the Boston paper estimated a 0.075% increase in bicycle commuters for each additional bikeway mile per 100,000 residents. Another cited relationship associated a 1% rise in bicycle commuters with each one-mile increase in bicycle lanes per square mile; both are reported prior-study estimates, not isolated causal effects in Boston. (Bicycle Use and Cyclist Safety Following Boston’s Bicycle Infrastructure Expansion, 2009–2012)
NYC estimates more than 620,000 cycling trips on a typical day on its current page. London’s daily cycle journeys increased 155% over approximately 2003–2023, while England’s traffic series estimated 3.6 billion cycling vehicle-miles in 2023, 7% below 2022; vehicle-miles and person-level survey mileage are separate series. (NYC DOT – Bike Network and Ridership; Commissioner’s report October 2023; National Travel Survey 2023: Active travel)
Bike-Lane Design and Measured Safety Outcomes
NYC DOT reported 34% lower injury risk on streets with protected bike lanes and 32% lower risk where conventional lanes were installed. Across the NYC bicycle network, protected and conventional lanes together were associated with a 32% risk reduction; the measure used injuries per mile divided by estimated bicycle volume and came from observational before/after comparisons. (Biketober: Conventional Bike Lanes Crucial to Bike Lane Network Safety)
On NYC’s highest-risk streets, protected bike lanes reduced cyclist injury risk by more than 60% in the same study. This is a subgroup result, not a citywide average or randomized estimate.
The Boston expansion study estimated a 14% reduction in the odds of bicycle-accident injury per succeeding year from 2009 to 2012. Because the city program was multifactorial, the association does not isolate lane construction. (Bicycle Use and Cyclist Safety Following Boston’s Bicycle Infrastructure Expansion, 2009–2012)
A Bellevue Hospital study analyzed 839 bicyclists injured in motor-vehicle collisions from December 2008 through August 2014. Its monthly-count analysis associated physically protected paths with 23% fewer injuries, using a selected hospital-based population rather than all cyclists or crashes. (The Effect of Sharrows, Painted Bicycle Lanes and Physically Protected Paths on the Severity of Bicycle Injuries Caused by Motor Vehicles)
In a three-city emergency-department study, conventional bike lanes had adjusted crash-or-fall odds of 0.53 versus major roads without bicycle facilities, with a 95% confidence interval of 0.33–0.86. Local roads with bicycle facilities had adjusted odds of 0.31 against the same major-road comparison, with a 95% confidence interval of 0.13–0.75; facilities were not one uniform design. (Not all protected bike lanes are the same)
Cycling Exposure, Casualties and Infrastructure Context
Great Britain’s long-run casualty data show why exposure matters. Between 2004 and 2023, pedal-cycle fatalities fell 35%, from 134 to 87, while adjusted serious injuries increased 18% and pedal-cycle traffic increased 39%. (Reported road casualties in Great Britain: pedal cycle factsheet, 2023)
| Great Britain measure | 2004–2023 change or 2023 level |
|---|---|
| Pedal-cycle fatalities | Down 35%, from 134 to 87 |
| Adjusted serious injuries | Up 18% |
| Pedal-cycle traffic | Up 39% |
| Overall casualty rate | Down 35% |
| Fatality rate | Down 53% |
In 2023, Great Britain reported 87 pedal cyclists killed, 3,942 seriously injured and 10,970 slightly injured, for 14,999 reported casualties across all severities. The official 2023 rate was 4,152 casualties per billion vehicle-miles, including 24 fatalities, 1,091 serious injuries and 3,037 slight injuries per billion vehicle-miles. (Reported road casualties in Great Britain: pedal cycle factsheet, 2023)
For 2019–2023, 58% of Great Britain pedal-cycle fatalities occurred on rural roads, although rural roads carried 31% of traffic. These are road-type and exposure comparisons, not facility-specific causal estimates.
Who Uses Cycling Infrastructure: Trip Purpose and Demographic Data
England’s National Travel Survey provides person-level estimates and warns that the relatively small number of cycling trips can make the series volatile. In 2023, leisure represented 40% of cycling trips, commuting 29%, education or escort education 13% and shopping 9%. (National Travel Survey 2023: Active travel)
People in England made 15 cycling trips per person in 2023, down 5% from 16 in 2019. They travelled 47 cycling miles per person in 2023, down 17% from 57 in 2022, 13% below 2019’s 54 miles and 22% above 2002’s 39 miles; these survey figures differ from traffic-based vehicle-mile estimates. (National Travel Survey 2023: Active travel)
| England, 2023 | Average trips per person | Average miles per person |
|---|---|---|
| Males | 22 | 72 |
| Females | 9 | 23 |
Among males in England, ages 17–20 and 40–49 had the highest average cycling frequency, at 28 trips per person in 2023. Among females, ages 40–49 had the highest average frequency, at 13 trips per person; these age-sex subgroup estimates should not be interpreted as infrastructure causation. (National Travel Survey 2023: Active travel)