Cycling revolution: a new study examines how Paris has changed its DNA

Until recently, Paris was known more for its traffic jams than for a cycling culture. Its grand boulevards were lined with honking taxis, delivery vans, and crawling cars. Riding a bike through the city centre meant weaving between buses and scooters, often risking not just one’s health, but sometimes even one’s life.

Fast forward to the present, and the transformation of the French capital is striking. Almost quietly—and incredibly quickly—Paris has become one of the most bike-friendly cities in the world. What began as emergency “coronapistes,” temporary bike lanes built during the pandemic, has evolved into a permanent cycling network stretching hundreds of kilometres. Paris is now a place where parents take their children to school on cargo bikes, where people commute to work along protected cycle paths by the Seine, and where the click of gear shifters is increasingly replacing the blare of car horns.

And the numbers confirm that this is no passing trend. A new study has revealed that cycling in Paris increased by 240% between 2018 and 2023, while car traffic has been steadily declining. In neighbourhoods across the wider city centre, more than one in ten trips is now made by bike—a remarkable shift for a metropolis that until recently was synonymous with congestion. In the very heart of Paris, people now cycle more than they drive. According to a report by the IPR (Institut Paris Région), bicycle trips account for around 11.2% of journeys, while cars make up just 4.3%. As recently as 2010, cycling represented only 3% of trips.

“Paris is an incredible example of how a city can change when political will aligns with smart use of data. We wanted to understand exactly which factors made this transformation possible,” said one of the study’s lead authors to Momentum Mag.

Bikesharing in Paris

How the study was conducted

The researchers analysed multiple types of data to understand what is really behind the cycling boom in Paris. They tracked daily cyclist counts from 114 permanent bike counters installed across the city, which provide a precise, long-term picture of cycling traffic patterns.

Because weather and extraordinary events can temporarily distort the data, the researchers removed outliers and focused on median daily values, which better represent overall trends. These were combined with meteorological data from the WMO station at Paris–Orly, including temperature, precipitation, humidity, and wind. They also accounted for holidays, lockdowns, and strikes that could influence travel behaviour.

But the key role was played by policy data. Sources such as OpenStreetMap, Vélib’ data, INSEE, and the City of Paris open data portal made it possible to construct a detailed timeline of policy changes: the construction of new cycle lanes and bike parking, growth in e-bike sales, rising fuel prices, and the introduction of low-emission zones. Other changes were also tracked, including the expansion of pedestrian areas, new public spaces, and measures slowing or restricting car traffic.

In total, the analysis included 13 policy factors grouped into five main areas:

• targeted cycling measures (cycle lanes, bike parking, etc.)
• restrictions on motor traffic
• disruption of other transport modes
• improvements to urban liveability (more greenery, pedestrian zones, public spaces)
• economic conditions

Because these policies often overlapped—for example, a bike lane running through a pedestrian zone or alongside a green corridor—the researchers used dependence-aware statistical methods to distinguish how much each factor actually contributed to the change. To estimate the relative influence of individual variables on daily cycling volumes, they applied two advanced tools: StratIMPORT and kernel SHAP.

StratIMPORT examines the distribution of real data to assess how strongly each variable affects the outcome.
Kernel SHAP, a model-interpretation method widely used in machine learning, compares how each factor shifted cycling levels relative to a reference (baseline) year, 2018. When the results of both models largely converged, the researchers gained confidence in their conclusion: the most important driver was not a single intervention, but the cumulative effect of consistent, coordinated policies. These included:

Major investment in cycling infrastructure

Plans such as Le Plan Vélo I and II delivered hundreds of kilometres of new cycle lanes.
As part of these plans, some car lanes and parking spaces were removed, freeing up space for cyclists.

Political will and strategic planning

Mayor Anne Hidalgo set the goal of making Paris a “100% cycling city” by 2026.
Businesses, shops, schools, and public spaces have gradually adapted—more bike racks, better and safer cycling connections between streets.

Reducing car dominance and rethinking urban space

Low-emission zones, bans on certain vehicles, reduced parking, wider sidewalks, and more greenery.
The “coronapistes” (temporary bike lanes created during the pandemic) have, in many cases, become permanent parts of the cycling network.

Separated bike infrastructure is the core

Recipe for a Cycling Boom

Study findings show that targeted, bike-focused policies—such as building dedicated bike lanes and improving bicycle parking—significantly contributed to the increase in the number of cyclists. Equally important were measures that discouraged car use, such as low-emission zones, restrictions on automobile traffic, and rising fuel prices. Both forces aimed at the same goal: making cycling easier and driving in the city less convenient.

In other words, it wasn’t just about infrastructure. It was about a fundamental change in the city’s DNA.

When streets became quieter and safer, more people dared to try cycling for the first time. Families who previously used bikes only for leisure rides began commuting through parks. Local businesses thrived as streets opened up to pedestrians and cyclists. Over time, cycling stopped being seen as a niche activity—it became part of everyday life for Parisians.

What it looks like in practice

• Cyclists now enjoy safer conditions: separated lanes, better-designed intersections, proper bike parking.
• Families, schoolchildren, and commuters are starting to see bikes as a regular option—not just a sport.
• City streets have visibly come to life—smoother movement, less car noise, more space for people.

Today, they are more bike rides than car rides in the centre of Paris

Main Political Goal

Mayor Anne Hidalgo’s administration, in its Vélo Plan, didn’t focus solely on building bike lanes—the goal was to transform the way Parisians move around the city. Since 2020, over 1,000 kilometers of cycling infrastructure have been built in Paris, thousands of car parking spaces have been removed, and the city has committed to investing €250 million in cycling by 2026.

The city’s Vélib’ bike-sharing system, which previously struggled with problems, is now experiencing a literal boom—it has over 400,000 subscribers and millions of rides every month. Streets around schools have been redesigned as car-free zones so children can get to school safely on foot or by bike.

Cultural change is now visible everywhere. Smartly dressed office workers ride city bikes to work in suits. Couriers and parents with cargo bikes share the same bike lanes. Helmets and reflective vests are scattered on café tables and chairs. Cycling in Paris is no longer an activity only for the brave.

Lessons for Other Cities

The Paris case study is not just a success story—it’s a guide for urban transformation. For cities that still believe “people here won’t cycle,” the data shows otherwise. The main message is clear: change is possible when policy, infrastructure, and public space are aligned. It’s not enough to paint a few bike lanes and wait for people to show up. Cities must create an environment where cycling is a natural choice—the fastest, safest, and most pleasant way to get around.

But persistence is required. Paris didn’t change overnight—and certainly not without resistance. Critics warned that removing car lanes would cause chaos. Yet traffic didn’t collapse—it adapted. People switched to bikes, public transport, or walking. The air cleared, noise decreased, and streets came alive again. Cities like London, Bogotá, Montreal, and New York have seen similar results when they committed to long-term, data-driven cycling policies. Paris, however, went further—and faster—than most. But the greatest inspiration may be psychological: Paris shows what is possible.

For decades, cities around the world have claimed they are too sprawling, too cold, too hilly, or too car-dependent for cycling to become mainstream. Paris disproves that story. Change the streets—and people will change with them. That is the key takeaway for other cities from this study: not just a map of changes, but the confidence that transformation is possible—if you dare to alter the status quo.

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