Ghent ranks third in the Copenhagenize Index of the world’s most bicycle-friendly cities, after Utrecht and Copenhagen. The index is compiled every two years by the Danish consultancy Copenhagenize Desing Co., an agency specializing in bicycle strategy, urban planning, and mobility, and is considered an international benchmark.

Antwerp ranks eighth. Brussels, the only other Belgian city in the index, surprisingly ranks 32nd.

Utrecht: a cycling powerhouse

For the ‘Copenhagenize Index’, named after the Danish capital, which has long been considered the most bicycle-friendly city in the world, cities are evaluated based on 13 objective criteria, including bicycle infrastructure, cycling promotion, urban planning, and safety (number of fatal accidents per 100,000 inhabitants). The initiative has been in existence since 2011 and involves numerous mobility experts and researchers.

Utrecht, where one-third of all trips are made by bicycle, ranks first with a score of 71.1. The city’s global role as a cycling powerhouse is attributed to, among others, the full integration of cycling into urban planning and the fact that it has gone beyond infrastructure and parking.

Through the ‘Fietsdeals’ program, for example, residents with low income can buy refurbished bikes for only €30, a price that even includes one year of free repairs. The current plan of developing an entirely car-free district that will house 12,000 people is also praised.

Copenhagen is second with 70.8, and Ghent takes bronze with 67.6. The top 5 is completed by Amsterdam (66.6) and Paris (65). Antwerp ranks eighth, with a score of 64.4.

The only other Belgian city in the ranking is Brussels. The city ranks 32nd in the world, according to the index, with a score of around 50.

Ghent’s circulation plan receives praise

Like Brussels, Ghent had never been included on the list because it was too small. But smaller cities now count too. Among other things, the traffic circulation plan and the nearly 20 kilometers of bicycle streets contribute to the high score.

Copenhagenize calls this plan “a masterwork in human-centered urban planning.” “Car-oriented streets were turned into calm, livable urban spaces that make cycling safe and intuitive for adults and children alike.”

The consistent political policy on cycling strategy is also praised. “Ghent’s streets are a reflection of 30 years of consistent, purpose-driven planning.” And the tests to prevent cyclists from falling by filling tram tracks with rubber, as well as the exploration of regulations that would ban cars from overtaking bikes in downtown streets, are also described as groundbreaking.

“We can be proud of this podium position,” says Joris Vandenbroucke (Vooruit), Alderman for Mobility. “The city will continue to invest in safe cycle paths. We are stepping up our efforts to ensure the safety of children and young people who cycle.”

Inclusive Antwerp

Antwerp is also praised for its consistent, large-scale cycling policy, with an extensive network of protected cycling infrastructure totaling almost 600 km and 22 km of bicycle streets.

Among other things, the ‘100 missing links’ program, which invests in underpasses and bridges to make cycle routes complete, safe, and direct, is being praised. “More than 70% of streets now have a speed limit of 30 km/h, which gives residential streets back to residents and makes cycling attractive for daily travel.”

And with more than 60 locations and 1,600 spaces, the city’s bicycle parking policy is described as “a model for other cities.” Also noteworthy: “Antwerp stands out for its inclusiveness: a highly diverse population, from children to the elderly, with women accounting for 55% of commuters who cycle to work, uses bicycles daily.

Brussels has come a long way

Brussels did not receive a separate assessment, but the city’s mere inclusion in the index is a remarkable achievement. A decade ago, Brussels was still considered one of the most bicycle-unfriendly capitals in Europe. However, the introduction of the Zone 30, the construction of 70 km of new cycle paths, and the implementation of the Good Move traffic plan have also made Brussels a bicycle-friendly city.

“Streets are for living in, not for racing in,” says outgoing Brussels Minister for Mobility Elke Van den Brandt. “We’ve come a long way, but every day Brussels gains a little more space for children, pedestrians, and cyclists. This recognition is for everyone who continues to choose a child-friendly city.”

Interesting facts

Finally, here are a few interesting facts that show that ‘bike-friendliness’ is not limited to one region or city in the world and that more cities worldwide are embracing it as part of broader strategies for health, climate, and urban quality of life. Of course, there is always room for improvement.

• Among the 100 assessed cities, only 5 reported zero cyclist fatalities: Bergen, Luxembourg City, Zaragoza, Niterói, and Wellington.
• Copenhagen has the world’s highest density of cycling infrastructure with 52 km of protected bicycle lanes for every 100 km of roadway.
• Thanks to their urban generalized speed limits, French cities provide some of the calmest and most comfortable street environments for walking and cycling. Bordeaux, Nantes, and Paris have 89%, 88%, and 87% of the total street network, respectively.
• Over just 3 years, Singapore expanded its protected bicycle network by an impressive 230 km, reflecting its strong commitment to active mobility.
• The Top 3 cities for secure bicycle parking are Utrecht, Osaka, and Ghent, with 89, 78, and 68 spaces per 1,000 inhabitants, respectively.
• Paris shows the strongest growth in cycling, marking one of the most significant post-COVID rises globally, with an increase of 6.2 points compared to 5 years ago.
• With 47%, the German city of Münster leads the world in cycling modal share.
• While 90 cities show clear commercial adoption of cargo bikes, only 39% provide dedicated financial or policy support, encouraging cargo bike adoption.
• Two-thirds of the top 30 cities report a female cycling share of 45% or higher, reflecting perceived safety in everyday cycling.
• Cities that invest more per capita tend to deliver more extensive cycling networks. Graz, for example, invests €10 per resident and has 50 km of cycling networks per 100,000 inhabitants, while Malmö €29 for 150 km.
• In general, the higher per-capita spending, the better the overall performance. See the top 3: Utrecht with €64 per capita, Copenhagen with €38 per capita, and Ghent €33 per capita.

As a noteworthy conclusion, the Copenhagenize Index states that “cities that embed evaluation into their governance structures can track progress, justify investment, and maintain public trust.” By contrast, “cities that do not institutionalize evaluation remain driven by perception rather than evidence, leaving them vulnerable to stagnation when political priorities change.”