Spread across the banks of the Danube and renowned for its sights and architecture, the Hungarian capital of Budapest is home to nearly 1,7 million residents. Yet, beyond its famous landmarks, another defining feature is increasingly visible on its streets: bicycles. As more and more people choose to move around the city on two wheels, the municipality is committed to making cycling a cornerstone of a more liveable urban environment. To understand how this transformation is unfolding, we spoke with Áron Halász, head of the Active and Micromobility Sub-unit within the Department for Climate and Environmental Affairs at the Municipality of Budapest.
“There has always been a strong desire among the citizens of Budapest to cycle, and there have also been repeated, but unsuccessful efforts to suppress it. Despite financial, political, and institutional challenges, the dedication, creativity and perseverance people in both the civil and public sectors have continually found ways to spark a cycling renaissance. [...] When I started cycling daily 20 years ago, we used to wave and nod to each other as riders. Now cycling is not a subculture anymore, but an integrated part of the urban landscape. Still, there is a lot to do to make it even more popular and accessible.”
Cycling’s growing importance is reflected in the city’s policy ambitions. The Mobility Plan, updated in 2023, sets a target of reaching a 10% modal share for cycling by 2030 while cutting CO₂ emissions by 40%. The Mobility Safety Strategy, adopted in 2024, complements these efforts, aiming to halve road deaths by 2030 and achieve a Vision Zero target by 2050. Together, these frameworks seek to create a safer and more liveable city, backed by more than €1,5 million planned for cycling in 2026. Flagship initiatives, such as the city’s public bike-sharing system Bubi, illustrate this steady progress. First launched in 2014 to popularise cycling, the scheme gained unexpected momentum leading to the introduction of Bubi 2.0 in 2021 with easier bikes, better services and affordable pricing. The upcoming Bubi 3.0, expected in June 2026, promises to expand the service area, increase the fleet and introduce electric-assisted bicycles.
Yet, as mentioned by Áron Halász, progress does not come without challenges. Hungarian municipalities have seen their room for manoeuvre shrink in recent years, facing loss of subsidiarity, budget cuts and new taxes imposed by the government. In this context, efforts to improve active mobility have increasingly become contested, even as public demand continues to grow. For city officials and advocates alike, advancing cycling in Budapest thus requires persistence in navigating a complex political landscape.
“Securing direct funding is essential. Cities experience most of the consequences of the political and legal disputes between the government and the European Union, yet the creation of a more liveable urban environment cannot wait. We are therefore seeking new partnerships and funding opportunities, and we are working to implement international best practices to accelerate progress. [We are also looking for] creative solutions to support [our] bold strategic goals, which require costly physical interventions as well as awareness-raising and education campaigns that empower the public to be a catalyst of positive change while improving their quality of life.”
The city can rely on a vibrant cycling community active at both local and national levels. Among them, the Hungarian Cyclists’ Club, largest cycling NGO of the country, has been a long-standing partner of the municipality and is regularly involved in planning processes. It is key to keep cycling visible both in the public debate and in the streets, notably during the annual “I Bike Budapest” parade. Organised by the Hungarian Cyclists’ Club, this event has become one of the most emblematic moments of the city’s cycling calendar – even the mayor of Budapest participates regularly.
“The Hungarian cycling movement is famous for its achievements and its critical mass. The ‘I Bike Budapest’ parade, organised by the Hungarian Cyclists’ Club, attracts tens of thousands of participants every year, demonstrating to decision-makers the importance of investing in cycling. I had been the chief organizer of this event before I moved to work at the municipality, but some fellow civil servant friends and I still join the volunteer team every year. It’s wonderful to see the joy on the faces of so many different people riding through the city in a way that’s not possible on any other day.”
Cycling also benefits from a strong base of public support, with around 20% of Budapest’s adult citizens cycling at least once a week. This reflects how cycling has become a mainstream topic in public debate since the early 2010s, opening the conversation to a wider range of people from professionals to policymakers and residents. Building on this momentum, the change in political leadership in 2019 brought new methods of participation. The introduction of participatory budgeting has for instance allowed citizens to propose and vote on local projects, with several cycling initiatives successfully securing funding. The example of the creation of new bike parking facilities shows how participatory processes contribute to making Budapest more cycle-friendly.
“The demand for safe bike parking in residential areas is not only reflected in surveys; a citizen proposal won €130,000 in Budapest’s Participatory Budget to create bike shelters in socialist housing estates and densely populated areas. After benchmarking solutions from other cities, [...] the city launched a call for proposals to district municipalities. Seeing demand three times higher than the announced budget, the total grant amount was increased to €205,000. Districts had to meet specific technical and environmental criteria in their applications. [...] As a result, 194 new spaces were created to protect bikes from theft and rain at 18 locations across 8 different districts. [...] I know that 194 bike spaces are few in a city of 1,7 million people, but we are already seeing growing interest in this issue from both municipalities and the private sector. I consider it as a pilot which will boost investment in more secure bike parkings.”
The city’s mindset towards cycling development is clear: innovation must serve people’s needs and make everyday mobility easier for everyone. This vision underpins the City of Budapest’s participation in initiatives like the EU-funded Healthy Streets programme. With its down‑to‑earth framework for urban regeneration based on human needs, it is set to redesign 20 streets across 12 districts of Budapest by 2029, reducing car traffic and creating more welcoming spaces for pedestrians and cyclists. The same logic is behind the momentum gained by school streets and bike buses, both community‑driven solutions that resonate with families and local councils. The City of Budapest’s experience offers a reminder for other cities that building infrastructure is only half the task – fostering a genuine desire to cycle among people is key.
“Building cycling infrastructure is important, but it is essential to have people actually using it. Cities should invest in cycling promotion with positive messages and use mainstream communication platforms, showing that cycling is easy and accessible for everyone, without requiring lifestyle changes or political engagement. Cycling is for everyone, and that is a powerful message in a polarized world. Create a desire by focusing on the joy and freedom of cycling and avoid fearmongering; only then can you effectively talk about how to integrate it into the everyday lives of different groups of people.”
In this context, temporary interventions have become a powerful way for the City of Budapest to test ideas and refine them before committing to major investments. For instance, COVID cycle lanes unexpectedly reshaped the inner‑city cycling network, turning the Grand Boulevard into one of Budapest’s most popular cycling routes and paving the way for long-term development. The city is now preparing its EU‑funded Cycle Highway Programme, which will convert six kilometres of these temporary lanes into all‑ages‑and‑abilities tracks, complemented by upgrades to public spaces along the Grand Boulevard. As Áron Halász sums up:
“As for the infrastructure and if there are budgetary constraints, temporary interventions, even paint-only cycle lanes play an important role in testing new solutions. Fine tuning these after seeing what works or not is better than building something expensive that won’t work. Sometimes it is only possible to satisfy 70% of the people who are open to cycling, but without getting this 70% on bikes today, it would be impossible to reach 100% in the foreseeable future. The temporary repurpose of the Danube embankment in Budapest grows in time and space each year: it started for weekends in 2020, developed to 1,5 month long opening with community spaces, greenery, bars and activities in 2025. It is a long-term placemaking program inspired by Paris’ Seine-river space reallocation and has a similar importance in the city’s life.”
The City of Budapest’s cycling work is also shaped by a strong commitment to learning from international best practices, by actively seeking inspiration through participation in the European Mobility Week, Velo‑city conferences and EU‑funded innovation projects. Among its inspirations, the Netherlands remains a key reference point, supported by close cooperation with the Dutch Embassy in Hungary and the Dutch Cycling Embassy. Vienna provides a regional model, offering valuable lessons through its institutional frameworks and mobility agency. Paris, Lyon, Copenhagen and several Polish cities also influence the City of Budapest’s thinking, from riverfront renewal and school streets to infrastructure developments and data‑driven cycling reports. Participation in EU‑funded research projects further strengthens this exchange by enabling the city to test new solutions and learn alongside peers.
By joining ECF’s Cities & Regions for Cyclists network, the City of Budapest becomes part of a growing community of cities and regions committed to advancing cycling, collectively representing over 55 million citizens across Europe and beyond, strengthening opportunities for shared learning and exchange.
“We hope that joining the Cities & Regions for Cyclists network will help Budapest overcome its challenges and contribute meaningfully to realising the full potential of cycling in the city. We are looking for examples of functioning institutional backgrounds of cycling policies, opportunities to collaborate, build new partnerships, and to identify funding possibilities. I don’t want to jinx it, but I can certainly say that with many of my colleagues we hope that one day we will be able to celebrate these achievements together with the network at a Velo‑City conference in Budapest.”
For more information on Cities & Regions for Cyclists, click here.
For more information on the City of Budapest, click here.
“There has always been a strong desire among the citizens of Budapest to cycle, and there have also been repeated, but unsuccessful efforts to suppress it. Despite financial, political, and institutional challenges, the dedication, creativity and perseverance people in both the civil and public sectors have continually found ways to spark a cycling renaissance. [...] When I started cycling daily 20 years ago, we used to wave and nod to each other as riders. Now cycling is not a subculture anymore, but an integrated part of the urban landscape. Still, there is a lot to do to make it even more popular and accessible.”
Cycling’s growing importance is reflected in the city’s policy ambitions. The Mobility Plan, updated in 2023, sets a target of reaching a 10% modal share for cycling by 2030 while cutting CO₂ emissions by 40%. The Mobility Safety Strategy, adopted in 2024, complements these efforts, aiming to halve road deaths by 2030 and achieve a Vision Zero target by 2050. Together, these frameworks seek to create a safer and more liveable city, backed by more than €1,5 million planned for cycling in 2026. Flagship initiatives, such as the city’s public bike-sharing system Bubi, illustrate this steady progress. First launched in 2014 to popularise cycling, the scheme gained unexpected momentum leading to the introduction of Bubi 2.0 in 2021 with easier bikes, better services and affordable pricing. The upcoming Bubi 3.0, expected in June 2026, promises to expand the service area, increase the fleet and introduce electric-assisted bicycles.
Photo credit: Áron Halász
Yet, as mentioned by Áron Halász, progress does not come without challenges. Hungarian municipalities have seen their room for manoeuvre shrink in recent years, facing loss of subsidiarity, budget cuts and new taxes imposed by the government. In this context, efforts to improve active mobility have increasingly become contested, even as public demand continues to grow. For city officials and advocates alike, advancing cycling in Budapest thus requires persistence in navigating a complex political landscape.
“Securing direct funding is essential. Cities experience most of the consequences of the political and legal disputes between the government and the European Union, yet the creation of a more liveable urban environment cannot wait. We are therefore seeking new partnerships and funding opportunities, and we are working to implement international best practices to accelerate progress. [We are also looking for] creative solutions to support [our] bold strategic goals, which require costly physical interventions as well as awareness-raising and education campaigns that empower the public to be a catalyst of positive change while improving their quality of life.”
The city can rely on a vibrant cycling community active at both local and national levels. Among them, the Hungarian Cyclists’ Club, largest cycling NGO of the country, has been a long-standing partner of the municipality and is regularly involved in planning processes. It is key to keep cycling visible both in the public debate and in the streets, notably during the annual “I Bike Budapest” parade. Organised by the Hungarian Cyclists’ Club, this event has become one of the most emblematic moments of the city’s cycling calendar – even the mayor of Budapest participates regularly.
“The Hungarian cycling movement is famous for its achievements and its critical mass. The ‘I Bike Budapest’ parade, organised by the Hungarian Cyclists’ Club, attracts tens of thousands of participants every year, demonstrating to decision-makers the importance of investing in cycling. I had been the chief organizer of this event before I moved to work at the municipality, but some fellow civil servant friends and I still join the volunteer team every year. It’s wonderful to see the joy on the faces of so many different people riding through the city in a way that’s not possible on any other day.”
Photo credit: City of Budapest
Cycling also benefits from a strong base of public support, with around 20% of Budapest’s adult citizens cycling at least once a week. This reflects how cycling has become a mainstream topic in public debate since the early 2010s, opening the conversation to a wider range of people from professionals to policymakers and residents. Building on this momentum, the change in political leadership in 2019 brought new methods of participation. The introduction of participatory budgeting has for instance allowed citizens to propose and vote on local projects, with several cycling initiatives successfully securing funding. The example of the creation of new bike parking facilities shows how participatory processes contribute to making Budapest more cycle-friendly.
“The demand for safe bike parking in residential areas is not only reflected in surveys; a citizen proposal won €130,000 in Budapest’s Participatory Budget to create bike shelters in socialist housing estates and densely populated areas. After benchmarking solutions from other cities, [...] the city launched a call for proposals to district municipalities. Seeing demand three times higher than the announced budget, the total grant amount was increased to €205,000. Districts had to meet specific technical and environmental criteria in their applications. [...] As a result, 194 new spaces were created to protect bikes from theft and rain at 18 locations across 8 different districts. [...] I know that 194 bike spaces are few in a city of 1,7 million people, but we are already seeing growing interest in this issue from both municipalities and the private sector. I consider it as a pilot which will boost investment in more secure bike parkings.”
Photo credit: BKK / Simon Nyírő
The city’s mindset towards cycling development is clear: innovation must serve people’s needs and make everyday mobility easier for everyone. This vision underpins the City of Budapest’s participation in initiatives like the EU-funded Healthy Streets programme. With its down‑to‑earth framework for urban regeneration based on human needs, it is set to redesign 20 streets across 12 districts of Budapest by 2029, reducing car traffic and creating more welcoming spaces for pedestrians and cyclists. The same logic is behind the momentum gained by school streets and bike buses, both community‑driven solutions that resonate with families and local councils. The City of Budapest’s experience offers a reminder for other cities that building infrastructure is only half the task – fostering a genuine desire to cycle among people is key.
“Building cycling infrastructure is important, but it is essential to have people actually using it. Cities should invest in cycling promotion with positive messages and use mainstream communication platforms, showing that cycling is easy and accessible for everyone, without requiring lifestyle changes or political engagement. Cycling is for everyone, and that is a powerful message in a polarized world. Create a desire by focusing on the joy and freedom of cycling and avoid fearmongering; only then can you effectively talk about how to integrate it into the everyday lives of different groups of people.”
Photo credit: City of Budapest
In this context, temporary interventions have become a powerful way for the City of Budapest to test ideas and refine them before committing to major investments. For instance, COVID cycle lanes unexpectedly reshaped the inner‑city cycling network, turning the Grand Boulevard into one of Budapest’s most popular cycling routes and paving the way for long-term development. The city is now preparing its EU‑funded Cycle Highway Programme, which will convert six kilometres of these temporary lanes into all‑ages‑and‑abilities tracks, complemented by upgrades to public spaces along the Grand Boulevard. As Áron Halász sums up:
“As for the infrastructure and if there are budgetary constraints, temporary interventions, even paint-only cycle lanes play an important role in testing new solutions. Fine tuning these after seeing what works or not is better than building something expensive that won’t work. Sometimes it is only possible to satisfy 70% of the people who are open to cycling, but without getting this 70% on bikes today, it would be impossible to reach 100% in the foreseeable future. The temporary repurpose of the Danube embankment in Budapest grows in time and space each year: it started for weekends in 2020, developed to 1,5 month long opening with community spaces, greenery, bars and activities in 2025. It is a long-term placemaking program inspired by Paris’ Seine-river space reallocation and has a similar importance in the city’s life.”
Photo credit: BKK
The City of Budapest’s cycling work is also shaped by a strong commitment to learning from international best practices, by actively seeking inspiration through participation in the European Mobility Week, Velo‑city conferences and EU‑funded innovation projects. Among its inspirations, the Netherlands remains a key reference point, supported by close cooperation with the Dutch Embassy in Hungary and the Dutch Cycling Embassy. Vienna provides a regional model, offering valuable lessons through its institutional frameworks and mobility agency. Paris, Lyon, Copenhagen and several Polish cities also influence the City of Budapest’s thinking, from riverfront renewal and school streets to infrastructure developments and data‑driven cycling reports. Participation in EU‑funded research projects further strengthens this exchange by enabling the city to test new solutions and learn alongside peers.
By joining ECF’s Cities & Regions for Cyclists network, the City of Budapest becomes part of a growing community of cities and regions committed to advancing cycling, collectively representing over 55 million citizens across Europe and beyond, strengthening opportunities for shared learning and exchange.
“We hope that joining the Cities & Regions for Cyclists network will help Budapest overcome its challenges and contribute meaningfully to realising the full potential of cycling in the city. We are looking for examples of functioning institutional backgrounds of cycling policies, opportunities to collaborate, build new partnerships, and to identify funding possibilities. I don’t want to jinx it, but I can certainly say that with many of my colleagues we hope that one day we will be able to celebrate these achievements together with the network at a Velo‑City conference in Budapest.”
For more information on Cities & Regions for Cyclists, click here.
For more information on the City of Budapest, click here.
