Longest bicycle-accessible bridges in Europe AI-pedia

Bicycle-accessible bridges in Europe represent a crucial intersection between civil engineering and active mobility. Active mobility, also called active travel, refers to transport that relies on human physical activity, primarily cycling and walking. While European transport policy increasingly prioritises cycling networks to reduce carbon emissions and regional traffic congestion, crossing major natural barriers such as sea estuaries, large rivers, and fjord systems poses severe logistical hurdles. Long-span bridges are among the most expensive civil engineering assets in any transport corridor, and historically, planners designed these structures primarily for motorized road vehicles and railway traffic.

Across Europe, bicycle access on long bridges generally falls into two distinct categories: multimodal bridges and dedicated active travel bridges. A multimodal bridge carries several forms of traffic on a single structure, such as an expressway alongside a protected bicycle track or a railway corridor paired with a shared pedestrian path. Dedicated active travel bridges, by contrast, are constructed exclusively for bicycles, pedestrians, and low-speed micro-mobility devices. These dedicated structures exclude motorized vehicles entirely, allowing engineers to design specifically for lighter structural loads, tighter turning radii, and narrower deck profiles.

The longest bridges in Europe that allow cycling are multimodal crossings built in the mid-to-late 20th century. Structures such as the Zeelandbrug in the Netherlands, the Pont de Saint-Nazaire in France, and the Forth Road Bridge in the United Kingdom span several kilometres across exposed coastal waters. Conversely, dedicated active travel bridges rarely exceed 1,500 metres due to construction costs and urban transit spacing. However, modern investments in northern and western Europe have yielded major engineering landmarks, such as the 1,200-metre Vëlodukt between Esch-sur-Alzette and Belval in Luxembourg and the 800-metre timber Pieter Smitbrug in the Dutch province of Groningen.

Categorisation and Infrastructure Types

A bridge is classified as bicycle-accessible if cyclists can legally ride across its entire span without dismounting. The quality and safety of this infrastructure vary widely across European jurisdictions. Engineers and transport planners use several distinct configurations to integrate bicycles onto long spans:

• Physically segregated cycle tracks: A dedicated lane for bicycles that is physically separated from motorized traffic by concrete barriers, steel guardrails, or grade separation. In the Netherlands, this is known as a fietspad. These paths offer high safety by eliminating direct vehicular impact risks.
• Elevated central walkways and paths: A configuration where the non-motorized route runs down the longitudinal centreline of the bridge, elevated above or positioned between opposing directions of vehicular traffic. This layout isolates cyclists from external perimeter edges and reduces crosswind exposure.
• Shared-use paths on outer cantilevers: Walkways positioned on cantilevered decks protruding from the bridge's main structural piers or trusses. These are shared between pedestrians and cyclists, requiring speed regulation to avoid collisions.
• Paved shoulders and advisory lanes: The least protective configuration, where cyclists ride on the outer shoulder of an active highway or arterial road without a physical barrier. This setup is common on older bridges in Southern and Western Europe but is increasingly discouraged due to high collision risks.
• Independent active travel superstructures: Bridges designed from the foundation up strictly for non-motorized travel, free from automotive exhaust, engine noise, and heavy vehicle vibrations.

The Longest Multimodal Bridges with Bicycle Access

Multimodal bridges represent the longest physical structures in Europe that a cyclist can cross. These structures span major waterways and sea straits where building an independent bicycle bridge is economically or technically impractical.

1. Zeelandbrug (Netherlands) – 5,022 metres

The Zeelandbrug across the Oosterschelde (Eastern Scheldt) estuary in the province of Zeeland is the longest bridge in Europe that permits bicycle traffic. Opened in December 1965 as the Oosterscheldebrug by Queen Juliana, the bridge spans 5,022 metres between the islands of Schouwen-Duiveland and Noord-Beveland. It carries the two-lane N256 provincial road alongside a parallel, two-way asphalt bicycle track.

The bridge structure consists of 54 concrete piers supporting 52 standard spans of 95 metres each, along with a bascule bridge section near the northern shore to accommodate tall commercial vessels. A bascule bridge is a moveable bridge with a counterweight that swings upward to open the waterway. Cyclists ride on the western flank of the concrete box-girder superstructure, separated from motor vehicle traffic by a continuous concrete barrier and steel railing.

The crossing is notorious among endurance cyclists for extreme exposure to North Sea winds. With no surrounding topography or tree cover, riders face continuous crosswinds and headwinds that routinely reach gale force. In high winds, spray from the Oosterschelde reaches the cycle track. Despite these harsh conditions, the Zeelandbrug is a critical link in the Dutch national cycle network (LF routes) and regional commuting corridors.

2. Pont de Saint-Nazaire (France) – 3,356 metres

The Pont de Saint-Nazaire is a cable-stayed road bridge spanning the mouth of the Loire River on the French Atlantic coast, connecting Saint-Nazaire on the north bank with Saint-Brévin-les-Pins on the south bank. Completed in 1975, the entire crossing spans 3,356 metres, comprising long concrete approach viaducts and a central cable-stayed section with a main span of 404 metres. The roadway reaches a maximum clearance of 61 metres above the river navigation channel.

Cycling across the Pont de Saint-Nazaire is legally permitted, but the infrastructure is technically demanding and hazardous. The bridge does not feature a wide, physically segregated cycle track. Instead, cyclists must use a narrow lateral shoulder that varies between 0.75 and 1.5 metres in width, situated directly beside three lanes of high-speed automotive traffic (the RD 213 highway). The bridge features sustained 5.6% approach gradients, exposing climbing cyclists to heavy vehicle air displacement and coastal gales.

Due to safety concerns, local transport authorities (the Department of Loire-Atlantique) restrict bicycle access during severe weather. Electronic signage closes the bridge to two-wheeled vehicles when wind speeds exceed 50 km/h or during gusts exceeding 80 km/h. During summer months, local authorities operate free shuttle buses equipped with bicycle trailers to allow cyclists on the EuroVelo 1 (Atlantic Coast Route) and EuroVelo 6 routes to bypass the bridge deck safely.

3. Forth Road Bridge (Scotland, United Kingdom) – 2,512 metres

The Forth Road Bridge is a classic long-span suspension bridge spanning the Firth of Forth near Edinburgh. When it opened in 1964, its central suspended span of 1,006 metres was the longest of its kind outside the United States. Including its north and south approach viaducts, the overall engineering structure measures 2,512 metres in length.

Following the construction of the adjacent Queensferry Crossing in 2017, general motorway traffic (the M90) was diverted away from the aging Forth Road Bridge. The older bridge was subsequently repurposed as a dedicated "Public Transport and Active Travel Corridor." Today, it is open exclusively to scheduled buses, taxis, maintenance vehicles, pedestrians, and cyclists.

The bridge features wide, segregated shared-use paths on both its eastern and western perimeters. The paths are protected by heavy steel crash barriers on the roadway side and high perimeter safety fences overlooking the Firth of Forth. The western path is generally designated for southbound cyclists and the eastern path for northbound cyclists, though configuration varies during structural maintenance. The bridge serves as a major crossing point for National Cycle Network (NCN) Route 76.

4. Tay Road Bridge (Scotland, United Kingdom) – 2,250 metres

Opened in 1966 across the Firth of Tay, the Tay Road Bridge connects the city of Dundee to Newport-on-Tay in Fife. Spanning 2,250 metres across 42 individual spans, it carries the A92 road. The bridge deck rises on an uninterrupted 1:81 incline from Dundee toward the south coast, reaching its highest elevation near the Fife coastline.

The Tay Road Bridge utilizes a distinctive layout for non-motorized traffic. Rather than placing footpaths on the outer edges of the structure, engineers integrated a single, isolated path directly through the central median. The path runs between the two parallel road carriageways, elevated several feet above vehicular traffic and enclosed by structural crash barriers and high safety screens.

This central positioning shelters cyclists from the immediate edge of the bridge deck and reduces edge-vortex wind gusts. Access to this central path is achieved via ramps and stairs integrated into the bridge abutments and approach towers. Cyclists must yield to pedestrians and maintain reduced speeds because the central corridor measures roughly 2.7 metres in width, accommodating two-way foot and cycle traffic.

5. Humber Bridge (England, United Kingdom) – 2,220 metres

The Humber Bridge, located near Kingston upon Hull in northern England, was the longest single-span suspension bridge in the world from its opening in 1981 until 1998. The total crossing length between anchorages and approach spans is 2,220 metres, with an unsupported central span of 1,410 metres over the Humber estuary.

The bridge was engineered with active travel as an integral design component. Flanking the dual-carriageway A15 road, the bridge features two continuous, three-metre-wide shared-use paths cantilevered on the outside of the main deck trusses. The eastern path faces out toward the North Sea, while the western path overlooks the upper estuary.

Crossing the Humber Bridge on a bicycle involves navigating significant elevation changes and high wind exposure. Cyclists climb steadily toward the mid-span, where the bridge deck sits roughly 30 metres above high water to permit commercial shipping into river ports. Strong crosswinds frequently funnel through the Humber gap, causing bridge administrators to close the pedestrian and cycle paths during severe weather warnings.

6. Pont de Normandie (France) – 2,141 metres

The Pont de Normandie is a cable-stayed road bridge spanning the Seine estuary between Le Havre and Honfleur. Completed in 1995, it held the world record for the longest cable-stayed bridge span (856 metres) for four years. The complete structure, including the massive prestressed concrete approach viaducts, measures 2,141 metres.

The bridge carries the A29 motorway, but unlike most French motorways, bicycle traffic is legally permitted across the span. Cyclists are provided with a narrow lane on each side of the bridge deck, situated between the motorway crash barrier and the outer edge parapet. The lane is raised slightly above the road surface and serves as a combined pedestrian and maintenance walkway.

Riding a bicycle over the Pont de Normandie is considered an intimidating experience. The approach spans feature steep 6% gradients, forcing cyclists to climb slowly over a long distance. At the highest point, the deck is elevated 59 metres above the Seine navigation channel, exposing riders to turbulent wind currents created by passing heavy transport trucks and incoming maritime storms. Cycling across the bridge is free of charge, in contrast to the toll charged for motorized vehicles.

7. Severn Bridge / M48 (England and Wales, United Kingdom) – 1,597 metres (Main Structure)

The Severn Bridge carries the M48 motorway across the River Severn between Aust, England, and Chepstow, Wales. Opened in 1966 to replace the Aust Ferry, the main suspension span measures 988 metres, with a total suspended length of 1,597 metres. However, the complete crossing complex includes the Aust Viaduct, the Beachley Viaduct, and the adjacent Wye Bridge (a 408-metre cable-stayed structure crossing the River Wye), creating an uninterrupted active travel crossing of over 3,000 metres.

A segregated shared-use footway and cycleway runs along both edges of the bridge complex, separated from motorway traffic by substantial steel barriers. The path on the southern flank forms part of National Cycle Network Route 4. The Severn Bridge utilizes an aerodynamic, streamlined steel box-girder deck that reduces wind drag, although strong crosswinds from the Bristol Channel still prompt authorities to close the footpath to cyclists when gusts exceed safe thresholds.

The Longest Dedicated Cycle and Pedestrian Bridges

While multimodal bridges achieve great overall lengths by piggybacking on highway investments, dedicated active travel bridges represent specialized engineering feats designed exclusively for people moving on foot, by bicycle, or via low-speed micro-mobility.

1. Vëlodukt Esch-Belval (Luxembourg) – 1,200 metres

Inaugurated in December 2022, the Vëlodukt connects the town centre of Esch-sur-Alzette with the newly developed industrial, commercial, and university hub of Belval in southern Luxembourg. Designed by the engineering and architectural firm Jim Clemes Associates, the continuous elevated steel viaduct measures 1,200 metres, making it widely recognized as the longest dedicated bicycle and pedestrian bridge in Europe.

The structure functions as an elevated highway for active travel, forming a central component of Luxembourg’s National Cycle Path 8 (PC8). The bridge is built of weathered and painted structural steel, curving gracefully over industrial heritage monuments, active freight and passenger railway tracks, and public roadways. The deck width is 4.5 metres, divided into a distinct red-surfaced two-way bicycle track and an adjacent, concrete-paved pedestrian walkway.

The engineering of the Vëlodukt incorporates several distinctive features:

• Integrated LED handrail lighting: Downward-facing lighting systems illuminate the deck without emitting light upward, preventing light pollution and shielding passing railway drivers from glare.
• Architectural ramps and lifts: Intermediate vertical connections, including high-capacity elevators and continuous spiral ramps, allow users to access the elevated viaduct from intermediate street levels.
• Weather shelters: At wide structural nodes, cantilevered roof structures provide seating and shelter from rain for pedestrians.

2. Pieter Smitbrug (Blauwestad, Netherlands) – 800 metres

The Pieter Smitbrug, opened in February 2021, is located in the province of Groningen in the northern Netherlands. Spanning roughly 800 metres, it is widely cited as the longest timber active travel bridge in Europe. Named after the late mayor of Oldambt who championed its construction, the bridge connects the historic town of Winschoten with the new residential lake development of Blauwestad.

The bridge crosses four distinct physical barriers: the Winschoterdiep canal, the A7 motorway, a nature conservation floodplain, and the Oldambtmeer artificial lake. To span these disparate environments, the structure incorporates multiple sections, including a lifting bascule bridge across the commercial shipping channel, concrete approach supports, and a 3.5-metre-wide timber deck.

The structural framework is built primarily from sustainably sourced hardwood (Azobé) combined with Accoya acetylated wood decking. Acetylation is a non-toxic chemical treatment that alters the wood's cellular structure to reduce water absorption, protecting the timber from fungal decay and insect damage without the use of toxic preservatives. The design also incorporates ecological features: the bridge path incorporates unlit and low-lux LED sections emitting red-spectrum light, allowing protected local bat populations to forage without disruption from artificial lighting.

3. Siekierki–Neurüdnitz Bridge (Poland and Germany) – 790 metres

The Siekierki–Neurüdnitz Bridge is an international active travel crossing spanning the Oder River and its extensive floodplains between western Poland and eastern Germany. Originally constructed in 1892 as a strategic railway bridge for the Prussian state railways, the steel truss bridge was damaged in World War II, rebuilt during the Cold War for military logistics, and eventually abandoned by railway authorities in the late 20th century.

Between 2019 and 2022, local authorities in the West Pomeranian Voivodeship (Poland) and the State of Brandenburg (Germany) converted the historic structure into a regional active travel route. The total crossing measures approximately 790 metres, divided into a 330-metre section over the main Oder riverbed and a 460-metre approach viaduct traversing seasonal floodplains on the German bank.

The bridge deck was refitted with precast concrete panels surfaced with slip-resistant polyurethane. The Polish section includes an elevated observation platform housed within a newly constructed architectural pavilion, giving cyclists panoramic views over the surrounding Lower Oder Valley National Park. The bridge links regional cycling networks, including the German Oder-Neisse Cycle Route (D-Route 12) and the Polish Blue Velo network.

4. Sölvesborg Bridge (Sölvesborgsbron, Sweden) – 760 metres

Located in the municipality of Sölvesborg in Blekinge, southern Sweden, the Sölvesborgsbron measures 760 metres across Sölvesborg Bay. Completed in 2012 by structural engineers from the firm Ljusarkitektur and steel fabrication teams, the bridge was constructed to link the city centre with a modern residential development and golf course on the Kaninholmen peninsula.

The bridge’s structural engineering consists of three sweeping tubular steel arches that span the central bay, complemented by a long, low-profile timber approach trestle. The bridge width is 3.5 metres, accommodating two-way bicycle traffic and pedestrians. The structure features a custom dynamic LED illumination system that highlights the three white arches at night while adjusting color temperatures seasonally to reduce disturbance to migratory waterbirds.

Engineering and Architectural Challenges

Designing long-span bridges that accommodate or prioritize active mobility requires solving distinct engineering challenges that do not typically apply to motorized transport corridors.

Aerodynamics, Crosswinds, and Wind Sheltering

Human beings on bicycles are uniquely vulnerable to aerodynamic forces. While an automobile or train possesses significant mass and low profile to resist crosswinds, a cyclist on a high-level bridge deck forms a large, sail-like profile. Wind speeds over large bodies of water increase dramatically due to the absence of surface friction from trees, buildings, and terrain.

Crosswinds exceeding 40 km/h (roughly Beaufort force 6) can displace a cyclist laterally by pushing against wheels and pannier bags, throwing riders into traffic lanes or against parapets. At sustained wind speeds of 60 km/h or more, maintaining balance becomes mechanically impossible. To mitigate these forces, modern multimodal and active travel bridges utilize specialized wind fences:

• Porous wind barriers: Solid walls act like sails, trapping wind and creating high structural drag on the bridge itself. Engineers instead use porous panels (perforated metal screens or wooden slatted walls) with an aerodynamic void ratio between 40% and 50%. These screens break large incoming gusts into micro-turbulences, reducing local wind velocity across the cycle lane by up to 60% without creating excessive aerodynamic load on the bridge superstructure.
• Deflection screens: Curved, inclined panels mounted on the outer bridge railing redirect oncoming marine gales upward and over the heads of passing cyclists.

Deck Gradients and Approaching Ramps

For large container ships, cruise liners, and naval vessels to pass underneath, bridges spanning major waterways must maintain significant vertical clearances, often exceeding 50 metres above sea level (such as the Pont de Saint-Nazaire at 61 metres and the Humber Bridge at 30 metres). For motorized vehicles, a 5% or 6% grade is trivial. For human-powered transit, sustained gradients dictate route usability.

Transportation engineering guidelines for active mobility typically stipulate maximum gradients based on elevation gain:

• Continuous climbs: Maximum desirable slope of 2% to 3% for sustained ascents exceeding 500 metres.
• Medium climbs: Slopes of 4% to 5% are permissible only if restricted to shorter lengths (generally under 100 metres), separated by flat rest landings.
• Excessive slopes: Gradients exceeding 6% require significant physical exertion, forcing many utility cyclists to dismount and push their bicycles, drastically reducing route equity for elderly riders or those transporting cargo.

When approach ramps must connect to ground level within constrained urban areas, engineers must construct elongated switchbacks, spiral loops, or helix ramps to keep the incline within accessible parameters.

Expansion Joints and Surface Transitions

All long-span bridges expand and contract substantially due to thermal variations between winter freezes and summer heat waves. Large structures such as the Zeelandbrug or Forth Road Bridge employ massive mechanical expansion joints—interlocking steel "finger plates" or modular rubber accordions—spanning gaps of several centimetres to over a metre across the road and path surfaces.

For motor vehicles with wide pneumatic tires, these expansion joints are crossed with minimal disruption. For road bicycles and folding bicycles equipped with narrow tires (often between 23 and 32 millimetres wide), open longitudinal gaps in expansion joints represent severe safety hazards. If a front wheel enters a structural gap, the tire can wedge firmly, throwing the cyclist over the handlebars. On modern active travel crossings, engineers install specialized smooth comb plates, sliding steel transition covers, or dense elastomeric inserts across the cycleway to ensure an uninterrupted, level surface across structural expansion seams.

Deck Materials, Durability, and De-icing

Active travel bridges frequently utilize lightweight decking materials to reduce overall deadweight, including structural timber, fiber-reinforced polymer (FRP) composites, and orthotropic steel plates. However, these materials behave differently under winter weather conditions compared to traditional asphalt-surfaced roads.

Timber and composite planks become exceptionally slick when wet or exposed to morning frost. To prevent loss of traction, decks require continuous anti-skid treatments, such as embedded calcined bauxite, polyurethane gravel coatings, or mechanical grooving. Furthermore, salt-based de-icing compounds used extensively on road lanes cannot always be applied to active travel bridges. Sodium chloride and calcium chloride accelerate the structural corrosion of steel suspension cables, rot unsealed timber frames, and harm ecosystems when swept off bridge decks into waterways below. Maintenance teams must deploy alternative methods, including mechanical snow sweeping, calcium magnesium acetate (CMA), or sub-deck heating elements.

The "Forbidden Links": Excluded European Mega-Bridges

Several of Europe's most famous and architecturally celebrated mega-bridges completely prohibit bicycle traffic. Understanding why active mobility is barred from these crossings highlights the structural and financial compromises made during 20th- and 21st-century infrastructure planning.

Bridge Name	Countries Linked	Total Length	Year Opened	Reason for Bicycle Exclusion
Vasco da Gama Bridge	Portugal	12,345 m	1998	Expressway-only motorway corridor (A12); extreme total distance without intermediate safety access.
Great Belt Fixed Link (Storebælt)	Denmark	6,790 m (East) / 6,611 m (West)	1998	Motorway and high-speed railway design; open marine strait with continuous gale-force crosswinds.
Øresund Bridge	Denmark to Sweden	7,845 m	2000	Motorway and rail infrastructure; high costs for cantilevered cycle path; safety inside connecting Drogden Tunnel.
1915 Çanakkale Bridge	Turkey (Thrace to Anatolia)	4,608 m	2022	Access-controlled motorway corridor; high marine shipping clearance and high-speed traffic design.
Öland Bridge (Ölandsbron)	Sweden	6,072 m	1972	Bicycle access banned due to narrow road shoulders, dense vehicular traffic, and fatal collision risks.

The primary reason for excluding active mobility from European mega-crossings is the engineering cost of width. Adding a continuous, four-metre-wide protected cycle path to a long-span suspension bridge or maritime viaduct increases the deadweight of the structure significantly. On a bridge spanning several kilometres, added width requires larger foundation caissons, thicker support towers, and larger main suspension cables, adding tens of millions of euros to construction budgets.

The physical environment also drives exclusions. On the Great Belt Fixed Link across the Storebælt strait in Denmark, maritime crosswinds regularly exceed the safe operational parameters for human-powered vehicles. Furthermore, many mega-crossings transition directly into undersea tunnels. The Øresund crossing between Copenhagen and Malmö consists of an 8-kilometre bridge, an artificial island (Peberholm), and a 4-kilometre immersed tube tunnel (the Drogden Tunnel). Providing safe pedestrian and cycle passage through an undersea automotive tunnel requires dedicated escape shafts, positive-pressure air ventilation systems, and separate emergency egress systems that transport agencies deemed financially unviable during project approval.

To cross these natural gaps, long-distance cyclists must rely on public transit alternatives:

• Shuttle trains: Both the Storebælt Link and the Øresund Bridge feature regular passenger rail services operating alongside or beneath the road decks. Cyclists roll their bicycles onto regional trains (such as DSB in Denmark or Øresundståg between Sweden and Denmark) to traverse the water barrier.
• Dedicated bicycle buses and shuttles: At the Öland Bridge in Sweden, where cycling was banned due to safety hazards, regional transport authorities operate seasonal bus services fitted with rear-mounted bicycle racks, as well as a designated bicycle-and-pedestrian passenger ferry (the Dessi) operating across the Kalmar Strait during the summer.
• Maritime ferries: Across the Tagus estuary in Lisbon, cyclists bypass the Vasco da Gama Bridge and the 25 de Abril Bridge by boarding Transtejo passenger ferries connecting downtown Lisbon with southern suburban ports.

Advocacy and the EuroVelo Network

The systematic exclusion of bicycles from long-span crossings has generated sustained criticism from sustainable transport advocates. The European Cyclists’ Federation (ECF), an umbrella organization coordinating active mobility groups across Europe, advocates for active travel access to be included as a mandatory criterion within the Trans-European Transport Network (TEN-T) guidelines.

The TEN-T framework provides European Union funding for strategic infrastructure corridors, including motorways, high-speed rail, and inland shipping routes. Historically, TEN-T funding financed mega-bridges that excluded bicycles, severing local active travel networks and creating multi-hour transit detours for non-motorized travelers. Through its EuroVelo initiative—a planned network of 17 long-distance cycle routes crisscrossing the European continent—the ECF lobbies to ensure that all future state-funded bridge and tunnel projects provide dedicated, barrier-free cycling infrastructure, or alternatively provide funded, high-frequency, year-round shuttle solutions.

Comparative Overview of Major Bicycle-Accessible Bridges

The following table lists significant European bridges that permit bicycle travel across their full length, detailing their structural characteristics and cycling provisions.

Bridge Name	Country	Total Length (m)	Bridge Type	Cycling Infrastructure Type	Year Opened / Converted
Zeelandbrug	Netherlands	5,022	Concrete box-girder	Segregated two-way bicycle track (fietspad)	1965
Pont de Saint-Nazaire	France	3,356	Cable-stayed / viaduct	Narrow lateral roadway shoulder	1975
Forth Road Bridge	United Kingdom	2,512	Suspension	Segregated perimeter shared-use paths	1964 (Active corridor 2017)
Tay Road Bridge	United Kingdom	2,250	Concrete box-girder	Elevated, isolated central shared path	1966
Humber Bridge	United Kingdom	2,220	Suspension	Cantilevered outer shared-use paths	1981
Pont de Normandie	France	2,141	Cable-stayed / viaduct	Raised lateral cycle/pedestrian paths	1995
Severn Bridge (M48 complex)	United Kingdom	1,597 (3,000+ total)	Suspension / box-girder	Segregated outer path (NCN Route 4)	1966
Vëlodukt Esch-Belval	Luxembourg	1,200	Elevated steel viaduct	Dedicated bicycle path and pedestrian walkway	2022
Pieter Smitbrug	Netherlands	800	Timber trestle / bascule	Dedicated active travel timber bridge	2021
Siekierki–Neurüdnitz Bridge	Poland / Germany	790	Steel truss (rail conversion)	Dedicated active travel crossing	2022
Sölvesborg Bridge	Sweden	760	Tubular steel arch / timber	Dedicated bicycle and pedestrian bridge	2012
Rügendamm	Germany	ca. 2,000 (total crossing)	Truss / swing / causeway	Parallel pedestrian and cycle path	1936

See also

• Active mobility
• Bicycle infrastructure
• Cable-stayed bridge
• Delta Works
• EuroVelo
• National Cycle Network
• Suspension bridge
• Trans-European Transport Network