Dutch adaptive bike manufacturer and LEVA-EU member Nijland Cycling has announced an upgrade to their Singly Air model.
LEVA-EU member Nijland Cycling has announced a completely renewed seat for their adult electric tricycle, the Singly Air. The Dutch company designs and manufactures custom-made cycles for people with limited mobility, creating products that are not only functional, but also offer freedom and independence.
The Singly Air tricycle offers a safe and comfortable ride with adjustable air suspension, a low step-in and adjustable seat and handlebars. This new chair offers extensive adjustment options, allowing each user to adopt an ergonomic and comfortable sitting position, tailored to their personal preference. In addition, both the seat cushion and the backrest have been improved, with an eye for support and comfort. The new materials and design ensure a more pleasant driving experience, even on longer journeys.
The new chair will be the standard for the Singly Air tricycle as of April 1 2025. In addition, the chair can be ordered separately, so that users of the old variant can easily replace it.
A cross-party parliamentary group of the UK government is advocating for a reform of the salary sacrifice legislation that underpins the Cycle to Work scheme, aiming to eliminate longstanding inequalities embedded in the current system.
The All-Party Parliamentary Group for Cycling and Walking (APPGCW) has published its findings and recommendations in the Active Travel and Social Justice Report.
Who currently misses out?
As it stands, the Cycle to Work scheme is only accessible to those in PAYE employment earning above the minimum wage. This inherently excludes some of the people who could benefit most – such as low-income earners, the self-employed, retirees, and the unemployed.
Although cycling remains one of the most cost-effective modes of transport both upfront and in the long term, the scheme fails to support the groups who might rely on it the most. Research by Sustrans highlights that 19% of low-income individuals are deterred from cycling due to the expense of purchasing a bicycle or e-bike.
Moreover, the scheme’s financial benefits scale with income – meaning the more you earn, the more you save – prompting long-standing criticism over its inequitable nature.
What changes are being proposed?
Labour MP Fabian Hamilton is leading the push within government for a legislative overhaul.
Hamilton, who co-chairs the APPGCW, stated:“Walking, wheeling, and cycling should be available to everyone, but right now, too many people are excluded. If we are serious about increasing active travel, we must address the systemic barriers that prevent millions from participating. This report provides clear, actionable solutions to make active travel truly inclusive. We will be working hard in Parliament to push for change.”
With the launch of the APPGCW’s new report, the group intends to meet with ministers and ensure the issue is included in the Parliamentary agenda.
Cycle for Health: A new vision
The updated proposal may see the scheme renamed Cycle for Health, with a wider-reaching remit. The suggested reforms include:
Subsidies for e-cycles aimed at low-income individuals
Recognition of adapted bicycles as mobility aids under the Motability scheme
Expansion of affordable cycle hire programmes
A cap on fees for cycle hangar storage
In light of recent government cuts to disability support, there’s an added focus on ensuring improved access to pedal-assisted mobility devices, especially as these may help disabled people return to work. Critics argue that reducing support without providing viable transport alternatives for disabled people is counterproductive.
The barriers faced by disabled individuals
The report emphasises that disabled people are at heightened risk of poverty and face significant obstacles to fair employment and pay.
It states: “As such, the cost of acquiring mobility aids, including adapted cycles, becomes prohibitive, especially where purchasing or repairing adapted cycles is much more expensive than standard ones. Sustrans’ Disabled Citizens’ Inquiry found that 16% of disabled people cannot access adequate mobility aids to walk or wheel (the figure rises to 27% for non-white disabled people).”
Though electric bikes and tricycles tailored to disabled users can be expensive, they offer life-changing mobility solutions. However, the current Cycle to Work scheme does little to assist, given that many people are ineligible and that adapted cycles often exceed the scheme’s cost cap. Furthermore, accessible hire options and secure storage for adapted cycles remain severely limited.
The overarching aim is to ensure that any revised scheme caters to those with disabilities, improving access to e-mobility for those who arguably need it the most.
Additional proposals beyond the scheme
While reforming the Cycle to Work scheme is a key element of the report, the parliamentary group has tabled a number of additional proposals aimed at improving inclusive transport more broadly:
Pavement parking: Urging the government to advance its pavement parking legislation by responding to public consultation and making pavement parking a civil offence. This would empower local authorities to enforce penalties and ensure pavements are accessible for disabled people, parents with prams, and other pedestrians.
Cycle training: Making cycle training universally available, with consistent funding and instructors representing a wide range of communities.
Inclusive infrastructure: Establishing inclusive design standards as a legal minimum to meet mobility needs for all.
Removing barriers: Setting targets to eliminate restrictive barriers on public cycleways, footpaths, parks, and other spaces. This would especially benefit cargo bike users, while also tightening enforcement against anti-social motorcycle use.
Grassroots support: Providing sustained funding to local authorities to support community organisations that promote inclusive transport solutions.
The UK-based research highlights the need for greater accessibility in shared micromobility services.
A recent study has found that over half of disabled individuals believe shared micromobility services such as e-scooters and e-bikes could enhance their quality of life. However, improvements in accessibility and safety are needed to make these services more inclusive.
Research overview
The study, commissioned by the Motability Foundation in partnership with the Research Institute for Disabled Consumers (RiDC) and Collaborative Mobility UK (CoMoUK), examined the benefits and challenges disabled people experience with shared micromobility services. The research included surveys of over 780 participants, focus groups, co-design workshops, and interviews with industry stakeholders.
Key findings
Currently, only 10% of disabled individuals surveyed have used shared micromobility services. The most common reasons for non-use included the inaccessibility of the vehicles and a lack of information on how to find and book them.
Among those who had used these services, 70% felt confident using them, compared to just 32% of non-users. Additionally, 53% believed that shared micromobility could positively impact their lives, citing benefits such as increased access to outdoor activities, sustainable travel options, and greater spontaneity in their mobility.
Barriers to accessibility
The study identified several major obstacles preventing disabled individuals from fully utilising shared micromobility services:
Vehicle inaccessibility: Many participants reported difficulties mounting or operating e-scooters and e-bikes.
Low confidence: A lack of familiarity with these services made some disabled individuals hesitant to use them.
Limited awareness: Many respondents were unaware of how to access and book these services, and some booking platforms were incompatible with assistive technologies.
Recommendations for improvement
The report highlights three key areas for improvement:
User-friendly digital platforms: Ensuring that booking apps and service platforms are accessible and inclusive.
Increased awareness and education: Providing better information and guidance to help disabled individuals understand and confidently use shared micromobility services.
A significant barrier to progress is the absence of clear legislation governing shared micromobility, which the study found to be a limiting factor in innovation and accessibility improvements.
Next steps
To tackle these issues, the report urges the government to implement comprehensive regulations that promote accessibility, safety, and innovation in shared micromobility services. It also encourages providers to continuously evaluate and enhance their vehicle designs and digital platforms.
As an initial step, a pilot project will be launched to raise awareness of these services among disabled individuals. The initiative will offer hands-on experiences to help build confidence and encourage wider adoption.
Expert insights
Harry Fisher, Innovation Manager at the Motability Foundation:
“This exploratory research has given us valuable insight into disabled people’s views on shared micromobility.
“We can see there is great potential for these services to provide a sustainable way of travelling for disabled people, but more work is needed to make them truly accessible and safe.
“We are committed to supporting accessibility, inclusivity and safety in this sector as it grows, working alongside disabled people, transport providers, government, and local and regional authorities.”
Richard Dilks, Chief Executive of CoMoUK:
“This is an important and ground-breaking piece of research, which clearly shows that disabled people are aware of the benefits of shared transport and would like to use it more often.
“It also shows that there is much work to be done to make the existing offering more accessible and inclusive, and the findings contain a number of key lessons for operators and government in particular.
“We know from our previous work that micromobility schemes such as e-scooters and bike sharing have the potential to be transformative, improving people’s health at the same time as cutting road congestion and air pollution and freeing up space in cities. It is crucial that nobody is left behind as we embrace these sustainable forms of transport, which must be made as accessible as possible at the design stage.”
Gordon McCullough, CEO at RiDC:
“Not being able to go where you need to has a huge impact on all aspects of life – securing paid work, connecting with friends and family and accessing vital services, such as healthcare.
“Shared micromobility services have the potential to change that, so it was encouraging to see that many disabled people who have previous experience with them are confident about their use.
“The work now needs to be done to ensure that these potentially life changing transport services are accessible and available to all. Listening to disabled people from the outset and building their feedback and suggestions into the final design are crucial. When you design inclusively it benefits the whole population.”
The European Commission’s EUROPEANMOBILITYWEEK / MOBILITYACTION event will take place in Brussels, Belgium on 27 March 2025.
The award ceremony and workshops will bring together national and local urban mobility professionals who play a key role in motivating their communities in making the shift towards walking, cycling and public transport. It will showcase the achievements of this year’s finalists, highlighting their part in championing ‘shared public space’ and driving positive change.
The theme for this year’s event is “Mobility for Everyone”, a campaign that is calling for transportation to be more available, accessible, affordable and inclusive for all, regardless of location, income, gender or abilities. More details on the theme can be found here.
More information on the award ceremony and workshops will be announced on the European Mobility Week in coming weeks, including the award finalists. The registration link can be accessed here.
UK transportation committee TRL Limited (TRL) and the Research Institute for Disabled Consumers (RiDC) have produced a report on the topic of automated transport’s impact on disabled people, with funding from the Motability Foundation.
It has been reported that in the context of automated transport, accessibility is often less prioritised with new technology and services, due to the need for rapid deployment and return of investment. This report has been produced to help prevent accessibility slipping down the radar with the objective to “support the development of inclusive automated transport technologies and services by understanding the needs, perceptions and challenges faced by disabled people.
Research questions
The following were explored with stakeholder engagement, disability organisations, automated technology developers and transport operators, focus groups and a survey with disabled people and usability trials of two existing automated services:
Identify the benefits of automated transport for disabled people.
Identify and prioritise the challenges faced by disabled people with automated transport.
Identify the extent to which accessibility is currently being considered in the design and development of automated transport technologies and services, including any good practice examples.
Identify design principles and recommended solutions to support the design, development and implementation of inclusive automated transport.
Challenges for disabled people
Disabled participants noted many positives of automated transport but their answers also raised many challenges that they face. It is believed that the barriers that exist for them with non-automated transport will continue to exist for automated transport, e.g. buying tickets. The results imply that it is not just the vehicle itself that needs to improved for accessibility, but also surrounding infrastructure including digital systems and interfaces, information provision, transfers to other transportation and the built environment. Findings also implicate that there’s a diverse range of barriers for different people which needs to be accommodated for, and that the licensing needs to be more clear about eligibility.
Stakeholder feedback
A representative of 28 stakeholders from industry and disability organisations were interviewed. Themes that were identified included:
Support was expressed towards designing automated vehicles for the differing needs of disabled people, however a one-size fit all approach isn’t commercially viable for disabled people with differing needs and barriers.
There is not enough guidance on making automated transport more accessible, which risks accessibility being inconsistent across different services.
There needs to be more inclusiveness for different customer groups however there was an inconsistency in results reporting.
Some operators and technology services have already launched features to enhance non-automated transport services, which can also be used for automated services.
Recommendations
The study recommends that a clear and comprehensive framework of regulation and policy is needed to deliver market direction, guidance and incentives for providing accessible automation. It has also advised specific objectives to help tackle challenges that have been identified in the results.
Industry leaders gathered at Micromobility UK 2024 in Warwick to explore how shared micromobility services can be made more inclusive for disabled individuals.
During the ‘Accessibility and Inclusion – Practice vs Policy’ workshop on September 18, CoMoUK, the Motability Foundation, and Wheels for Wellbeing presented evidence showing how shared micromobility can address mobility challenges faced by disabled people, emphasizing the importance of their inclusion in future legislation.
Research by Wheels for Wellbeing reveals that 75% of disabled people find cycling easier than walking, yet CoMoUK noted that fewer than 10% of disabled individuals currently use shared micromobility services.
“It’s really scary to see a whole new realm of public transport, which is micromobility, potentially developing in a way that excludes disabled people,” Wheels for Wellbeing Campaigns and Policy Manager Dr Kay Inckle said. “There’s a real urgency to ensure that disabled people, who make up 20% of the UK population, can utilise these services.”
Steering legislation with Wheels for Wellbeing
Research from Wheels for Wellbeing indicates that 90% of mobility-impaired individuals lack a suitable mobility aid for completing a 1-kilometre journey. Additionally, disabled people take 38% fewer trips across all UK transport sectors than non-disabled individuals.
Earlier this year, Sandra Witzel, Board Trustee of the Research Institute for Disabled Consumers, told Zag that this gap in transport accessibility limits disabled people’s ability to attend healthcare appointments, socialize, shop, and fully participate in daily life.
Dr. Kay Inckle outlined Wheels for Wellbeing’s legislative proposals, which include explicitly recognizing disabled people, as defined by the UK Equality Act 2010, as users of micromobility devices. The organization also calls for the end of mobility aids being classified as ‘invalid carriages’ – a legal term for vehicles used to assist with physical disabilities, such as mobility scooters. Currently, only vehicles in this category can be used as mobility aids.
“We need to end this idea that disabled people’s mobility is regulated under a completely separate category than everybody else, and disabled people are only allowed to use vehicles as mobility aids that qualify under ‘invalid carriages’. It’s so discriminatory and it holds back innovation.
“There needs to be Low-speed Zero Emission Vehicles (LZEVs) for everybody and disabled people should be able to pick the LZEV that’s best for them. If you’re disabled you can use it in pedestrian spaces. If you’re not disabled, you can’t.
“It’s simplifying the categories so that it’s no longer about what disabled people can use, but instead how they can use them differently.”
CoMoUK’s Five Key Barriers to Access
Antonia Charlton, Deputy Chief Executive of CoMoUK, presented findings from a Motability Foundation project on the future of micromobility services for disabled people. She identified five key barriers that need to be addressed to make shared micromobility more accessible: awareness and understanding, accessible communication channels, safety concerns, access to schemes, and vehicle adaptations.
To improve understanding, Antonia called for more representative marketing, along with the testing of apps and websites to ensure compatibility with different user groups.
On safety, she advocated for technical adaptations, such as adding harnesses to bikes, safety alarms, enhanced emergency support services, free trials, and improved segregated infrastructure.
“Safety concerns are there for everybody,” Antonia told the workshop. “But if you are a vulnerable user, those concerns are obviously heightened.”
To enhance access to shared bike and scooter schemes for disabled individuals, Antonia recommended designing more accessible parking bays and hubs, and providing staff assistance for first-time riders.
Regarding vehicle adaptation, she suggested a division between ‘minor’ adjustments, such as altering seat height and handlebar positions, and ‘major’ adaptations, like three-wheel vehicles, two-seater options, wheelchair add-ons, and hand-operated controls.
The CIVITAS initiative aids cities in accessing innovative solutions and tackling their transportation issues by facilitating activities including twinning sessions, co-creation workshops, and site visits.
A call is open until 16 January 2024 for Champion Cities, to work alongside selected Challenge Cities. These cities must have expertise in one of three areas:
Sustainable urban logistics (Selected Challenge Cities: Funchal (PT), and Bruges (BE))
Placemaking and participatory processes (Selected Challenge Cities: Riga (LT), and Istanbul (TR))
Universal design and accessibility (Selected Challenge Cities: Kadıköy (TR), and Komitini (GR))
Champion Cities will share their expertise and best practices with the selected Challenge Cities. The selected Challenge Cities are listed above with their respective topic area.
From 2023 to 2027, CIVITAS plans to enlist 12 Challenge cities and 24 Champion cities to participate in the programme, involving diverse take-up and transfer activities such as twinning sessions, co-creation workshops, and site visits. Through the CIVITAS Replication and Deployment programme, the 12 Challenge Cities will each craft a Deployment Plan aimed at resolving their specific mobility challenges.
A report by the Dutch Kennisinstituut voor Mobiliteitsbeleid (Knowledge Institute for Mobility Policy) contains assessments and insights on the role of the electric bicycle in improving the lives of those who live in rural areas
According to a recent report by the Knowledge Institute for Mobility Policy, residents of urban and rural areas experience no difference in the accessibility of jobs, education and shopping. Both in the city and in the countryside, the bicycle can play a role in improving accessibility.
The Knowledge Institute for Mobility Policy recently published the report The development of mobility and accessibility in the urban and rural Netherlands. The report is based on a study into the development of mobility and accessibility from 2018 to 2040 in four types of areas: urban areas experiencing growth, urban areas experiencing decline, rural areas experiencing growth, and rural areas experiencing decline.
The accessibility of destinations such as jobs, educational institutions and shops differs between these areas, but the researchers do not see this reflected in the perception of accessibility. Although the number of facilities in rural areas is lower and the distance to them is greater, residents of these areas do not experience less accessibility to these facilities than residents of the city. Possibly car ownership, sufficient income to use the car and internet access to smartly plan or replace activities play a role here, as does the conscious choice of a residential location in relation to desired activities. The most important message of the report is therefore to include the perception of the inhabitants when looking for solutions for accessibility, in order to check whether they actually experience objectively identified problems or bottlenecks as such.
According to KiM, the car will remain the most important mode of transport in rural areas. Regular public transport is under pressure due to shrinking population numbers and can be replaced by small-scale public transport for people who depend on it, but also partly by e-bikes for distances of up to 20 kilometres. Cycle routes and fast cycle routes should improve the connection with urban areas. In the city, because of the quality of the living environment, the reduction of the car is central in favor of public transport, cycling and walking.
