Amsterdam residents who have a Stadspas (City Pass) are able to trade in their old fossil-fuel moped or scooter for an electric model and will benefit from a €1,000 discount against it.
Holders of the Stadspas, which is available to residents of Amsterdam or Weesp who are on a low income and have limited funds, can now switch to cleaner electric personal transport more affordably. Gemeente Amsterdam (Amsterdam Local Authority) has outlined simple steps which will allow residents to benefit from the scheme:
After approval, receive a credit on your Stadspas.
Hand in your old petrol moped or scooter at one of the shops participating in the promotion.
At the same store you can buy a new or second-hand electric moped, scooter or moped with a €1,000 discount.
The campaign runs until 2027 or until the budget runs out.
More on participating stores
The discount on an electric moped or scooter can be used at one of the stores that participate in the campaign; more information here.
Emission-free zone since 2025
Amsterdam has had an emission-free zone for mopeds and scooters within built-up areas since 1 January 2025. Mopeds and scooters that are newly registered from 1 January 2025 must be electric to be allowed to drive in the emission-free zone. For older petrol-powered mopeds or scooters from before 1 January 2025, transitional rules apply. From 2030, only electric vehicles will be permitted. More information can be found here.
The Municipality of Amsterdam has released the findings of a three-month trial aimed at evaluating the impact of moving fast cyclists from cycle paths to roadways.
Conducted between April 18 and July 19, 2024, the test measured cyclist behavior and motorist responses, with results indicating increased roadway usage by fast cyclists and generally positive feedback from participants.
Trial objectives and execution
The trial was conducted along a 500-meter stretch of Eerste Constantijn Huygensstraat and Bilderdijkstraat, where narrow cycle paths had been causing congestion and safety concerns due to varying cyclist speeds. The recommended speed on the cycle path was set at 20 km/h, while those wishing to exceed this limit were encouraged to use the adjacent roadway, which had a speed limit of 30 km/h for all vehicles, including cyclists.
By encouraging fast cyclists to move onto the roadway, the municipality sought to explore potential solutions for reducing speed differences and enhancing safety on the city’s congested bike paths.
Key findings
The trial resulted in a 25% increase in the proportion of speed-pedelec and e-bike cyclists using the roadway, rising from 12% before the trial to 15.1% by its conclusion. Midway through the experiment, the figure had already climbed to 14.4%, indicating a steady transition.
Data showed that not only speed-pedelec and e-bike riders but also traditional cyclists traveling at speeds of 22–28 km/h opted for the roadway. Although this shift slightly reduced cyclist density on the bike paths, no significant decrease in overall speeds or congestion was observed. Cyclist decisions to use the roadway were influenced by factors such as traffic density, desired travel speed, and road conditions.
Motorist and cyclist interactions
Observations throughout the trial revealed that motorists generally maintained adequate distance from cyclists and refrained from abrupt braking maneuvers. Overtaking by motorists was infrequent, and cyclists tended to return to the bike path when encountering traffic congestion or queues at traffic lights. The average speed on the roadway decreased marginally by 1 km/h during the test period.
Trial location and implementation
Amsterdam selected this route due to its narrow cycle paths, limited overtaking space, and the absence of bus and emergency vehicle traffic on the roadway. To demarcate the designated roadway cycling area, the municipality implemented blue markings and signage along both the bike path and roadway.
Future considerations and further testing
Although current Dutch law does not permit unrestricted cycling on roadways, Amsterdam conducted the trial using a temporary traffic measure. The municipality is now working with the Ministry of Infrastructure and the Environment, along with other municipalities, to explore further trials and regulatory adjustments.
Upcoming tests in spring 2025 will focus on additional measures to improve cyclist safety, including speed reduction initiatives in Rembrandtpark, Vondelpark, and Westerpark. Other potential strategies under consideration include encouraging electric cargo bikes to use the roadway voluntarily and imposing restrictions on electric vehicle use in pedestrian zones where cycling is permitted.
Communication and public reception
The evaluation indicated strong support for continued testing, particularly among cyclists who reported increased comfort and safety. However, only 26% of motorists viewed the trial favorably. Researchers recommend clearer communication strategies before future implementations to ensure broader public understanding and support.
Interim study results have been published following the city’s reduction of the speed limit in certain areas from 50km/h to 30km/h in December 2023
Since Amsterdam’s introduction of this speed limit, the average speed on designated roads has decreased by 5%, with the majority of its residents supporting the new measure, according to an interim study by the city. Six months after the new speed limit was implemented on various major streets, Amsterdam officials have reported a notable reduction in vehicle speed, marking progress in the city’s goal to improve road safety and reduce traffic-related incidents.
The study compared traffic speeds from the first half of 2024 to the same period in 2023. On roads where the speed limit was reduced to 30 km/h, the average speed fell to 20 km/h, considering all traffic activities, including acceleration, braking, and waiting at traffic signals. In a focused sample of 24 road sections without regular traffic stops, speeds dropped by 10%, from 40 km/h to 36 km/h. Amsterdam’s alderman for traffic, Melanie van der Horst, expressed optimism about the findings. “These results confirm what we already expected: there is quieter driving in traffic, but not everyone still sticks to the speed limit. Yet 10 percent slower is good news, because every kilometer slower is a gain for road safety,” she said.
Interestingly, the study also noted a 4% reduction in average speed on roads where the speed limit remained 50 km/h. The municipality has not determined whether this is due to increased congestion, widespread citywide adherence to slower driving, or potential driver confusion regarding speed limits on specific roads.
Public transportation services also experienced minor delays, with 26 bus and tram lines reporting slight increases in travel times of one to three minutes. However, these delays were less significant than originally forecasted by the GVB, Amsterdam’s public transport operator.
In a survey conducted among 1,500 residents, 817 responses revealed strong public support for the measure, with 60% of participants expressing positive views, and even higher among non-car owners, who showed a 75% approval rate. Respondents cited improved safety and a calmer road environment as key benefits. Conversely, critics highlighted issues with drivers not adhering to the new speed limit and frustrations over scooters and e-bikes frequently traveling faster than cars. Some also questioned the suitability of the 30 km/h limit on certain road designs.
The city has initiated efforts to improve compliance, including a pilot program by the Public Prosecution Service aimed at enforcing the 30 km/h limit. In addition, Amsterdam has launched a public awareness campaign, “We Do 30 for Each Other,” to encourage adherence to the speed limit. Road line adjustments are also underway to further reinforce the changes.
A full evaluation is scheduled for next year to assess the measure’s impact on road safety, quality of life, and emergency response times, providing more comprehensive data on Amsterdam’s shift toward a slower, safer urban environment.
Amsterdam has announced that from January 1, 2025, no new petrol mopeds or scooters can be sold or registered there, and has set out a timeline for its zero emission zone
The January 1st date marks the initial phase of Amsterdam’s zero emission plan to improve air quality. In regards to older petrol moped vehicles, there is a timeline for transitional arrangements:
until 1 January 2028, fossil fuel-powered mopeds and scooters with a Date of First Admission from 1 January 2011 to 31 December 2024 will retain access to the zero-emission zone;
until 1 January 2030, fossil fuel-powered mopeds and scooters with a Date of First Admission from 1 January 2018 to 31 December 2024 will retain access to the zero-emission zone;
From 1 January 2030, only zero-emission mopeds and scooters will have access to the zero-emission zone.
Lawmakers cite the negative health effects of air pollution as the motivation behind the regulations, where missions of nitrogen oxides (NOx) and particulate matter (PM10 and PM2.5) continue to present a significant health risk. These substances are linked to respiratory issues and cardiovascular diseases, with children, the elderly, and individuals with pre-existing respiratory or cardiovascular conditions being particularly vulnerable. According to estimates by the GGD, air pollution in Amsterdam reduces the average resident’s life expectancy by about 11 months and has a health impact comparable to smoking 4.4 cigarettes per day. This highlights the importance of further improving air quality in the city.
The start of phase one in 3 months will mark a clear transition in Amsterdam’s mobility future. With the Netherlands electrifying over 75% of its moped market, the banning of petrol mopeds seems a natural next step in recent mobility activity there.
From April 18, fast cyclists in Amsterdam will have the opportunity to utilise a designated section of roadway spanning 500 meters for a duration of three months. This trial will occur along Eerste Constantijn Huijgensstraat and Bilderdijkstraat. The suggested speed limit on the cycle path remains at 20 kilometres per hour, while those desiring a quicker pace can opt for the lane.
The trial stems from the winning entry of the Amsterdam Bike City Innovation Lab in 2022. Conceived by visual artist Wichert van Engelen, the idea proposes three distinct speed limits: 10 km/h for sidewalks, 20 km/h for cycle paths, and 30 km/h for roads, applicable to all modes of transportation. This initiative aims to mitigate different speeds on the cycle path.
The municipal authorities, in collaboration with the Amsterdam Transport Region, selected the Eerste Constantijn Huijgensstraat and Bilderdijkstraat area for its high volume of bicycle traffic and the presence of a narrow cycle path segregated from the road. With overtaking proving challenging on this path due to increasing speed disparities, this choice becomes imperative.
Melanie van der Horst, the traffic councillor, states “I hear more and more Amsterdam residents, young and old, who no longer dare to cycle in the city. I don’t want that to happen. We have previously successfully moved moped riders to the road, making the cycle path quieter. But due to the rapid rise of various electric bicycles, it is now more necessary to make room on the cycle path for people who drive slower.“
Until July 19, cyclists exceeding the 20 kilometres per hour threshold will have access to the road, where the maximum speed limit is set at 30 kilometres per hour. The designated test zone between Overtoom and Kinkerstraat will be clearly delineated. Throughout the trial period, the municipality will monitor cyclist behaviour on the road, assess the interaction between car and bicycle traffic, and evaluate the impact on cycle path congestion. Road users will have the opportunity to provide feedback through an online questionnaire, and the municipality will conduct on-site interviews with cyclists. The results are expected at the end of this year.
Since October, Amsterdam has been offering its residents electric cargo bikes to deposit their rubbish.
The bikes are a solution for the 75% of Amsterdam’s citizens who don’t own a car, they can be borrowed for taking old items and rubbish to be recycled at four recycling centers around the city.
The e-cargo bikes can only be borrowed to transport bulky or garden waste up to 300 kg for a maximum of three hours a day. They are free to use and are insured against all risks. Those wanting to use a cargo bike for this purpose will have to book it in advance online to get instructions from an employee at the recycling point.
The four recycling centers currently receive around 1-4 requests to borrow a cargo bike per week, with the most popular one situated on Henk Sneevlietweg.
The municipality of Amsterdam is working with telecom company, Odido, and the Townmaking Institute to explore the prospect of temporarily and/or locally limiting electric bicycle speeds in the city, to improve road safety in certain areas.
Intelligently reducing e-bike speed is a method that is being developed to improve safety in specific road scenarios, such as school zones, bad weather conditions, or road closures. In order for this technology to work effectively and ensure that required speeds are maintained, electric bikes would need to be connected to a communications network at all times.
The speed change technology has already been piloted on a closed circuit and the next stage of the project would be to test it on a busy cycle route. It has been reported that implementing this type of intelligent speed control for e-bikes on a large scale is likely to take a long time, as agreements need to be reached with the European Commission and electric bike manufacturers. There is also a need to gather evidence across the city on when and where cycling speeds need to be limited, and whether a maximum speed for cycle lanes would also be possible.
An annual measurement by Zuid Limburg Bereikbaar shows an increase in the number of people using e-bikes and speed pedelecs for commuting between 2022 and 2023.
The Clustered Effect Measurement 2023 asked more than 8,000 respondents, employed at Zuid-Limburg Bereikbaar (ZLB) and participants in the ZLB panel, about their commuting and work from home habits.
The results showed that in 2023, almost 30% of commuting trips in South Limburg were made by bicycle, e-bike, or speed pedelec. The percentage of trips commuted by bicycle was higher for those working at ZLB than the general population for the region. Maastricht has the largest share of the modal split for bikes and e-bikes. The share of commuting bike rides from Maastricht as a place of residency is 60% and 37% as a work area.
The share of e-bikes and speed pedelecs in the modal split for commuting has increased from 9% to 14% between 2022 to 2023. These changes indicate a clear switch from car to electric bike for people’s commutes. In 2023 trips up to 15km were made more often by e-bike and less often by car, however there is still potential to increase cycling for this distance. One of the recommendations is to continue the #posifiets campaign, as this appears to have made a significant contribution to reducing the number of car journeys.
Cycling professor, Dr. Meredith Glaser, appointed as academic expert for more and safer bicycle traffic in Flanders
Dr. Meredith Glaser, an expert in sustainable mobility from the University of Amsterdam (UvA), has been appointed as the inaugural chair holder for the newly established Bicycle Chair at Ghent University. This initiative, spearheaded by Flemish Minister of Mobility and Public Works Lydia Peeters, aims to bolster Flanders’ ambitious cycling policy with academic knowledge and insights.
The significance of cycling as a mode of transportation has increased significantly in recent years, accompanied by substantial investments in cycling infrastructure in Flanders. To further support this positive trend with scientific research, a new Bicycle Chair will be launched at Ghent University, with financial and substantive support from the Flemish government. The academic work that the chair will produce this is will contribute to mobility policy and social debate on bicycle mobility in Flanders. Dr. Meredith Glaser, the appointed chair holder, will engage in various course units at Ghent University and work closely with stakeholders involved in Flemish cycling policy.
Dr. Meredith Glaser: Internationally Renowned Cycling Expert
Dr. Glaser, an American with approximately 15 years of experience in spatial planning, transport, and mobility, brings a wealth of expertise to her new role. Having earned her master’s degree in urban planning and public health from the University of California Berkeley, and her doctorate in spatial planning from the University of Amsterdam (UvA), she has established herself as a leading figure in the field. Dr. Glaser currently serves as the executive director of the non-profit organization Urban Cycling Institute and is a lecturer at the Faculty of Society & Behavior at the UvA. Her collaboration with renowned Dutch cycling expert Prof. Dr. Marco te Brömmelstroet underscores her international standing in the realm of cycling policy.
Flemish Minister of Mobility and Public Works Lydia Peeters expressed her enthusiasm for Dr. Glaser’s appointment, highlighting the need for robust research and scientific insights to advance cycling policy in Flanders. Dr. Glaser herself emphasized the growing recognition of cycling’s potential to address various societal challenges, stressing the importance of translating academic research into tangible policy initiatives.
Prof. Frank Witlox of the Geography Department at Ghent University praised Dr. Glaser’s credentials and expressed anticipation for their collaboration, emphasizing her profound dedication to the field of cycling.
Elevating Cycling Policy through Scientific Research
As a part-time visiting professor, Dr. Glaser will conduct scientific research on several specific themes, including bicycle safety, influencing bicycle behaviour and use, and the development of smart technology to enhance cycling comfort and safety. These themes have been selected in consultation with a supervisory committee comprising representatives from Ghent University, the Department of Mobility and Public Works, and the knowledge center Fietsberaad Vlaanderen.
Financial support from the Flemish government
Financial backing from the Flemish government has facilitated the establishment of the Bicycle Chair, situated within the Geography department of Ghent University’s Faculty of Science. The chair, set for a three-year tenure, comprises the appointment of a part-time visiting professor and a half-time scientific employee. The initiative receives a subsidy of a maximum €249,999 from the Flemish government to sustain its operations and cover the wage costs of employees.
What is a chair?
Companies, organizations, or individuals that want to finance scientific research or education on specific themes can do so through a chair. It is a form of collaboration with the university on new developments in domains that are important to society.
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