Tag Archive: cycling infrastructure

  1. Swiss research shows speed pedelec riders have different cycling infrastructure preferences

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    Source: CROW Fietsberaad

    As part of a research project, “E-Biking in Switzerland”, researchers at ETH Zurich examined the preferences of various groups of Swiss cyclists and non-cyclists, with regard to cycling infrastructure choices.

    The project was established to better understand the role of electric bikes in Switzerland, where they are a popular sustainable transport choice, with 1 in 5 households owning an e-bike or speed pedelec.

    Research method

    Almost 3,000 Swiss cyclists and non-cyclists took part in a questionnaire, in which they were presented with a selection of 13 out of 52 choices between two situations. The situations represented a main or neighbourhood street, with variations in the car traffic intensity, width of cycle path or lane, and available parking spaces. Images generated from a cyclist’s perspective represented the situations, and were accompanied by the travel time associated with the infrastructure shown.

    Participants had to choose which was their preferred situation, which in turn would determine how many extra minutes of travel time they were prepared to accept with the chosen or avoided infrastructure.

    Speed pedelec riders

    Participants who were frequent speed-pedelec riders attached least value to bicycle-friendly infrastructure, being the least likely to accept extra travel time in exchange for travelling on a cycle path. One factor in this choice is the ability of speed pedelec riders to keep pace with traffic. Although they appreciate cycle paths, they place more value on lower traffic levels and fewer parked cars in neighbourhood streets.

    More occasional e-bike riders have the strongest preference for cycle-friendly neighbourhood streets, while frequent e-bikers prefer cycle paths.

    Gender differences

    Research results showed a greater sensitivity among women to bicycle-friendly infrastructure than men, a possible explanation for the lower numbers of female cyclists in Switzerland. Non-cyclist women are the most sensitive towards road design and car traffic in neighbourhood streets, making them a significant target group for tailored cycling incentive schemes.

  2. Customised CityQ bike assesses Mechelen’s cycling infrastructure

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    Source: Stad Mechelen

    The XenoBike – a customised four-wheel electric bike made by XenomatiX in partnership with LEVA-EU member CityQ – is using its on-board road lidar technology to create a 3D model of 50km of the Belgian city of Mechelen’s bike paths.

    XenoBike is specifically engineered to assess the condition of cycle lanes, identifying potential hazards such as cracks, potholes and bumps. The resulting digital model provides a quality rating along with practical recommendations for improvement. It has been developed on the foundations of a CityQ four-wheel e-bike, and being lightweight and compact is ideally suited to navigating narrow spaces such as cycle lanes.

    The Mechelen inspections will be used to deliver added value in the management, safety and comfort of the city’s cycling infrastrucutre. The pilot project is part of the European project CitCom.ai, of which the City of Mechelen is a partner. XenomatiX secured the contract in 2023 for assessing bike lanes with AWV (Agentschap voor Wegen en Verkeer), the agency responsible for roads and traffic in Flanders.

  3. Near-miss analysis provides insight into accident causes

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    Source: Fietsberaad

    To assess the circumstances surrounding near-miss incidents involving cyclists, researchers from University College London (UCL) tasked 60 London cycling commuters with riding for two weeks with a GoPro camera.

    The results revealed that most of the near-misses occurred on roads without cycling infrastructure and because motorists did not give enough space when passing.

    Study rationale

    Near-accidents are much more common than actual accidents which result in damage or injury. Analysis of these can therefore provide insight into the underlying causes of road safety and help prevent future accidents.

    The study participants – 60 adults who cycle-commute in London – were given a helmet with a GoPro camera with a 360-degree output by researchers from UCL, to use as they commuted for two weeks. Every time they experienced a near-accident, the participants had to say “near-miss”. Using voice recognition, the researchers were then able to extract the correct images from the recordings based on the time of the incident. Recorded results included the road users involved, traffic density, the degree of mixed traffic, cycling infrastructure and road and intersection characteristics for each event.

    Near-miss causes

    In most near-misses, the participants were given too little space by passing motorists. This was followed by cases in which cyclists were cut off by motorists turning left or right, or leaving a parking space or side street. Most incidents occurred during the evening rush hour, with fewer in the morning. The speed of the cyclists was below 30 km/h prior to the incidents and usually involved a car. Most accidents occurred on roads without cycling infrastructure, although cutting-off was more common on separate cycle paths.

    In total, the participating cyclists registered around a hundred near-misses, roughly one every three hours. Men recorded more incidents than women, especially those that involved passing with too little space but also when leaving parking spaces. They also often were riding faster when near-misses occurred. Women experienced more near-misses with pedestrians.

    Assessing the risks

    The researchers calculated the risk of an accident based on the number of near-misses per 100 kilometres. This analysis showed that the risk increased during the morning rush hour and when cycling for longer on 50 km/h roads. A higher cycling speed and longer cycling on shared infrastructure led to a lower risk. Participants who had not had a cycling accident in the previous year reported relatively fewer near-misses.

    Researchers’ advice

    Based on the results, the researchers advise policymakers to use campaigns to encourage motorists to give cyclists more space and to be careful when turning. They also advised that there should also be more cycling infrastructure so that people can cycle more safely, not only on busy streets but also in quieter residential areas, which some cyclists prefer to cycle through.  

  4. Perceived quality of cycling infrastructure linked to traveling longer distances

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    Source: Fietsberaad

    A recent study utilizing data from the Mobility Panel Netherlands has established a connection between the perceived quality of cycling infrastructure and the distances people cycle.

    Researchers from Southeast University in China and University College London found that individuals who rate their local cycling infrastructure as higher in quality tend to cycle longer distances over time.

    Study findings

    These findings offer valuable insights for policymakers aiming to promote cycling as a primary mode of transportation.The research, published in the scientific journal Transportation Research Part D in January 2025, analyzed longitudinal data from over 1,200 participants between 2013 and 2016. It examined the causal relationship between individuals’ perceptions of cycling infrastructure, their preference for cycling, and the distances they traveled by bicycle.

    A key finding of the study is that a higher perceived quality of cycling infrastructure corresponds with increased cycling distances one year later. At an individual level, those who view their local cycling network more favorably tend to develop a stronger preference for cycling, leading to greater travel distances by bike. While cycling preferences and distances remain relatively stable over time, perceptions of infrastructure quality appear to be more susceptible to change.

    Policy implications

    These insights provide a basis for urban planners and policymakers to improve cycling infrastructure and enhance public awareness of its benefits. However, researchers caution that the impact of such improvements may take several years to become evident.

    The study also highlights disparities in perception across demographic groups. Women and individuals with lower incomes generally rate cycling infrastructure quality lower than other groups. For infrastructure improvements to encourage these populations to cycle more frequently, changes must be visibly substantial and meaningful.

    Moreover, while past research has identified a correlation between cycling behavior and an individual’s preference for cycling, it has not established a direct causal link between changes in preference and increased cycling activity. This suggests that efforts to influence cycling behavior should focus on tangible infrastructure improvements rather than solely promoting cycling as a desirable activity.

    Background and methodology

    The Mobility Panel Netherlands provided the data for this study. This panel tracks mobility trends through annual three-day travel diaries completed by 6,000 randomly selected Dutch residents aged 12 and older. By leveraging this extensive dataset, researchers gained deeper insights into cycling behavior and the factors that influence individuals’ willingness to cycle more frequently.

    The study’s findings contribute to a broader understanding of how infrastructure influences mobility choices. By focusing on improving cycling networks and ensuring accessibility for all users, policymakers can create more sustainable urban environments that encourage cycling as a viable and attractive transportation option.

    The full study can be accessed here.

  5. The UK government allocates €360 million to local cycling and walking initiatives

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    Source: Cycling Industry News

    In collaboration with Active Travel England (ATE), the UK government has announced plans to enhance cycling and walking infrastructure in England, with almost £300 million (€360 million) of funding.

    The plans are for the development of 300 miles (482 kilometres) of new walkways and cycle lanes, benefiting millions of people by promoting safer and more accessible active travel options.

    Funding distribution and key initiatives

    The funding package is strategically allocated to various programs:

    • £222.5 million (€267.3 million) for local authorities to develop and implement walking, wheeling, and cycling infrastructure, alongside community engagement and training initiatives.
    • £30 million (€36 million) for the Bikeability program, offering cycle training to hundreds of thousands of children.
    • £30 million (€36 million) allocated to Sustrans for improving the National Cycle Network, enhancing accessibility for pedestrians and cyclists alike.
    • £8.5 million (€10.2 million) directed to organizations including Cycling UK, Living Streets, and Modeshift to promote active travel within schools and communities.

    Addressing community concerns

    In response to previous controversies surrounding active travel measures, ATE has introduced new guidance to ensure local authorities incorporate public input when designing transport changes. This approach aims to mitigate concerns and foster community support for infrastructure improvements.

    Health, economic, and environmental benefits

    The government projects that this investment will facilitate 30 million additional cycling and walking journeys annually, including over 20 million walk-to-school journeys. These initiatives are anticipated to reduce the number of sick days by 43,000 per year, alleviating pressure on the NHS while promoting healthier lifestyles. Additionally, the economic impact is estimated at £9 million, benefiting local businesses and improving connectivity.

    Government and local authority endorsements

    Chris Boardman, National Active Travel Commissioner, emphasized the transformative potential of the funding: “Making it simple and safe to walk, wheel or cycle to schools, shops and workplaces is one of the most effective actions we can take to improve the nation’s health, economy and get to net zero, all in one. Free exercise, zero emissions and no risk of getting stuck in traffic are benefits already being enjoyed as standard by our European neighbours and it’s time we had the same life-improving choices. This funding will help make our towns, cities and villages happier, healthier and greener places to live.”

    Minister for Local Transport, Simon Lightwood, reinforced the government’s commitment, stating, “Walking and cycling is an affordable way to get around and is hugely beneficial for both mental and physical health. We’re making sure local authorities can deliver high-quality and easily accessible schemes for everyone. Investing in our national cycling and walking infrastructure is a key part of our mission for growth and today’s investment will not only provide better connectivity but boost local businesses, grow local economies and ease pressure on the NHS, helping us deliver our Plan for Change.”

    Greater Manchester’s model for success

    The announcement will be marked by a visit to Greater Manchester, where active travel policies have proven highly successful. Mayor Andy Burnham highlighted the region’s commitment to connecting 95% of residents to high-quality active travel routes, emphasizing Stockport as a model for integrating new developments with sustainable transport.

    Xavier Brice, CEO of Sustrans, welcomed the funding, stating: “As the charity that looks after the National Cycle Network, this funding is a fantastic boost to our work to make the 13,000 miles of routes safer and more accessible for local journeys, whether by foot, cycle, wheelchair or mobility scooter.We can now step-up our work with local communities, many partners and governments across the UK, to make it easier for everyone to walk, wheel or cycle for more journeys, growing local economies, providing easy and healthy access to nature and helping people live well for longer.”

    The ATE remains dedicated to ensuring that new infrastructure projects are implemented efficiently and to high standards, further reinforcing the UK’s commitment to active and sustainable transportation solutions.

  6. UK Government announces €119 million for walking and cycling infrastructure

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    Source: Zag Daily, S.Musa

    The British government’s Autumn Budget has allocated funding to improving active travel

    This latest move to facilitate active travel infrastructure has been welcomed by sustainable transport advocates after previous funding was slashed by 75% in 2023. The new investment seeks to reinstate support for walking and cycling, aiming to improve public health and reduce car dependency across the country.

    Jim Densham, the policy manager of charity Cycling UK, has expressed appreciation for the renewed commitment, but also cautioned that it may not be enough to fully meet the UK’s long-term health and sustainability goals. “We’re pleased to see the Chancellor prioritise sustainable transport even despite the country’s difficult financial situation. Today’s announcement will help return us to previous active travel levels but those levels will not be enough if the government wants to achieve its health missions going forward.” Densham told Zag Daily.

    Just before the Budget announcement, Cycling UK joined 17 other organizations in an open letter urging the government to dedicate 10% of the transport budget to active travel, totalling about £2 billion annually. The Institute for Public Policy Research (IPPR) supports this recommendation, emphasizing the need for substantial investment to match the active travel benefits seen in countries like Denmark and the Netherlands.

    IPPR Head of Transport Policy Stephen Frost acknowledged the positive impact of the £100 million (€119 million) , “The budget commitment to maintain dedicated funding for active travel into the 2025/26 financial year will provide some funding certainty and, combined with investment in city regions and other local transport projects, will see improvements made across England to how easy it is for people to get around actively.” However he also noted that it falls short of the government’s active travel ambitions, “At £100 million, the dedicated funding falls short of what’s needed to deliver on the government’s ambitions for active travel and the Department for Transport should make increasing this a priority on the conclusion of the review of its capital spending commitments.”

    Simon Munk of London Cycling Campaign shared similar sentiments, welcoming the funding but expressing concerns over the ongoing fuel duty freeze. Munk warned that without more action to curb private car use, issues like pollution and road danger would remain challenging.

    While the funding represents a positive shift, transport advocates continue to call for more comprehensive, long-term support to help build a robust active travel network across the UK.

  7. 2024 City Rating reveals cycling disparities across England

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    Source: BikeBiz

    The latest City Ratings, a data analysis tool assessing the bike-friendliness of global cities and towns, has been released. The new annual data reveals that while London leads in England, the country as a whole lags significantly behind other European nations.

    This information is concerning for cyclists and transport advocates, four years after the launch of Gear Change, the outgoing government’s flagship cycling initiative. Gear Change aimed for 50% of urban journeys to be made by walking or cycling by 2030, yet PeopleForBikes’ data highlights the continued lack of safe cycling infrastructure.

    The City Ratings, calculated annually since 2017 by the US advocacy group PeopleForBikes, evaluate cities’ bike network quality and connectivity, including protected bike lanes, bike paths, low speed limits, and safe crossings. This year, the data for England covers London, Greater Manchester, the West Midlands, Yorkshire, Surrey, Cheshire, Oxford, Cambridge, and more.

    London leads the way

    London leads England in cycling amenities, with 16 of the 20 highest-rated boroughs. Cambridge holds the top spot with a score of 84 out of 100, followed by Hackney and Islington, both scoring 82. These areas have fewer “high stress” roads and feature low-speed limits (20 mph). On average, London scores 69, Greater Manchester 49, and the West Midlands 46.

    The aim of the data is to highlight the best cities and towns for cycling and provide city leaders and campaigners with actionable insights to improve cycling in their communities. This release coincides with political parties making transport commitments and outlining their visions for Active Travel.

    In London, the lowest-rated boroughs are Bromley (52), Harrow (51), and Barnet (50), illustrating the significant variation within the city.

    England continues to lag behind other European countries

    Compared to Europe, England lags behind, with the Netherlands dominating the top 10 with five cities: The Hague (89), Utrecht (86), Almere (85), Eindhoven (85), and Amsterdam (85). France, Belgium, and Germany also feature in the top 10. Paris ranks second overall with a score of 87. Internationally, three London boroughs rank among the top 20: Hackney (13th, 82), Islington (15th, 82), and Southwark (19th, 80).

    The West Midlands and Greater Manchester

    The West Midlands and Greater Manchester have shown significant commitments to cycling. Greater Manchester’s Mayor Andy Burnham launched the Bee Network, integrating transport and cycling, though he faced criticism for rejecting a Clean Air Zone. Greater Manchester’s average rating of 49 lags behind London. The West Midlands, including Birmingham, aims to establish itself as the UK’s second city but falls behind Manchester in the 2024 ratings. Investments and progress under outgoing mayor Andy Street are noted, with campaigners urging similar ambition from the new Labour mayor Richard Parker.

    Amid a general election, campaigners and local authorities seek clarity on the incoming government’s approach to Active Travel. PeopleForBikes hopes this data will empower activists and stakeholders to advocate for safer cycling infrastructure and its benefits.

    Jenn Dice, PeopleForBikes’ president and CEO, stated, “The data for England clearly shows not only a divide between London and other cities but also between England and other European countries. We hope this data provides valuable insights for local authorities, campaigners, and everyone advocating for better cycling infrastructure.”

    “These ratings highlight the progress and ongoing challenges for UK cycling infrastructure. Cambridge’s top ranking and the strong performance of several London boroughs demonstrate what is possible with committed leadership and investment in safe, accessible cycling. Our goal with this data is to celebrate successes and provide actionable steps for city leaders and campaigners to improve cycling infrastructure in their communities. As political parties outline their transportation visions, they must prioritize active transportation to create healthier, more sustainable cities.”

  8. Brabant fast cycle routes increase cycling rates

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    Source: fietsberaad Crow

    Nearly twenty percent of the users of three fast cycle routes in the Brabant region of the Netherlands previously traveled that route by car or public transport, and about 35 percent say they have started cycling more.

    The province conducted the research on the F58 between Tilburg and Rijen, the F261 between Tilburg and Waalwijk and the F73 between Cuijk and Nijmegen. The construction of the F73 proved to be particularly effective; 29 percent of cyclists on this route previously used the car or public transport. With a new bicycle bridge over the Maas, the bicycle route between Cuijk and Nijmegen has become much more direct and therefore a better alternative.
    Cyclists on the three routes were presented with a questionnaire both before the construction of the fast cycle routes and one year after their opening. More than six hundred cyclists completed this form.

    Seven fast cycle routes are in use in North Brabant and seven other routes are under construction. In addition, the province is preparing for the construction of a number of routes or investigating their feasibility.

    SmartwayZ Research

    A recent survey among the SmartwayZ.NL traveler panel shows that there is still a lot of potential for fast cycling routes in the Netherlands. Two-thirds of the panel members indicate that they would cycle to work more often if there were a fast cycle route in their neighborhood. A faster ride and better traffic flow are important reasons why the panel members would want to use a fast cycle route. In addition, they value comfort, directness and safety of the route. The research also shows that campaigns for the use of fast cycle routes can be more effective; only seven percent of the panel members say they have ever come across a promotional campaign for this.

  9. Culture war against bikes trending in Europe

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    POLITICO reports on the rising conservative backlash against cycling and cyclists

    Source: POLITICO

    In a noteworthy development across Europe, the battle over city car restrictions has escalating into a culture war, with politicians positioning themselves as champions of working-class drivers. Berlin’s newly elected conservative city government has taken a particularly aggressive stance, reversing numerous bike-friendly measures implemented by its predecessor. This includes suspending bike infrastructure projects that impede existing car lanes or parking spaces, and shelving plans to expand the city’s cycling network. The decision to allow cars back on the iconic Friedrichstraße boulevard, reversing its pedestrianization, was motivated by complaints from local businesses regarding declining revenue.

    The pandemic-inspired temporary cycling infrastructure and traffic restrictions that were initially well-received have lost favor as life returns to normal. Developments in Berlin serve as a concerning precedent for other bike-friendly cities experiencing a perhaps artificially inflated backlash from disgruntled car drivers.

    Berlin’s new mobility chief, Manja Schreiner, argued that its measures reflected the concerns of many Berliners, while critics view them as an unnecessary and damaging rollback of cycling infrastructure. Similar anti-bike and pro-car sentiments are growing in other regions, including the UK, where the Conservative Party has framed the country as ‘a nation of drivers’ and suggested new policies or rollbacks in response to expanded low-emission zones and other policies.

    Conspiracy theories and resistance to the “15-minute city” concept, which promotes local living and alternative transportation methods, have also contributed to the backlash. In Brussels, a plan to reduce car traffic has sparked protests and led to the cancellation of some initiatives. Right-wing parties are capitalizing on these emotional issues but offer no alternative vision for cities, while proponents argue that cycling infrastructure and green spaces enhance urban environments.

    The opposition to bike-friendly policies in Berlin and other cities reflects the challenge of balancing the interests of different road users and finding solutions that accommodate everyone.

    Read more detail over on POLITICO.