The departing account manager passed the torch to successor Serwin van Dijk at LEVA-EU member AZ-Import.
Henk Doornbos said his goodbyes to the Trenergy team recently to enjoy a well-deserved retirement. Doornbos has been with AZ Import for almost a decade and has been an active member of the industry for over 25 years.
Starting out at the warehouse racks of AGU, Doombas has enojoyed a long and successful career in the cycling industry, including work with The Dutch Bicycle Corporation, Multicycle and BSP. Doornbos joined AZ-Import in February 2017 and represented the growing Trenergy brand until April 2025. Doornbos says. “I’ve always felt like a fish in water here, because it’s a very friendly company, with a nice Trenergy collection, with which you can easily ride around the country. You just walk in to dealers with nice bikes. That’s how I was able to build up a dealer network in those eight years, which is now being taken over by Serwin.“
In the period that Doornbos started selling Trenergy, the brand was less prominent than it is today, but the Northern account manager never had any problems with that. “Because I had a lot of experience with dealers, as a result of my previous work, I had built up a reputation with many entrepreneurs. When I go somewhere, I always keep my appointments. That is much more important than being a smooth salesman,” says Doornbos. “Those entrepreneurs in the bicycle industry have a memory like an elephant, you don’t want to know that. If you have a good reputation, you can really sell something with a good bike and a good story.“
Doornbos is planning to cycle more in his retirement. “My current bike, a Trenergy Jetset, is four years old and has about 17,000 kilometers on it. I live in the Groningen countryside, where you can find exceptionally beautiful nature. I enjoy it every day, if the weather is nice of course. That gives me a satisfied feeling. And if you can stay a little healthy, it’s all good.“
In his last two weeks, Doornbos took his successor Serwin van Dijk into his Trenergy dealer network. Van Dijk joined the Trenergy team in March, previously owning a Fietserz Hardenberg for almost 9.5 years and dealing Multicycles. “I’ve seen quite a few sides of the industry, but what I really enjoy is being on the shop floor with dealers and working with products to build customer relationships,” says Van Dijk. “I know what our role is, from Trenergy, to ensure that a dealer can work well with this and that you also provide it at home, if necessary.”
The transfer from Doornbos to Van Dijk was completed a few weeks ago. Van Dijk is looking forward to helping AZ-Import and the Trenengy brand grow.
“Henk of course had a lot of baggage on the road. I certainly have a background in the bicycle industry, but not his baggage. I do feel that with the experience I have had as an entrepreneur myself, I can easily connect with the dealer. You just have to do what you say and say what you do. That is the basis. In addition, we have beautiful electric bicycles with a good price-quality ratio and various systems. There is a beautiful e-bike for everyone. Enough opportunity.“
The 2024 road accident statistics for Germany released by Destatis offer insights into current traffic safety trends, particularly concerning cyclists. One notable observation is the continued high number of bicycle accidents resulting in injuries, suggesting there may still be areas for improvement in cycling infrastructure.
Cycling in Germany has grown considerably over the past decade, partly due to the increased use of e-bikes. As a result, both the number of cyclists and the total distance traveled by bicycle have increased. This has corresponded with a rise in the absolute number of accidents, including those resulting in fatalities. In 2024, 441 cyclists died in traffic accidents – a slight decline from 474 in 2022, yet still an 11.4% increase compared to 2014. As total road traffic fatalities have decreased over time, cyclists now account for a larger share of overall fatalities, reaching 16%.
Contributing factors have been identified, including inadequate or poorly maintained cycling infrastructure, narrow paths, and intersections where cyclists must navigate alongside turning vehicles.
In collisions between cyclists and motorists, which account for 70.7% of all bicycle-related accidents, official records indicate that motorists were primarily at fault in the majority of cases. Cyclists were found to be the main cause in only 24.7% of such accidents. In incidents involving trucks or commercial vehicles, cyclists were primarily responsible in 20.9% of cases.
Older adults appear to be particularly vulnerable. Of those who died while cycling in 2024, 63.5% were aged 65 or older. Among non-motorized bicycle fatalities, 59.4% were seniors. This proportion increased to 68.8% among pedelec riders.
Policy measures have been called for, including the expansion of physically separated cycling infrastructure, improved intersection design, reduced urban speed limits (with 30 km/h as the standard), and greater government commitment to road safety.
Cycling in the City of London – the UK capital city’s financial district, also known as the Square Mile – has risen by over 50% in the past two years, based on official traffic counts.
In October 2024, an average of 139,000 people cycled daily across 30 monitored locations, compared to 89,000 in 2022. The City of London Corporation reported that this increase represents the most significant rise in cycling numbers since data collection began in 1999.
According to the Corporation, cyclists now make up 56% of all traffic during peak commuting hours. Additionally, dockless bicycles now comprise approximately one in six bikes on City of London streets.
This shift in transport patterns has led the City of London Corporation to meet three major traffic and environmental targets ahead of the original 2030 schedule. Since 2017, cycling has increased by 70% – surpassing the initial goal of a 50% increase by 2030. Over the same period, motor traffic has decreased by 34% (exceeding the 25% reduction target), and freight traffic has dropped by 21% (surpassing the 15% goal).
The Corporation also noted improvements in air quality. Chairman of the planning and transportation committee, Shravan Joshi, stated that the number of locations exceeding nitrogen dioxide limits has declined from 15 in 2019 to two in the most recent data.
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.
A recent cross-border study conducted in Germany, Austria, and Switzerland has investigated methods to enhance cycling safety in confined spaces.
The research, undertaken as part of the Radbest project, focused on the overtaking distance of motor vehicles when passing cyclists, revealing significant disparities in adherence to prescribed safety measures.
Measuring overtaking distances
The study employed specialized bicycles fitted with multiple sensors to measure the lateral distance maintained by motor vehicles during overtaking maneuvers. Over 7,000 instances of overtaking were analyzed across the three countries. While Germany and Austria mandate a minimum overtaking distance of 1.5 meters, Switzerland lacks such a regulation. The findings indicate that, despite existing laws in Germany and Austria, cyclists are frequently overtaken with insufficient space. In Switzerland, where no minimum distance is enforced, the prescribed safe distance was even more frequently undercut.
Perceived danger and cycling behavior
The study’s findings suggest that inadequate overtaking distances contribute to a widespread perception of cycling as unsafe, which discourages many individuals from using bicycles as a primary means of transport. Survey responses from cyclists using the test routes highlighted that a significant portion of the population views cycling as a risky activity. Notably, the statement “Cycling on the road requires courage” found stronger agreement among Swiss respondents compared to their German and Austrian counterparts, reflecting a heightened sense of vulnerability among cyclists in Switzerland.
Proposed safety measures
Given the challenges of ensuring cyclist safety in constrained urban environments, the Radbest researchers emphasize that there is no single optimal solution. Instead, they recommend a tailored approach based on specific spatial limitations. One proposed measure involves the introduction of narrow core lanes with wide bike lanes on both sides. However, the study also cautions that roads featuring two-sided cycling lanes without a central guiding line tend to result in significantly more close passes by vehicles.
As an additional safety measure, the researchers advocate for the clear marking of designated cycling spaces and the enforcement of a speed limit of 30 km/h in areas with limited road width. These measures, they argue, could help mitigate the risks associated with cycling in confined spaces and encourage more people to consider bicycles as a viable and safe mode of transportation.
The Radbest study underscores the necessity of continued efforts to improve cycling infrastructure and regulations across the DACH region. By addressing safety concerns, policymakers can foster a more inclusive and cyclist-friendly transport environment, potentially increasing bicycle usage and promoting sustainable urban mobility.
Recent statistics from Transport for London (TfL) indicate a 26% rise in the number of cycling trips since 2019.
According to TfL’s latest Travel in London report, the capital sees approximately 1.33 million cycling journeys each day, marking a 5% increase from the 1.26 million daily trips recorded in 2023.
This surge in cycling activity coincides with the expansion of London’s Cycleway network, which has now exceeded 400 kilometers, more than quadrupling its length since 2016 and surpassing the length of the London Underground.
“It’s a significant increase in cycling that defies national trends,” stated Will Norman, London’s Walking and Cycling Commissioner, in an interview with Zag Daily. “What it shows is that all the actions and policies like the expansion to Cycleways, the Mayor’s Healthy Streets approach and the Vision Zero strategy are working in terms of getting more people cycling.”
The most substantial growth was observed in central London, where cycling journeys rose by 11.6% between 2023 to 2024. Inner London experienced a 4.2% increase, while outer London saw a 3.8% rise.
In October, eight Cycleways were expanded in London, and Transport for London (TfL) introduced 20 new Cycleway routes during the 2023/24 period. Currently, 27.4% of Londoners live within 400 meters of the cycle network, with TfL collaborating with London boroughs to achieve the Mayor’s target of 40% by 2030.
A call from the industry is that London’s cycling routes need to be interconnected throughout the entire city, addressing the current gaps in the network.
“We’ve made progress, but this is the start” Mr. Norman stated. “There are still holes in the network – one of the obvious being Kensington and Chelsea. Focusing on those boroughs that are not yet delivering is a priority because a network is only as good as its weakest spot.”
Transport for London (TfL) has announced that next year will see the completion of several borough-led Cycleways, including routes from Rotherhithe to Peckham, Enfield to Broxbourne, and along Deptford Church Street.
“There are boroughs who have never had bike lanes looking at installing cycle networks in the next six to 12 months and that is thanks to campaigning communities and politicians recognising the importance of this.”
A recent study by Teun Uitdewilligen, researcher at the Institute for Road Safety Research (SWOV), reveals a correlation between rising cycling volumes and increased accident risks in major Dutch cities.
Conducted with extensive data from Amsterdam, Utrecht, Rotterdam, and The Hague, the study finds that higher numbers of cyclists contribute to both objective and perceived risks of accidents. Uitdewilligen presented his findings in his dissertation, “Road Safety of Cyclists in Dutch Cities”, for which he received a doctorate from the University of Twente on November 1.
Rising bicycle accidents
While the number of cyclists in the Netherlands is growing, the increase in cycling accidents contrasts with trends observed in other countries, where a higher volume of cyclists often correlates with improved safety. According to Uitdewilligen, cycling intensity in Dutch cities has reached a point where safety no longer improves as cyclist numbers grow. The study explores how different infrastructural and environmental factors—such as speed limits, the presence of cycle paths, and road design—affect both accident rates and cyclists’ perception of safety.
Key factors contributing to accident risk
Uitdewilligen’s research, which analyzed data on traffic volume and density across various city sections, indicates that the exposure to other traffic, particularly to other cyclists, is a primary factor in accident risk. Notably, the study found that roads with speed limits of 50 km/h that have dedicated cycle paths are safer for cyclists than roads with a 30 km/h limit that mix cyclists with motor vehicles. Additionally, areas with high densities of intersections and commercial zones, such as shopping and dining areas, see an elevated risk of cycling accidents.
Cyclist perceptions and route preferences
The study also examined subjective safety through a survey of 1,329 cyclists in the four cities, who were asked to select routes based on various factors, including traffic volume, type of infrastructure, and travel time. The results highlighted that traffic volume negatively impacts cyclists’ route preferences and their perception of safety, especially among older cyclists and women. Most respondents preferred routes they perceived as safer, with separate cycle paths preferred despite traffic-related concerns.
Traffic density and risk perception
Uitdewilligen’s analysis shows a strong statistical relationship between cyclists’ perception of risk and actual accident risk, particularly where exposure to cyclists and motor vehicles is high. Interestingly, the perception of accident risk tends to rise even more sharply than objective risk in high-density traffic areas, driven largely by the volume of fellow cyclists.
Policy recommendations
The SWOV has released a policy-focused summary of Uitdewilligen’s findings, urging Dutch policymakers to prioritize cyclist safety through dedicated infrastructure investments. Key recommendations include separating cyclists from motor traffic wherever possible and designing cycle paths that can safely accommodate large volumes of cyclists.
By addressing both objective and perceived safety risks through infrastructure improvements, the Netherlands aims to support the continued growth of cycling while mitigating associated safety risks for its urban cyclists.
A groundbreaking initiative is underway that highlights how African cities are leading the charge in sustainable urban mobility through cycling.
The project, spearheaded by a dedicated non-profit organization, focuses on documenting the stories of cities that have become global leaders in bicycle-friendly infrastructure. Through the book “Cycling Cities,” this initiative aims to showcase how 17 cities across Africa—from Aba to Zomba, including major hubs like Cairo and Cape Town—have successfully integrated cycling into their urban environments.
“Cycling Cities” isn’t just another book; it’s a tool for sustainable change. By bringing together interdisciplinary voices from across Africa and Europe, this project provides invaluable insights into how cycling has historically shaped African cities and how it can continue to do so in the future. The book aims to support African authors by bringing their crucial research into the spotlight, fostering a broader understanding of the continent’s unique approach to sustainable mobility.
This initiative also addresses the growing concern of neocolonial pressures on African nations. As global powers push for a future dominated by next-generation electric vehicles—often only affordable to the wealthy—the book argues that Africa’s cycling legacy offers a far more equitable and sustainable path. For over a century, Africans have adapted cycling to meet their needs, finding autonomy and sustainability within colonial and postcolonial systems. This overlooked history provides valuable lessons that can guide global efforts to create more sustainable cities.
The project’s broader goal is to enhance the capacity of the “Think Bike” movement across Africa. By supporting this book, backers are not only helping to publish critical research but are also contributing to the distribution of learning materials in schools and libraries across the continent. These resources will help educate communities on the benefits of cycling and inspire the development of more bike-friendly cities.
With a network of partners including academics, policymakers, activists, artists, and students, the success of “Cycling Cities” promises to strengthen and expand the community of cycling advocates across Africa. The more books distributed, the stronger this community becomes, paving the way for a sustainable and cycling-friendly future in cities across the continent.
• 77% of Brits support measures in their local area to encourage cycling and walking. Measures are supported by 6.5 people for every 1 against • 80% of Brits who expressed a preference want the UK’s streets redesigned to protect pedestrians and cyclists from motorists; 51% agree they would cycle more if these changes were made • But campaigners against the ‘green recovery’ have succeeded in forcing U-turns on initiatives to promote active travel • Analysis by prominent environmental psychologist claims data demonstrates people tend to overestimate other people’s opposition to cycling measures • #BikeIsBest spokesperson says “The small minority getting all revved up about their right to drive are having their voices heard through sheer volition. We need local leaders to be bold and secure a better future for the majority.”
23/07/20, London, UK. Latest YouGov research shows the public is overwhelmingly in favour of measures to encourage walking and cycling with 6.5 people supporting changes to their local streets for every 1 person against.
It shows that 70% believe more people cycling would reduce traffic congestion across the country and 65% of all Britons – rising to 80% of those with an opinion one way or the other – want to see British roads redesigned and changed to protect cyclists and pedestrians from cars. These responses are a clear indicator that there is overwhelming support across the country to bring about lasting changes to transport infrastructure which can tackle air pollution and climate change, as well as make streets more pleasant places to socialise and shop.
So far, 89 different local authorities have implemented a total of 503 temporary schemes that make more space for pedestrians and cyclists, according to Sustrans. However, vocal residents and pro-motoring groups have been successful in forcing some local authorities to perform U-turns on their initiatives to enable active travel, despite £250m of funding and statutory guidance issued mandating them to make bold changes that challenge the status quo. For example, in Reigate, Surrey, a pop-up cycle lane, due to be trialled for 3 weeks, lasted just 3 days after pressure from local MP Crispin Blunt MP. Other measures due in Ealing, Wandsworth, South Gloucestershire, Trafford, Portsmouth and Surrey have been reportedly cancelled.
Analysis of the YouGov data by Dr Ian Walker, a prominent Environmental Psychologist at the University of Bath, might even shed some light on why decision-makers are so open to heeding the vocal minority. This showed that people were clearly in support of more cycling in the UK, but at the same time they quite consistently overestimated other people’s opposition to this.
Dr Ian Walker, Environmental Psychologist at the University of Bath, said: “Perhaps one reason negative voices find it so easy to sway things their way is that people have a tendency to misjudge public levels of support. The survey showed that, while most people think Britain would be a better place if more people cycled, they also guessed that other people were less supportive, and more hostile, to the idea than they were.”
The data showed that 3.26 people support the view that “Britain would be better if more people cycled” for every 1 against. But when asked what they thought the opinion of their friends or the general public would be, many respondents drastically overestimated the negativity towards cycling.
The YouGov survey of 2,010 people also showed: • 65% (rising to 79%, when people with no opinion are excluded) believe children should be able to play in the street without danger from cars cutting through. Many councils are planning “Low Traffic Neighbourhoods” to enable this, but these have started to run into exactly the sort of vocal local opposition described above. • 66% (rising to 83% of those with an opinion one way or the other) disagree that there is ‘nothing that can be done to stop people from being harmed by motor vehicles’, showing the public do not see the problems of motoring as a ‘done deal’. • Similarly, 71% (rising to 86% of those with an opinion) disagree that there is ‘nothing we can do to stop people being harmed by air pollution caused by motor vehicles’. • 33% – and 35% of regular car commuters – would use their car less if streets were designed to keep pedestrians and cyclists safe from motor traffic. These values rise to 47% and 46% when people with no opinion are put aside. • 10.6 people support local measures to encourage cycling and walking to each 1 opposed in the 18-24 age bracket, whereas in the 55+ bracket this falls to 4.56 people in favour to each 1 against. • Young people want a future cycling nation: 5.1 people think “Britain would be a better place if more people cycled” in the 18-24 age bracket, for every 1 person opposed.
Adam Tranter, a spokesperson for #BikeIsBest and an active travel campaigner, said: “The small minority getting all revved up about their right to drive are having their voices heard through sheer volition. If the silent majority want to see this new, greener, better Britain, they need to act now or face going back to the old normal, with polluted and dangerous streets.
“When 20mph streets were first proposed, pro-motoring groups were whipped up into a frenzy, just as they are today. In 2017, data showed that the proportion opposed or strongly opposed to residential 20mph limits was just 10%. The same is happening here with measures to enable more people to switch their journeys to cycling and walking.”
He added: “No-one is saying that all journeys can be cycled or walked but many of our towns and cities are experiencing congestion – not because of cycle lanes but because of people using their car for short journeys, often under 2 miles. Local authorities need to stand up and refuse to be bullied into a U-turn on plans to turn Britain into a better place. These are plans the public agree with, so people also need to speak up so their silence isn’t taken as consent to keep our streets dominated by motor vehicles.”
To show local authorities the unmet demand for better cycling infrastructure, the #BikeIsBest campaign has set up an online petition for people to show their support for measures to enable cycling.
All figures, unless otherwise stated, are from YouGov Plc. Total sample size was 2010 adults. Fieldwork was undertaken between 16th – 17th July 2020. The survey was carried out online. The figures have been weighted and are representative of all GB adults (aged 18+).
BikeIsBest has united over 50 leading cycle brands, retailers and organisations into one powerful voice with a single mission – to get more people riding bikes more often.
The #BikeIsBest campaign has been described as “the most extensive coordinated promotional campaign for cycling since the 1970s”, with #BikeIsBest unifying brands, retailers, organisations and influencers in order to actively promote cycling to a new demographic.
The campaign is also backed by British Cycling, Cycling UK, London Cycling Campaign, Sustrans, The Association of Cycle Traders (ACT) and Wheels For Wellbeing.
