Amid growing complaints, the Dutch municipality will deploy a dedicated bicycle safety team to improve enforcement and enhance road safety in key areas to tackle increasing nuisance caused by fast electric bicycles and fat bikes.
Despite frequent checks by police and municipal enforcement officers, reports of tuned or illegally modified bicycles continue to rise. The municipality has therefore decided to allocate additional resources to address the issue, focusing particularly on schools, shopping centres, and parks – areas where the problem is most acute.
In recent months, complaints from residents about speeding cyclists have grown significantly. According to the municipal council, high-powered fat bikes and e-bikes are increasingly responsible for dangerous situations in public spaces, including shopping streets and schoolyards. The council has described the situation as a systemic problem requiring stronger, more consistent enforcement.
A large majority of the city council has backed the proposal to prioritise direct enforcement over warnings. Under the new approach, all cyclists – regardless of age or type of bicycle – will face immediate fines for rule violations.
However, the municipal executive cautioned that expanding enforcement efforts could affect other priorities, such as addressing illegal parking or youth disturbances. Unless staffing levels increase, the new measures will require making choices within the existing enforcement system.
The Zoetermeer Bicycle Safety Team, consisting of four officers, is expected to begin operations within two months. The initiative will initially run for two years, after which the municipality will evaluate its effectiveness to determine whether the program should continue.
Later this year, Zoetermeer will present an updated road safety action plan that will outline additional measures to regulate fat bikes and tuned electric bicycles.
Recently, confusion arose after the Slovakian government announced a maximum speed of 6 km per hour on pavements, leading many to believe this regulation referred to limiting the speed of walkers. However, the government has since confirmed that the speed limit is for bicycles and e-scooters, not pedestrians, to improve safety on pavements.
The Slovak Parliament approved the amendment in late October, with the law set to take effect on 1 January 2026. The legislation aims to enhance pedestrian safety by establishing, for the first time, an official definition of average walking speed and applying this benchmark to regulate cyclists and e-scooter users on pavements.
However, the introduction of the 6 km/h limit quickly led to widespread misunderstanding online. Many users, and even some media organisations mistakenly interpreted the measure as applying to pedestrians as well.
Police Vice-President Rastislav Polakovič addressed the issue publicly, clarifying that no such limit exists for walkers. “Several media outlets linked this 6 km/h speed measurement to pedestrians walking. I must point out that this is not true,” he stated.
The Cyclist Advocacy Group Cyklokoalícia (Cycling Coalition) echoed this clarification, noting that the amendment “in no way restricts how fast pedestrians or runners may move, it doesn’t ban sprinting for the bus, nor does it introduce fines for walking too quickly.”
While welcoming the safety intentions behind the law, the group expressed concern over unintended consequences.
Under the new regulation, children under 10 years old will no longer be permitted to ride bicycles on pavements, as “a three-year-old on a bike can easily exceed 6 km/h.”
“The only certain outcome is that it will either teach children that breaking the law is normal, or push them onto roads where the consequences could be fatal.” Cyklokoalícia warned.
Comments Off on LEVA-EU Urges Belgian Authorities to Focus on Market Surveillance Instead of Creating Yet Another National Technical Framework for E-Scooters
LEVA-EU warns that Belgium risks undermining sustainable mobility as well as both innovation and legal certainty by considering new national technical requirements and even a national technical framework for e-scooters. The proposals result from an alleged alarming increase in accidents involving e-scooters.
Discussions in the Federal Parliament’s Mobility Committee and statements by Federal Minister of Mobility Jean-Luc Crucke have suggested the introduction of helmets, yellow vests, number plates, insurance obligations, along with national technical requirements — even up to the possible development of a Belgian approval framework for e-scooters.
LEVA-EU cautions that any national technical requirements would duplicate existing EU law, fragment the internal market, and penalise compliant users and manufacturers instead of tackling one of the real issues first — the sale of illegal, non-conforming vehicles resulting from insufficient market surveillance.
LEVA-EU underlines that the lack of market surveillance is also at the root of problems with electric bicycles, particularly those referred to as “fat bikes.” The term “fat bike” has no legal basis. Legally compliant fat bikes are simply electric bicycles with pedal assistance up to 25 km/h and a maximum continuous rated power of 250 W.
“A complete European technical framework for both e-scooters and electric bikes (including fat bikes) already exists. The problem is not a lack of rules — it is a lack of enforcement,” said Annick Roetynck, Managing Director of LEVA-EU. “Illegal and unsafe vehicles can already be easily identified and should be removed through effective surveillance. Meanwhile, further research should be conducted into other possible causes of accidents such as infrastructure, rider behaviour, and conflicts with other road users.Taking measures before such research has been carried out amounts to putting the cart before the horse”
The proposal to impose compulsory insurance and number plates on electric bicycles used for rental or professional purposes is, in LEVA-EU’s view, unnecessary, discriminatory, and unworkable. It is practically impossible to distinguish consistently between professional and private use. More importantly, the purpose of such a measure, how it would be enforced, and at what cost, remains unclear. Rather than introducing confusing and unenforceable new obligations, efforts should focus on better implementation of existing EU rules and on effective market surveillance to ensure that only compliant vehicles are sold and used.
Recent research into Belgian road users’ knowledge of the rules governing e-scooters has shown a significant lack of understanding. Many users are unaware of even the basic regulations regarding where, how and by who e-scooters may be used. Moreover, most users do not know the legal technical requirements for e-scooters. As a result, they are unable to distinguish between legal and illegal vehicles and may unintentionally purchase non-compliant or unsafe products. LEVA-EU therefore urges the Belgian authorities to urgently launch information and awareness campaigns to improve both consumers’ understanding of the law and their behaviour in traffic. This is essential for reducing accidents and ensuring safer mobility.
LEVA-EU calls on the Belgian authorities to: • Strengthen market surveillance to stop illegal and unsafe products at the source. • Abandon plans for national technical rules or frameworks that contradict EU law. • Base new measures on evidence and research, not assumptions. • Inform consumers so they can recognise legal, compliant products and now how to legally use them. • Support the creation of a harmonised EU Regulation specifically for LEVs.
Belgium has long been regarded as a pioneer in good governance on light electric vehicles, striking a smart balance between European technical legislation and well-designed user rules. LEVA-EU urges Belgium to continue that leadership role — not by creating new national frameworks, but by championing at European level a dedicated European LEV Regulation to be developed in close consultation with the LEV sector to ensure coherent, future-oriented mobility policy.
LEVA-EU has submitted its recommendationsfor a coherent and future-oriented framework for light electric vehicles to Minister Crucke, Minister Clarinval and to the proposers of legislation concerning electric scooters.
Research conducted in the UK has revealed that deliveries of hot food are increasingly being made via e-bike and e-scooter. The study authors highlight that road safety considerations should be factored into restaurants’ business priorities.
The study, The gig economy: How can we reduce risk? was conducted by road safety charity IAM RoadSmart, with 208 UK restaurants taking part in the research. Restaurants that offer the options of ordering via food app, takeaway, or dining in see almost half of all orders (45%) being made on via the apps. 31% of orderers dining in, and 24% choosing the takeaway option.
Delivery mode choices
The restaurants were asked about what vehicle types are used for food delivery orders, and were able to select more than one option, revealing that there is no standard approach, particularly with third-party apps in the decision-making mix for delivery modes. E-bikes were stated as a delivery mode in 48% of responses, and e-scooters at 33%. Motorbikes and mopeds were the top vehicle choice at 62%, and cars next at 52%, while traditional pedal bikes came in at 26%.
Road safety concerns
IAM RoadSmart expresses concern in the study about the high numbers of e-bikes and e-scooters reported by restaurants in the delivery statistics.
Regarding e-bikes, the report states: “While the use of e-bikes is legal, there is mounting evidence of these being illegally modified to increase their speed and power,” reflecting broader concerns about the gig economy, which have been widely discussed in the UK. “The nature of the delivery sector prioritising efficient delivery means the sector is far more prone to illegally modified e-bikes being used by workers.”
Regarding deliveries by e-scooter, the report states: “The use of private e-scooters remains illegal for use on public roads, which means that unless the riders are using rented scooters within a trial area, they will be breaking the law to deliver food to people’s homes and offices. Some workers may well be doing this without understanding they are offending, and this raises further questions about how the UK and Devolved Governments approach micromobility legislation.”
A group of the world’s major food and grocery delivery platforms have together launched the Deliver-E Coalition, which aims to accelerate the shift to zero-emission deliveries on two- and three-wheeler vehicles, on a global basis.
The coalition’s founding members – Delivery Hero, DoorDash, iFood, Mr D, Swiggy, Uber, Wolt, and Zomato – between them operate across 96 countries, undertaking an estimated 6 billion deliveries on two- and three-wheeler vehicles each year.
The UN Environment Programme (UNEP) will host the Coalition Secretariat, providing assistance for research, administrative and communications functions. Associated partners of the Deliver-E Coalition are philanthropic platform ClimateWorks Foundation, the Government of the Netherlands, and e-commerce tech services provider Prosus.
The Coalition’s founding Charter states intentions to “dramatically speed up the implementation of zero-emission deliveries by shifting to electric vehicles, bicycles and other means of zero-emission two- and three-wheeler deliveries, thereby unlocking economic, social, and environmental benefits for all stakeholders and the wider society.”
Why the industry has decided to act
The way that consumers around the world behave has shifted in recent years, with e-commerce sales in 43 countries in 2021 seeing a 15% increase compared to pre-pandemic levels. These amplified doorstep deliveries translate into greater operational pressures, both on cities, and on the businesses delivering the goods ordered online. A United Nations assessment indicates that, without any changes to the management of last-mile logistics, urban delivery emissions would increase by over 30% in the top 100 cities globally.
This pressure would in turn lead to an increase in traffic congestion (approximately 14%), raise healthcare costs (approximately 12%), and add around five minutes to daily commutes. Other research from the World Economic Forum (WEF) indicates that deliveries could account for 50% of the transport sector’s emissions in cities by 2030.
Consumer pressure is also pushing for the switch to zero-emissions delivery. The WEF research includes independent assessments which show that over 70% of shoppers prefer sustainable delivery options.
The benefits of switching to zero-emission two- and three-wheelers
A range of benefits can be achieved through a transition to zero-emission options, compared to internal-combustion two-wheelers.
Last-mile delivery costs reduced by around one quarter
Emissions cut by almost 90%
Reduced urban air and noise pollution
Jobs creation in fields including vehicle servicing, charging infrastructure deployment, and fleet management
Sheila Aggarwal-Khan, Director of UNEP’s Industry and Economy Division, made a statement about the coalition’s creation. “Deliver-E is industry leadership in action. Zero-emission two and three-wheeler vehicles are ready to scale: they are cleaner, quieter, and increasingly cost-effective. Through Deliver-E, companies will share what works and move faster together than any one company could alone.”
The coalition’s collaborative approach
The Deliver-E Charter outlines the creation of “a platform for knowledge exchange” in which members can “share learnings and expertise for an industry-wide electrification effort.” The Charter goes on to pledge the establishment of “a network of experts and essential stakeholders in the ecosystem, such as policy makers, technology companies, original equipment manufacturers (OEMs), fleet aggregators and financiers,” while “supporting solutions to commonly identified barriers that prevent the vision from becoming commonplace.”
In Spain, owners of e-scooters or e-bikes which have motors over 250W that can reach speeds over 25 km/h must now obtain insurance for their vehicle. Additionally, they must register it in a national public database, and the vehicle must display an identification plate, carry a circulation permit and have a valid technical inspection (ITV). There is a transitional period, ending in January 2026, for owners to ensure their vehicle is compliant with the new rules.
Many pedal-assist e-bikes fall below the power and speed limit, however owners of such e-bikes are being encouraged to take out voluntary insurance.
The database for registration of qualifying vehicles is due to be implemented by the Spanish government by 2 January 2026. Owners of vehicles must arrange the required insurance and registration before 25 January 2026. Before this date, they will not face penalties; after this date, they could face fines of up to €1,000 for riding without the required insurance and registration.
The minimum insurance coverage requirements are set at €6.45 million for personal injury, and at €1.3 million for property damage. These amounts will be updated annually, in line with the Consumer Price Index, to ensure ongoing adequacy.
Those unsure about the status of their e-scooter, and how to go about registering a qualifying vehicle, can find more information here.
Cities around the world are increasingly plagued by traffic congestion and air pollution caused by traditional urban freight systems. As the need to rethink logistics grows urgent, a new UK-based organisation has emerged: the Sustainable Urban Freight Association, has been established to challenge outdated logistics systems, showcase the commercial viability of green delivery, and advocate for decarbonised freight solutions nationwide.
Why SUFA was founded
The freight industry has long depended on polluting diesel fleets. While alternatives like electric vans and e-cargo bikes exist, their wider adoption has been held back by policy gaps, lack of visibility, and fragmented efforts.
SUFA brings together 18 founding members—from local operators like Delivery Mates to global names like DHL—to build a united front. Their goal is to share knowledge, raise the industry’s collective voice, and embed sustainability at the core of urban logistics.
Funding comes from Impact on Urban Health, a London-based nonprofit. Portfolio Manager Amandeep Kellay explains the need for SUFA:
“Freight is the backbone of our economy. But our systems of freight are broken and in urgent need of modernisation, in urban areas, air pollution disproportionately affects groups including racialised communities, people in lower income areas and children. We believe SUFA’s work to modernise freight will make our towns and cities safer and healthier places to live, work, and grow.”
Strategic support will be provided by Purpose Union, with Associate Director Tom Hunt noting SUFA’s mission is to promote clean, reliable freight systems that integrate seamlessly into urban life.
Giving sustainable freight a voice in policy
Kevin Savage, COO of Delivery Mates, sees SUFA as a powerful way to push sustainable logistics into the mainstream:
“Large organisations with large infrastructure are not catching up at the speed that they should be. In comparison, there’s a lot of small and medium sized operators out there that have learned how to cleanly deliver in cities right across the UK, not just in London.”
While smaller firms were forced to evolve quickly under ULEZ and Clean Air Zones, they often lack representation in national policymaking.
“Delivery Mates doesn’t have much of a seat at the table with the Department for Transport because we’re a smaller operator. But DHL does, and so do the other larger operators. By joining together as part of SUFA, we’ll have a louder voice at the policy table when it comes to lobbying for sustainable logistics.” says Savage.
Collaboration over competition
SUFA brings together companies of all sizes, with the diversity fostering cross-learning and mutual growth.
Savage explains, “Smaller operators can take the best practices from these larger players to scale, whilst larger companies can go even further by learning directly from long-standing zero emission operators”.
Collaboration could also lower barriers with insurers, where understanding of cargo bike operations remains limited.
“Cargo bikes and cycling is not very understood by insurers and underwriters. Together, we can make a better representation to underwriters than we could individually.” adds Savage.
Sustainability and profitability: Not a trade-off
One of SUFA’s key goals is to prove that green logistics is commercially viable. SUFA member Delivery Mates delivered nearly 3 million parcels in 2024, increasing volume by 36% while cutting total mileage by 45%—optimising routes and reducing costs.
“We want to change the narrative around sustainable urban deliveries, proving that it’s a model that can be both commercially and environmentally sustainable.” concludes Savage.
Looking ahead: SUFA’s next steps
In its first year, SUFA is free to join, and the organisation is already working with policymakers on policy reforms, with efforts including:
Proposals to pedestrianise Oxford Street in London
Contributions to Transport for London’s Sustainable Freight Strategy
Engagement around insurance reform and congestion charge exemptions for EVs
“Our aims for the first year are small but mighty, we want to deliver quick policy wins, such as making sure the impending congestion charge on EVs in London doesn’t reverse progress on decarbonising transport.” says Hunt.
Looking further ahead, SUFA may introduce a subscription model, but its immediate focus is on action, inclusion, and visibility, giving many clean freight operators the platform they’ve long lacked.
As cities increasingly call for faster, cleaner, and more responsible delivery solutions, SUFA has the potential to play a pivotal role in shaping the future of freight transport by driving progress toward a more sustainable and efficient urban logistics system.
E-cargo bikes are increasingly being recognised as a practical alternative to cars for everyday family transport, according to new research from the UK and Canada. The findings indicate that when e-cargo bikes are more financially accessible and culturally familiar, families are more likely to adopt them, resulting in a measurable reduction in short car trips for school runs, errands, and local commuting.
In the UK, a recent trial found that when families were given access to e-cargo bikes, many started using them in place of their cars – particularly for short, routine trips. Meanwhile, a study from the University of British Columbia in Canada found that rebates helped households reduce driving and increase cycling significantly. Together, the findings suggest that by making family cycling more normal and affordable, people will cycle more and drive less.
UK trial shows shift in family travel habits
The UK research, published in academic publication Geoforum, included 108 interviews with 49 households. Participants used the e-cargo bikes for a month for school drop-offs, supermarket runs and multi-stop errands – replacing trips previously thought to be car-only.
The families that participated described the experience as a blend of car-like convenience with the sociability and neighbourhood connection of cycling. This shift in perspective, researchers say, represents a new form of “e-cargo bike citizenship” – where utility cycling becomes a normal, desirable part of daily life.
For many, initial anxieties about safety, infrastructure, or looking different faded with use. Over time, the practicality of e-cargo bikes outweighed concerns, especially when combined with the convenience of avoiding parking issues, combining errands, and discovering more local routes.
Canadian study on rebate effects
Meanwhile, with affordability being frequently reported as a barrier for e-bikes, the University of British Columbia in Canada conducted an evaluation of British Columbia’s 2023–24 e-bike rebate programme by tracking over 1,000 participants after three months and twelve months. The results revealed that:
Car use dropped by around 20%
Weekly e-bike use increased by 40 km
Car mileage dropped by 17 km
CO2 emissions fell by 17–22%
Travel costs reduced by almost 12%
The programme saw the highest uptake among lower-income households, underlining the impact of targeted support. In short, the study indicates that lowering the cost of access can directly accelerate behavioural change, a finding that echoes the UK trial, which focused on cultural acceptance through experience.
Increasing e-cargo bike use
Professor Charlotte Deane, Executive Chair of the Engineering and Physical Sciences Research Council (EPSRC), stated that the market is increasingly offering a wider range of e-cargo bike models designed to enhance practicality and accessibility for families. This, she believes, is enabling more households to replace short car trips with cycling, delivering benefits in terms of inclusion, reduced emissions, and lower congestion—while also encouraging more women and children to adopt cycling as part of their daily lives.
Professor Ian Philips, lead researcher on the UK trial, added that the ELEVATE team is analysing who benefits from e-cargo bikes, and under what conditions, with this type of granular data being useful for councils and transport planners trying to shift short-trip habits.
Encouraging usage through cost and culture
When placed side-by-side, the UK and Canadian findings indicate how e-cargo bike usage can be increased:
Cultural shift through lived experience (e.g. loan schemes through schools or employers)
Affordability through targeted support (e.g. rebates, vouchers, or finance)
With many daily journeys such as school runs and local trips being short, shifting even a small portion of shorter distance trips to e-bikes can help to free up road space, reduce emissions, and make streets safer.
What’s needed next
To build on this momentum, researchers and advocates point to three clear priorities to make e-cargo bike accessibility easier and more affordable:
Safe, connected cycling routes, especially to schools and town centres
Secure parking for cargo bikes at key destinations
Time-limited, try-before-you-buy schemes, supported by inclusive finance options
According to the latest AMBE Bicycle Sector Barometer, presented at Sea Otter Europe, Spain’s bicycle industry is entering the second half of 2025 with cautious optimism.
The findings also highlight strong growth potential in the e-bike sector, with over 95% of businesses now offering e-bikes, alongside news of a €20 million government subsidy.
Data-driven growth
Spain’s bicycle industry association, AMBE, has been admired for its commitment to data collection and analysis as a tool for strategic business planning. Javier López, recently appointed Head of Data at AMBE, emphasised the barometer’s importance:
“The AMBE Barometer is not just a report: it is a reflection of how our sector is evolving, The participation of stores and companies is what gives it meaning and value, because each piece of data collected helps to draw a more complete and useful picture for everyone. In an environment where trends are changing rapidly, having up-to-date information throughout the year is essential to guide strategies and anticipate challenges.”
E-bike sales gaining ground
Although Spain traditionally leans toward non-electric bicycles, e-bike sales are showing promise, with the barometer revealing that 95% of participating businesses now offer e-bikes.
López added:
“In retail stores, e-bikes are now almost universal and already account for a significant share of income. This gap highlights the development potential of the category, which will remain a key driver of the sector in the coming years. For example, in the wholesale channel (sell-in), 31% of companies report that e-bikes already account for more than half of their turnover, confirming their growing weight in the business.”
Government support fuels momentum
President Pedro Sánchez’s government has announced a €40 million mobility initiative aimed at encouraging e-bike use and expanding bike-sharing systems. The funding includes:
€20 million for personal e-bike subsidies.
€20 million for upgrading bike-sharing platforms like Bicimad and Bicing.
Jesús Freire, AMBE’s Secretary General, noted that the consumer subsidies are expected to roll out by the end of 2025.
Sell-in vs Sell-out trends
The second edition of the barometer saw 81% of AMBE member companies participate, responding to eight qualitative questions. For the first time, insights gathered a joint perspective from across manufacturers, distributors, and retailers, revealing a significant divergence:
Sell-in (brands & distributors): reporting stable or growing figures.
Sell-out (retailers): facing more pronounced sales declines.
Additional findings included:
Lower inventory levels.
Increasing e-bike availability in stores.
Modest but rising online and second-hand sales activity.
Recovery after three challenging years
Despite declining sales since 2021, the Spanish bike sector still maintained turnover above pre-COVID levels in 2024. However, revenue dipped 6.5% to €2.3 billion (including parts and accessories).
Outlook for the remainder of 2025: stabilisation and cautious hope
Looking ahead, 53% of surveyed businesses expect stable turnover compared to 2024. Brands and distributors remain cautious following a strong start to the year, while retailers are slightly more optimistic—likely due to the time lag between production and final consumer sales. AMBE suggests businesses remain prudent but ready to capitalise on a potential recovery in the latter half of 2025.
Inventory and profitability pressures
Stock levels are gradually normalising, with 56% of brands and distributors reporting reductions relative to turnover, thanks to promotions and better stock control. However, half of retailers report maintaining stock at 2024 levels.
Profit margins remain under pressure:
Suppliers have adjusted margins to clear inventory.
Retailerssaw a slight margin recovery during the first half of 2025.
AMBE’s growing role
AMBE now counts 60 full members and 45 associate members. Freire commented on the association’s evolving influence:
“We are experiencing healthy growth, not that we are hunting growth, but we are seen as becoming more relevant. We have a very united membership, with everybody contributing to pushing the sector forward together.”
AMBE’s key priorities include:
Enhanced data reporting.
Policy and fiscal advocacy.
Promoting vocational training.
Freire concluded:
“Vocational training is so important, as to support the needs of a growing industry, you need training for the sustainability of the industry. So I think it is very important that the Ministry of Education recognises this and supports it fiscally.”
Sea Otter Europe: a key industry touchpoint
AMBE presented its findings at the event held in Girona, Spain. With nearly 74,000 visitors, over 500 exhibiting brands and a strong B2B presence via Sea Otter Connect and the Euro Mobility Festival, this year’s ninth edition was the biggest yet.