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.
The University for Sustainable Development Eberswalde (HNEE) has revealed that 58% of its survey respondents favour a complete e-scooter ban, with over 80% expressing the need for tighter rules, particularly for parking and road safety.
The findings highlight growing public dissatisfaction with the impact of e-scooters on urban mobility, particularly in relation to improper parking and safety hazards. While older citizens are the most critical of e-scooters, younger individuals, particularly those aged 18 to 20, are less inclined to support a ban, with only 19% in favor of prohibiting their use.
Safety and parking concerns
The survey results underscore several concerns related to e-scooters, primarily disorganized parking and traffic safety risks. E-scooters are frequently left on sidewalks and cycle paths, obstructing pedestrian movement. Safety concerns have also been amplified by the increasing number of accidents. In 2022 alone, Berlin police recorded 1,144 e-scooter-related accidents—a 41% rise from the previous year. Pedestrians, particularly the elderly, have reported feeling at risk due to reckless riding behavior.
Despite these concerns, 40% of respondents admitted to having used an e-scooter at least once, primarily for short trips as an alternative to walking or public transportation.
Proposed measures and government response
In response to public concerns, the Berlin Senate for Transport has already taken steps to reduce the number of e-scooters operating within the S-Bahn ring, cutting the fleet from 25,000 to 19,000. Plans are also underway to establish designated parking areas to address the issue of disorderly scooter parking.
Berlin Mayor Kai Wegner, however, opposes a complete ban, arguing that e-scooters remain a crucial component of modern urban mobility. Instead, he advocates for stronger regulations, including possible speed limits and increased fines for misuse.
The Citizens’ Advisory Council has also proposed an awareness campaign to educate users on responsible scooter use. Additionally, a public forum is being planned to discuss the survey findings and explore further solutions for improving urban traffic flow.
As Berlin continues to grapple with the challenges posed by e-scooters, authorities are expected to balance public safety concerns with the need for sustainable transportation options. The coming months will likely see further policy adjustments aimed at regulating e-scooter usage while maintaining their role in the city’s evolving mobility landscape.
E-bikes have solidified their position as a key part of modern mobility in Germany, with significant growth in usage and notable contributions to sustainability in 2024.
A comprehensive report released by IoT Venture GmbH analyses the latest trends, environmental impacts, and challenges associated with e-bike usage across the country.
Surge in e-bike usage
The report shows an increase in e-bike activity in 2024, particularly during the third quarter of the year. Based on data from over 100,000 GPS trackers, the majority of e-bike trips were recorded on weekdays, especially from Tuesday to Thursday, with the average ride lasting 19 minutes. Weekend rides tended to be slightly longer. Even in colder months, e-bike use remained resilient, with over two million kilometres ridden in the fourth quarter alone.
Findings also revealed that some e-bikes were in near-constant use throughout the year. Among the six most-used e-bikes, each were operated on 357 or more days in 2024, reflecting their integral role in daily mobility.
Sustainability achievements
E-bikes continue to demonstrate their potential as a sustainable alternative to traditional vehicles that require fossil fuels for transportation. On average, e-bike trips in 2024 saved 399 grams of carbon dioxide per journey, culminating in 963 tons of CO2 reductions among the most active users. To put this into perspective, a car produces approximately two tonnes of CO2 annually over 15,000 kilometers. The CO2 saved by e-bike users in 2024 is equivalent to avoiding over 481 years of car emissions.
Regional trends and theft concerns
Urban centres remain at the forefront of e-bike adoption. Frankfurt, Cologne, and Berlin led in terms of trips per capita, with Hamburg and Munich following closely behind. However, theft remains a pressing issue, particularly in large cities which account for 82% of reported cases. Smaller towns and rural areas reported significantly lower theft rates, at just 1.4% and 2%, respectively.
The report also highlights peak theft times, with most incidents occurring in the early morning around 7 a.m. or during the afternoon between 1 p.m. and 3 p.m. The third and fourth quarters of the year recorded the highest theft rates.
Maintenance and repairs
E-bike maintenance also saw seasonal trends, with a decline in repairs early in the year followed by an increase towards year-end. This suggests that consistent upkeep remains crucial for ensuring reliable e-bike performance.
As e-bikes continue to gain traction across Germany, their role in fostering sustainable transportation and reducing carbon emissions is becoming increasingly evident. However, challenges such as theft require ongoing attention to ensure the continued growth and safety of e-bike usage.
For further details, the full IoT Venture report can be accessed online.
Future Mobility Lab of the University of St. Gallen, Germany, investigates workplace mobility transitions in 2024/2025 research project.
The Future Mobility Lab, part of the University of St. Gallen’s Institute for Mobility, is conducting a research project in 2024/2025 to explore how workplace mobility behaviour can be successfully transformed. A preliminary report from the study has now been published.
Corporate bike fleets on the rise
Corporate bikes are becoming increasingly popular. A representative sample of socially insured employees in Germany was surveyed to assess how likely employers are to offer various mobility options. Scenarios included e-car leasing, company bike leasing, the Germany Ticket, car-sharing, micro-mobility sharing, and mobility budgets. Notably, 95% of employees surveyed in Germany stated their employer offers the option to work remotely.
The study revealed that 76% of employees occasionally or frequently combine their commute with other errands. This highlights the rising relevance of e-cargo bikes. Flexibility and time efficiency emerged as the top factors influencing employees’ choice of transportation for commuting. Additionally, over 55% of respondents emphasised the importance of sustainability in mobility options.
E-bike ranks second among preferred benefits
“The majority of results speak in favour of company bikes as a commuting vehicle. As a partner of the Future Mobility Lab, it is extremely important for us to use scientific findings, like those in the current study, to further develop our mobility strategy and provide tailored solutions to our customers. Particularly in urban areas, where about 43% of the surveyed companies are based, the potential of high-quality company bikes remains largely untapped,” said Fabian Kral, CSO of Company Bike. Since 2012, Company Bike has been helping businesses transition to flexible mobility solutions through corporate bikes.
Interestingly, when asked about their preferred workplace benefits, employees ranked e-bikes second only to additional paid vacation days.
High demand for company bike leasing
From the employers’ perspective, 618 organisations in the Future Mobility Lab’s network participated in the study through a convenience sampling approach. Respondents included fleet, mobility, and HR managers who shared insights into their mobility strategies.
The study found that 59% of employers have made changes to their mobility offerings in the past three years. Key updates included introducing company bike leasing (77%), electrifying vehicle fleets (72%), expanding remote work options (62%), and offering the Germany Ticket (52%).
The full pre-report, which includes data from Germany and Switzerland, is now available. The comprehensive findings of the study, Reimagining Workplace Mobility, will be published in Spring 2025, following an in-depth analysis of employer practices over several months.
Comments Off on CARLA CARGO shares details on e-cargo subsidy in Germany
Brand outlines BAFA discount details for German businesses and public entities
On October 1 2024, the German government’s Federal Office of Economics and Export Control (BAFA) announced that it is again offering financial assistance for electric cargo bike purchases. CARLA CARGO has confirmed that this subsidy enables participants to receive a 25% discount, saving up to €3,500 on all eCARLA models, with the option to include non-electric models in conjunction with e-cargo bike orders in a discounted order.
Eligibility
These purchases are exclusive for private companies, corporations, and public entities (such as universities) and must be used for transporting loads such as materials, goods etc.
Funding details
The BAFA discount will apply to the following eCARLA models:
A recent report from IoT Venture GmbH highlights the growing popularity of e-bikes in Germany, presenting statistics on usage, CO2 savings, and the ongoing issue of theft.
E-bike usage report
E-bike adoption in Germany continues to surge, with remarkable figures recorded in the third quarter of 2024. According to the report, cyclists covered a total of 2.3 million kilometers during this period, marking a 33% increase compared to the previous quarter, this figure is equivalent to 57 trips around the globe. September 22nd was a standout day, with over 201,000 kilometers traveled by e-bikes across the country.
Key figures and insights
Notably, weekday journeys are typically shorter than those on weekends. Half of the rides during the week are less than 3.81 kilometers, while weekend trips average 4.3 kilometers. E-bike riders also contributed to significant calorie consumption and CO2 reduction, burning an average of 78.5 kilocalories per ride and saving approximately 399 grams of CO2. Over the past three months, e-bike use saved an impressive 2,760 tons of CO2, roughly equivalent to the emissions of a large cruise ship traveling from Barcelona to Oslo.
Tuesdays and Thursdays are the most popular days for e-bike usage, with cities like Berlin, Frankfurt, and Hamburg leading in the number of rides. A heat map of Frankfurt revealed that routes around the exhibition grounds were especially popular during Eurobike.
Challenges of e-bike usage
Despite the positive trends, theft remains a major concern, particularly in large cities. Around 80% of reported e-bike thefts occur in urban areas, with significantly fewer cases in rural regions.
The report’s findings are based on data from over 100,000 GPS trackers, providing a comprehensive view of current e-bike trends and challenges in Germany. As urban mobility evolves, e-bikes are expected to continue playing a vital role in shaping the future of transportation.
An industry survey revealed that the use of cargo bikes in the German logistics sector has high potential and room for growth, particularly in urban areas
Across Germany’s logistics industry, there is a lack of widespread knowledge about the use of cargo bikes, which has become evident from data collected in an online survey conducted as part of the Logistics Barometer Bavaria. The survey was organized by the Logistics Initiative Bavaria and the German Bicycle Logistics Association eV, with analysis provided by the PedeListics team at Nuremberg University of Applied Sciences. In November 2023, more than 100 participants from Bavaria and across Germany, representing various logistics sectors from intralogistics to traditional freight forwarding, participated in the survey.
Untapped potential
The study results reveal that two-thirds of respondents see urban areas as the primary application for cargo bikes, while one-third also see potential in suburban areas. Nearly 90 percent of participants stated that the range of these vehicles extends up to ten kilometers. This suggests that in many cities, cargo bikes could be used to transport goods from the outskirts to city centers or vice versa. Respondents particularly identified potential in last-mile logistics, deliveries to private customers, and personal errands. Furthermore, 24 percent of participants highlighted the relevance of cargo bikes for internal company transport. However, there was less enthusiasm for using cargo bikes for commercial deliveries, procurement trips, or business travel replacements.
Tom Assmann, Chairman of the German Bicycle Logistics Association, commented on the findings, saying: “I am positively surprised. The results clearly show that bicycle logistics is perceived as an established option for delivery in the city and in factory traffic. However, the number of bicycles used is still far behind the potential. What is needed here is a political prioritization of sustainable means of transport, stronger promotion of the ramp-up of vehicles and the development of a safe infrastructure,”
One potential reason for the limited use of cargo bikes is the low level of information available to logistics companies. Only nine percent of respondents felt well-informed about the purchase costs of cargo bikes, and just five percent were knowledgeable about maintenance costs. Awareness was even lower regarding aspects such as possible uses, providers, technology, services, and funding opportunities.
The role of bicycle logistics in driving growth
An increase in bicycle logistics could also boost the Bavarian economy. The state is home to several highly innovative manufacturers of cargo bikes and trailers, which are creating sustainable jobs through family businesses and startups. From Augsburg to Würzburg, medium-sized bicycle logistics companies in various cities are demonstrating how logistics, environmental protection, and fair working conditions can work hand in hand. Additionally, several universities in Bavaria are researching new cargo bike deployment concepts, such as integrating them with public transport or micro-hubs.
To address the information gap around bicycle logistics, the Logistics Congress Bavaria, hosted by the Logistics Initiative Bavaria CNA eV, will be held in Nuremberg on November 21, 2024. The event, organized in collaboration with the German Bicycle Logistics Association eV, will feature lectures and regional exhibitors to raise awareness and promote knowledge in this growing field.
On the topic of “traffic accidents involving these vehicles”, it turns out, public perception of the dangers of electric bicycles does not match the actual dangers. The publication reports that e-biking is safer than many people believe.
There seems to be a tendency in public perception to highlight the dangers without providing a correct statistical classification. Even the most recent analysis of the pedelec accident figures by the Federal Statistical Office (Destatis), a technically neutral, factually based and therefore generally sober presentation, cannot avoid using phrasing such as “the number of pedelec accidents involving personal injury has increased more than tenfold compared to 2014” or “overall, the number of pedelec accidents in Germany has risen sharply in recent years”. It seems strange that the absolute number of accident victims is practically never or only inadequately put into relation with the increasing use.
Would it really be so difficult to also include the estimated mileage? At least the ZIV has made this effort in the past. The association has at least put the mileage covered in relation to the number of accident fatalities up to 2020. While an average of around 290 kilometers per citizen per year were covered by bicycle in 2007, this figure had almost doubled by 2020, a temporary peak in bicycle use. The result was that in 2007, a cyclist was killed in an accident for every 46.4 million kilometers cycled. In 2020, this figure had already risen to almost 98 million kilometers. That would be a remarkable improvement in the situation.
Are e-bikes more dangerous than bicycles?
The wording that Destatis uses when comparing fatal e-bike and fatal bicycle accidents is completely clear: “Pedelec accidents involving personal injury are more likely to be fatal than accidents involving bicycles without an auxiliary motor.” 256 people died in traffic accidents involving non-motorized bicycles in 2023. A further 188 people died in traffic on a Pedelec. The total results in a figure that is, firstly, far too high and, secondly, unfortunately in line with the long-term average. In the years from 2007 to 2020, between 354 cyclists (in 2013) and 462 people (in 2009) died on German roads. An obvious conclusion would therefore be that the infrastructure has not improved significantly. But here too, given the increased use of Pedelecs, it would be appropriate to take mileage into account. At least Destatis seems to have put something into perspective, because when they say that “pedelec accidents involving personal injury are more likely to be fatal,” even though the absolute numbers are lower than for non-motorized bicycles, the number of cyclists who died in accidents was obviously related to something. In fact, the number of deaths was put in relation to every 1,000 registered pedelec accidents. The same thing happened with normal bicycles. As a result, 7.9 riders died per 1,000 pedelec accidents in 2023, while 3.6 people per 1,000 bicycle accidents died. But that is different from putting the fatal accidents in relation to mileage or to the number of bicycles and e-bikes.
Older Pedelec riders have always been at the greatest risk of having an accident with their vehicle. The increasing number of accidents involving e-bikes for children is relatively new.
Two years ago, a study by the insurers’ accident researchers (UDV) based the figures on mileage. The result (described as surprising in many media) at the time: e-bikes are no more dangerous than non-motorized bicycles. It was assumed that e-bikes cover distances that are on average 1.8 times longer than traditional bicycles. Whether this figure is still correct today is debatable (the figures came from the study “Mobility in Germany”, 2017). Even a factor of 1.8 changes everything. “The results showed that adult pedelec riders between the ages of 35 and 74 do not have an increased mileage-related accident risk,” the study says. “In contrast, younger (18 to 34 year olds) and older (over 75 year olds) pedelec riders showed an increased mileage-related risk of being involved in or causing an accident,” report the UDV experts.
Age as a risk factor
The age of cyclists and pedelec riders is therefore actually a greater influencing factor than their vehicle. In the case of pedelecs, it is particularly important to note that users are on average older than non-motorized cyclists: “People who were injured or killed on a pedelec were on average 53 years old, which, despite the falling average age, was older than those who had an accident on a non-motorized bicycle, who were on average 42 years old. Older people are more likely to be seriously or fatally injured in a fall than younger people,” says Destatis.
The falling average age of pedelec users is not just a market success for the industry, but is also reflected in the number of accidents, as Destatis also notes: “What is striking in this context is that the number of people who have died in accidents with a pedelec per 1,000 pedelec accidents involving personal injury has fallen significantly in recent years: in 2014 there were 17.4 fatalities per 1,000 pedelec accidents (compared to 7.9 fatalities in 2023). This is also due, among other things, to the falling age of the accident victims.”
Velobiz concludes that, in the future, the bicycle industry’s task will probably be to point out the relationship to mileage much more clearly, to communicate this and then to have these figures ready to hand. The portrayal of the bicycle as a dangerous form of transport is at least misleading. At the same time, no one can accept that over 400 cyclists are killed in accidents every year. Added to this is the suffering of those who survive but are more or less seriously injured in their accidents. These 70,900 accidents on bicycles and a further 23,658 on pedelecs were not even discussed here. Nor was the car, the main cause of these accidents, discussed. Infrastructure remains the key to the long-term success of the bicycle. The UDV also recommended expanding the bicycle infrastructure as a result of its study.
Insurer Huk-Coburg, in collaboration with YouGov Germany, conducted a representative online survey of 4,101 individuals to assess current mobility behaviours, with a particular focus on e-bikes.
The study revealed that e-bikes continue to perform well, maintaining the bicycle’s position as the second most preferred mode of future transportation. Traditional, non-motorized bicycles, however, have lost popularity since the pandemic.
Bicycle Ranks Second as a Future Mode of Transport
According to the study, approximately one in four Germans considers the bicycle to best meet their future mobility needs, placing it second overall, behind cars but ahead of walking. However, the appeal of conventional bicycles has dropped significantly, with approval ratings decreasing from 26% in 2021 to 16%. In contrast, e-bike approval has remained steady at around 10%, helping to secure cycling’s second-place ranking.
Regional Differences Highlight E-Bike Popularity
The growing importance of e-bikes is particularly evident in North Rhine-Westphalia, where e-bikes are now viewed as a more suitable future transportation option (13%) compared to traditional bicycles (12%). The strongest support for e-bikes is found in Schleswig-Holstein (14%), with notable increases in popularity since 2021 in Hesse (9% to 11%) and Saxony-Anhalt (7% to 9%). However, in the other eastern states, e-bike support is declining, and Berlin remains at the bottom with only 5% approval.
Expert Commentary on the Findings
Dr. Jörg Rheinländer, a board member at Huk-Coburg, commented on the findings: “During the pandemic, the limited use of public transportation significantly boosted the popularity of bicycles. The sustained interest in e-bikes suggests they have attracted new, long-term users. The bicycle’s second-place ranking as a preferred future mode of transport underscores its essential role in a balanced and eco-friendly transportation mix.”
Decline in Interest Among Younger People
The study also indicates that interest in cycling is higher than interest in trains (15%) or trams/suburban trains (12%). However, enthusiasm for non-electric bicycles has notably waned among younger people since the pandemic. For those under 25, the perception of muscle-powered bicycles as the ideal future transport option has dropped sharply from 28% to 11% since 2021. Among those under 40, the rating has halved from 28% to 14%. In comparison, those over 40 have seen a smaller decline from 25% to 16%.
Regional Variations in Cycling Adoption
Regional variations are also significant in both future expectations and current cycling frequency. The northwest shows the highest increase in cycling over the past 12 months, with 21% of Hamburg residents, 20% of Schleswig-Holstein residents, and 18% of Bremen residents cycling more frequently, regardless of electric assistance. These figures exceed the national average of 14%. Conversely, the lowest increases are seen in Saarland (8%), Rhineland-Palatinate (10%), and Saxony (11%), where cycling adoption is about half as common as in the northwest.
