Tag Archive: Netherlands

  1. Dutch university predicts 2050 mobility scenarios

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    Source: Fietsberaad

    Researchers and experts from TU Delft have presented a new report, Mobility Futures, outlining four potential Dutch mobility scenarios for 2050. The study aims to guide government, industry, and research institutions in making informed decisions about sustainable transportation systems.

    Developed by a multidisciplinary team of 18 researchers, known as the Mobilisers, the scenarios provide a strategic framework for addressing the complex challenges associated with mobility. The findings were presented on 16 January 2025, as part of the Technical University of Delft’s 183rd anniversary celebrations.

    Mobility as a ‘wicked problem’

    The report highlights the intricate trade-offs involved in shaping future mobility systems. Deborah Nas, coordinator of the Mobilisers and professor of Strategic Design for Technology-Based Innovation, described mobility as a “wicked problem”, where solving one issue often creates new challenges.

    “When thinking about a better and more sustainable mobility system, complex dilemmas arise in which we inevitably have to compromise on some goals,” says Deborah Nas, the Mobilisers coordinator and professor of Strategic Design for Technology-Based Innovation . “That is why I call mobility a wicked problem: an attempt to tackle one aspect almost always exposes new problems. Our strategic future exploration with the four scenarios helps to make better-informed decisions for the future.”

    The four mobility scenarios

    The Mobility Futures report categorizes its 2050 mobility projections along two key dimensions:

    • The level of government intervention
    • Societal attitudes towards technology

    Each scenario explores its impact on various aspects of mobility, including active mobility, public transport, automated vehicles, logistics, aviation, and data-driven solutions. Below is a summary of how active mobility (walking, cycling, and micromobility) would evolve under each scenario:

    1.Innovation Fast Track (Market-driven, technology-embracing society)

    • Rapid adoption of micromobility solutions for both passenger transport and parcel delivery
    • Compact urban planning and car-free zones encouraged
    • Regulations ensure environmental sustainability and pedestrian-friendly design

    2.Hyperconnected Systems (Strong government intervention, technology-embracing society)

    • Significant public investment in pedestrian and cycling infrastructure
    • Data-driven solutions to enhance safety and optimize travel conditions
    • Sustainable transport behaviour promoted through government initiatives

    3.Sustainable Slowdown (Strong government intervention, cautious approach to technology)

    4.Mobility Patchwork (Minimal government intervention, society sceptical of new technology)

    • Cities structured around the 15-minute city concept, prioritizing local travel
    • Travel budgets allocated to citizens to limit excessive travel and emissions
    • Community-managed shared mobility programs, such as neighbourhood-run bike pools

    4.Mobility Patchwork (Minimal government intervention, society sceptical of new technology)

    • Uncoordinated and inefficient mobility landscape
    • High availability of micromobility options, but unequal access due to lack of government oversight
    • Limited efforts to improve infrastructure, with focus only on ensuring basic accessibility

    Future implications

    The report emphasizes that future mobility strategies must balance innovation, regulation, and accessibility to create efficient, inclusive, and environmentally sustainable transport systems.

    The full Mobility Futures report can be accessed here.

  2. Research study questions the need for separate legislation on fat bikes

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    Source: Fietsberaad

    A recent study conducted by consultancy DTV, commissioned by the the Dutch Ministry of Infrastructure and Water Management, has concluded that creating a separate vehicle category for fat bikes would be ineffective and impractical. The findings suggest that fat bikes do not warrant distinct legislation, as their defining features are either easy to bypass, not significantly different from electric bicycles, or actually contribute to improved safety.

    The report, titled Fatbikes as a Separate Vehicle Category, was shared with the House of Representatives on 15 January by Minister Barry Madlener. The study was prompted by a motion passed on 11 September advocating for a minimum age and helmet requirement for fat bike riders.

    Challenges in defining a Fat Bike category

    DTV’s research examined whether it would be feasible to legislate fat bikes separately or impose specific regulations on them. To explore this, the consultancy engaged with key stakeholders, including BOVAG, RAI Vereniging, the Cyclists’ Union, the Inspectorate for the Environment and Transport, RDW, SWOV, TNO, the police, and fat bike manufacturers Brekr and Phatfour, both of whom are part of the Safe Fatbikes Covenant.

    One of the primary characteristics considered was tyre width, as fat bikes typically feature wider tyres than standard electric bicycles. However, DTV found that this characteristic could easily be circumvented by manufacturers simply reducing tyre width by 1 mm, rendering any legal distinction meaningless. Additionally, wider tyres were determined to enhance stability and safety, making it illogical to impose stricter regulations based on this feature.

    “For almost all other characteristics of the fat bike, the traffic safety arguments for stricter rules are also lacking, that stricter rules would also affect other bicycles, or that they are easy to circumvent,” stated Hans Godefrooij, a bicycle and safety expert at DTV and lead researcher.

    Identifying the core problem

    The study also questioned whether fat bikes themselves are the source of road safety concerns. According to Godefrooij, many traffic incidents involving bicycles are being wrongly classified as a “fat bike problem,” when in reality, they stem from broader road safety issues that are not specific to fat bikes.

    “Many of road safety problems are now lumped as a “fatbike problem”, while in principle they have nothing to do with the type of bike. Only when we agree with each other exactly what problem we want to solve can we see which measures can best be taken.” adds Godefrooij.

    Need for improved enforcement

    Rather than introducing new fat bike-specific rules, the report highlights the importance of better enforcement of existing laws, particularly regarding tuned electric bicycles, which are already prohibited under Dutch law and classified as unapproved mopeds.

    DTV recommends further data collection on bicycle accidents to analyse risk differences between various bike types, usage patterns, and user demographics. This approach would allow policymakers to make evidence-based decisions on whether additional regulations are needed and, if so, which types of vehicles or users should be targeted.

    Conclusion

    The study ultimately concludes that separating fat bikes into their own legal category would be a misguided approach. Instead, enforcing existing laws and gathering more data on bicycle accidents would be more effective in improving road safety.

    The findings are expected to inform future policy discussions on micromobility regulations in the Netherlands, as the government seeks to balance safety concerns with sustainable urban transport solutions.

  3. Authorities seized 10,500 illegal fat bikes in the Netherlands last year

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    Source: Nieuwsfiets

    The Dutch Public Prosecution Service in the Hague has reported the confiscation of approximately 10,500 illegal fat bikes in 2024, as part of an ongoing crackdown on non-compliant electric bicycles.

    The seized vehicles are currently stored at one of ten designated police storage facilities. In addition to the increase in confiscations, the number of fines issued to individuals operating illegal fat bikes has doubled. To address the growing concerns surrounding these vehicles, law enforcement acquired nearly 250 roller test benches in late 2023. Since these tools were put into operation in the summer of 2024, the number of inspections has risen significantly. Thousands of fat bike owners have been subjected to checks across major Dutch cities such as Amsterdam, Eindhoven, Rotterdam, The Hague, and Utrecht. Inspections have also been conducted in smaller municipalities, including Apeldoorn, Delft, Ede, Goes, Leiden, Haarlem, and Veenendaal.

    Increased penalties for violations

    In the Netherlands, individuals found operating illegal fat bikes or e-bikes face a fine of €310. This penalty applies to bicycles equipped with a throttle, those capable of exceeding speeds of 25 km/h, or those with a motor exceeding 250 watts. Repeat offenders risk having their vehicles confiscated.

    According to police reports, the number of fines issued for non-compliant e-bikes has doubled over the past three years, with violations now numbering in the thousands. Additionally, in the summer of 2024, the Human Environment and Transport Inspectorate (ILT) seized 16,500 unauthorized Chinese fat bikes, particularly in the Port of Rotterdam.

    Authorities continue to monitor and enforce regulations to ensure compliance with safety standards and prevent the use of illegal fat bikes on public roads.

  4. Advanced e-bike boosts regional fire services in the Netherlands

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    Source: Nieuwsfiets

    Speed pedelecs from LEVA-EU member Klever have been introduced to help the fire brigades in the municipality of Houten, Netherlands.

    Aimed at enhancing efficiency and sustainability, the 26 Klever speed-pedelec e-bikes are supplied by local retailer Bikestore Houten, to provide firefighters with speedy, environmentally friendly transportation when responding to emergencies.

    The selected model Klever N Pinion 45 is equipped to travel with speeds of up to 45 km/h, making it an ideal solution for reducing response times. Outfitted with the iconic fire service logos, the bikes were officially deployed to users on January 22. By adopting these vehicles, Houten underscores its commitment to sustainability while simultaneously reducing the reliance on cars for short-distance travel.

    Features that prioritize safety and performance

    According to Dominique Berendse, co-owner of Bikestore Houten, the Klever speed pedelecs were chosen for their reliability and advanced features. “Klever speed pedelecs are among the most reliable models on the market. The bikes are equipped with unique safety features, such as powerful lighting, brake lights and direction indicators that can be easily operated with the thumb from the steering wheel. This makes the bikes safe and easily visible, even in dark conditions. The chosen model N Pinion 45 has belt drive with a sow. Pinion gearbox.”

    The N Pinion 45 model features a belt drive system paired with a robust Pinion gearbox, ensuring durability and low maintenance. The collaboration with Bikestore Houten extends beyond the purchase; the retailer has committed to providing ongoing maintenance and fast repair services to ensure the pedelecs remain in optimal condition.

    A sustainable solution for quick response

    By integrating speed pedelecs into its fire services, Houten sets an example for other municipalities seeking innovative mobility solutions. These e-bikes offer a dual advantage: reducing environmental impact by cutting down on car usage and enabling volunteers to reach the fire station quickly when called upon.

    With this forward-thinking approach, the municipality of Houten reinforces its dedication to both environmental responsibility and operational efficiency. The delivery of the speed pedelecs marks an encouraging chapter in integrating sustainable technology into public safety.

    The full Nieuwsfiets article can be accessed here.

  5. Dutch government extends electric cargo bikes subsidies with new requirements for 2025

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    Source: Nieuwsfiets

    The Dutch government has renewed its Environmental Investment Deduction (MIA) and Random Depreciation of Environmental Investment (Vamil) schemes for 2025, adjusting eligibility criteria to promote the use of electric cargo bikes, including those equipped with solar panels.

    Effective from 30 December 2024, the changes introduce a weight-based requirement for eligible cargo bikes and expand support for solar-powered cargo bikes, reflecting the government’s ongoing commitment to sustainable urban transport solutions.

    Key adjustments to the MIA and Vamil schemes

    Previously, a minimum investment amount of €4,000 was required to qualify for subsidies. Under the updated rules, this requirement has been replaced by a minimum unladen weight of 75 kg for eligible cargo bikes. Additionally, a new category (A3120) has been introduced to cover cargo bikes with integrated solar panels.

    These updated incentives are expected to make electric cargo bikes more accessible to businesses and individuals, particularly in urban logistics, where cargo bikes are increasingly used to reduce emissions and ease traffic congestion.

    Understanding the MIA and Vamil incentives

    The MIA allows businesses to deduct a percentage of their investment in environmentally friendly assets from their taxable profit. Depending on the type of cargo bike, companies can deduct up to 45% of the investment amount.

    Meanwhile, the Vamil scheme provides businesses with flexibility in depreciating 75% of their investment at any time, allowing them to reduce their taxable profit when it is most financially advantageous. The remaining 25% is depreciated under standard rules.

    Both MIA and Vamil schemes can be used together, providing significant tax benefits for businesses investing in sustainable mobility solutions.

    New requirements for solar-powered cargo bikes

    Cargo bikes equipped with solar panels are now eligible for higher MIA deductions under the F3120 category, provided they meet certain criteria. The solar panels must be permanently integrated into the bike and capable of producing a minimum total output of 400 Watt peak.

    These higher deductions reflect the government’s focus on promoting innovative, energy-efficient transport solutions that reduce the carbon footprint of urban logistics.

    Additional local incentives

    In addition to national subsidies, regional and local incentive schemes are available in areas such as Overijssel, Amsterdam, and Maastricht, further encouraging the adoption of cargo bikes across the country.

    Growing popularity of cargo bikes in the Netherlands

    The popularity of cargo bikes is steadily increasing in the Netherlands, with nearly 400 businesses and organisations already using them, according to Fietsdiensten.nl. Companies are leveraging cargo bikes to improve last-mile delivery, reduce emissions, and avoid urban congestion charges.

    These renewed subsidies are expected to further boost the adoption of sustainable transport solutions, helping businesses transition to low-emission alternatives in urban areas while benefiting from tax advantages provided by the MIA and Vamil schemes.

    More information about the MIA and Vamil schemes can be found here.

  6. Netherlands report shows astonishing trends in the search for speedy fat bikes.

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    Source: Nieuwsfiets.nu

    The Fatbike Market Monitor 2024 published by Marktdata.nl confirms, once again, that consumers in the Netherlands are searching online en masse for fat bikes with too much motor power, too high a maximum speed, and with a throttle and tuning capacity.

    The report further shows that consumers are increasingly ordering fat bikes directly from China, which do not always meet European safety standards. This, combined with an increasing number of accidents involving fat bikes, seems to inevitably prompt the adoption of measures. Marktdata.nl has analyzed the online search volume for fat bikes over the past four years with regard to the power of the pedal assist motor.

    A significant 61% of individuals are in search of fat bikes capable of reaching speeds of 45 km/h, while 26% prefer those that can hit 50 km/h.

    “Of all searches that have searched for a fat bike with a specific motor power, more than 60% relate to a 750W motor. Another almost a quarter of the search volume relates to a 1,000W motor. Barely 10% of the searches meet the maximum power allowed of 250W,” market researcher Han van Es highlights. “With regard to the search behavior for a fat bike with a certain maximum speed, the analyses can also be called shocking. 61% of searches for a fat bike with a certain maximum speed relate to 45 km/h. In second place is the maximum speed of 50 km/h with a share of 26%.”

    Van Es suggests that there is a glimmer of optimism. Marktdata.nl has employed smart extrapolation techniques to create a projection for the upcoming year. “In addition, the search volume of fat bikes with a maximum speed of 25 km/h has both the strongest relative growth and the strongest relative growth acceleration,” Van Es continues.

    Over 150,000 fat bikes

    According to the Fatbike Market Monitor 2024 f, the term “throttle” related to fat bikes has been searched on Google in the Netherlands over 1,900 times monthly on average over the last four years. Meanwhile, the term “tuning” garnered an average of more than 1,200 searches each month. “The exact number of fat bikes in the Netherlands is not clear, but their popularity is increasing rapidly, especially among young people. The growth is partly driven by the ease with which fat bikes can be tuned, which can lead to higher speeds and therefore an increased risk of accidents,” says Van Es. “VeiligheidNL [The Dutch Consumer Safety Institute] and other organizations are seeing a sharp increase in the number of accidents involving fat bikes. It remains difficult to find out exact figures, partly due to a lack of registration and control. We estimate the number of fat bikes in the Netherlands to be at least more than 150,000 units.”

    AliExpress ranks as one of the top searched brands and companies in the fat bike market.

    Van Es highlights the dangers associated with low-cost models, frequently imported from China, which may not consistently adhere to European safety regulations. “The regulations and enforcement surrounding fat bikes are still in their infancy, which makes it difficult to paint a complete picture of the total amount in the Netherlands,” says Van Es. “While other types of bicycles in the Netherlands are usually searched for by the well-known brands and Dutch purchasing channels, Marktdata.nl notes that, in the online search behaviour of consumers, numerous Chinese and other Asian parties that supply directly play a significant role.”

    Consider not only Chinese brands like the Ouxi V8 but also sales platforms like AliExpress and Alibaba. This year, AliExpress ranks as the eighth most searched brand and company in the fat bike market, while the Ouxi V8 holds the top spot.

    The Fatbike Market Monitor 2024 is a 35-page research report in A4 format, which provides insight into the orientation and interest of Dutch consumers with regard to fat bikes and their developments over the past four years. With the help of big data from the Google search engine, the market in terms of providers and brands has also been mapped. In addition, the report provides expected trends and developments for the coming year using intelligent extrapolation. Find out more here.

  7. Bicycle use in the Netherlands continues to rise according to Key Mobility Figures 2024

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    Source: Fietsberaad Crow

    In 2023, the Dutch traveled approximately 187 billion kilometers within their own country, an increase from 2022 but still 8% below pre-pandemic levels. However, the number of kilometers traveled by bike or on foot has grown since 2019 and is expected to continue rising. These findings come from the biennial Key Mobility Figures 2024 report by the Knowledge Institute for Mobility Policy (KiM).

    Cycling accounted for 17.9 billion kilometres in 2023, about 1% more than in 2019 and 5% more than in 2022, making up roughly 10% of total kilometres traveled. On average, individuals cycled slightly less than in 2019, with per-person distances dropping from 1,090km annually to 1,065km in 2023. Electric bicycles now represent 38% of all cycling kilometres, a significant rise from just 6% a decade ago. While e-bikes have partially replaced traditional bicycles, the total distance traveled on regular bikes still grew by 2% between 2022 and 2023.

    Future Trends

    KiM projects that by 2029, bicycle use will increase by 11% compared to 2023. The use of electric bicycles is expected to grow by 40%, while distances covered on regular bicycles may decline by 7%. The report also highlights the growing diversity of electrically assisted or motorized two-wheelers on the road, some of which blur the classification between bicycles and other vehicle types.

    Walking and Remote Work

    The Dutch traveled 8% more kilometres in 2023 than in 2022, but 8% fewer than in 2019. Despite the reduction in total kilometres, travel time remained comparable to 2019, largely due to a 33% increase in walking distances since 2019. The decline in overall travel is primarily attributed to a rise in remote working.

    About Key Mobility Figures

    The Key Mobility Figures 2024 report provides a 10-year retrospective and a five-year outlook on mobility trends, including data on travel distances, travel time, accessibility, traffic safety, and the living environment. Published every two years in even years, the report complements the more comprehensive Mobility Image report released in odd years.

    Click here to read the full report.

  8. Dutch study reveals increasing risk of cycling traffic accidents in its cities

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    Source: Nieuws Fietsberaad

    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.

  9. Increasing popularity sees 453,219 e-bikes sold in the Netherlands in 2023

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    Source: Nieuws Fiets

    Rising popularity of electrified two-wheelers in the Netherlands continues.

    The number of bicycles, mopeds, and motorcycles in the Netherlands is steadily increasing. With a fleet totalling 26.2 million two-wheelers, the Dutch population increasingly views these vehicles as practical and affordable transport solutions.

    The number of bicycles has grown from 22.3 to 24.1 million since 2010, with bicycle use also rising significantly. In 2023, people in the Netherlands cycled a collective total of 19.1 billion kilometres, an average of 1,065 km per person. Ten years ago, this was 902 km per person. The rise in kilometres travelled is linked to the growing use of electric bicycles, which allow people to cover greater distances. These figures are drawn from the latest edition of ‘Mobility in Figures Two-Wheelers 2024,’ published by the RAI Association and BOVAG.

    Strong demand for e-bikes keeps 2023 sales stable

    Of the 804,101 new bicycles purchased last year, 56% were e-bikes, with 453,219 units sold. The increased share of e-bikes raised the average purchase price in 2023 to €1,815, a two percent increase over 2022. The high demand for e-bikes and their elevated average price maintained overall turnover in the bicycle market in 2023, even though the number of bicycles sold dropped slightly by six percent. Notably, the Netherlands, alongside Germany and France, leads the European e-bike sales market.

    Decline in moped sales as motorcycle popularity soars

    The introduction of the helmet requirement for moped riders in 2023 clearly impacted sales, leading to a decline. However, electrification within the moped and scooter market has continued to accelerate, with nearly 35,000 new mopeds and scooters sold in 2023, 42.4% of which were fully electric.

    Motorcycle sales reached a new peak, growing by 13% to 17,472 machines – the highest level since 2000. The 800,000th motorcycle was registered in 2023, marking a record high for the Dutch motorcycle fleet. Motorcycling is especially gaining traction among younger people, with a 30% increase in new motorcycle sales in the 18-25 age group. This popularity is further reflected in the growing number of motorcycle licenses obtained, particularly within the youngest age bracket (18 to 20 years).

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