Tag Archive: Netherlands

  1. Dutch employees are expected to cycle commute more frequently in 2026

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    Source: Nieuwsfiets

    Cycling is projected to become an even more prominent mode of commuting for Dutch employees this year, building on trends observed throughout 2025, according to research by mobility specialist Shuttel. The study, which analysed data from over 250,000 employees across more than 100 organisations in the Netherlands, highlights the growing adoption of e-bikes and increased office attendance as key drivers.

    Cycling remains stable despite weather

    Shuttel’s analysis shows that cycling in 2025 remained remarkably consistent throughout the year, even during periods of adverse weather. Unlike previous years, when poor conditions limited cycling activity, employees continued to use bicycles for commuting. “Even in the first and fourth quarters, when the weather can often be bad, we simply hopped on our bikes,” said Bart Horstman, mobility specialist at Shuttel. “This proves that cycling has become a permanent fixture in our commute and is no longer a ‘good-weather solution.’”

    The majority of cycling kilometres were recorded in and around the four largest cities: Amsterdam, The Hague, Rotterdam, and Utrecht. Approximately 90 per cent of commuting kilometres were covered using personal bicycles. Shared bikes played a more limited role but proved effective for short trips and last-mile journeys of less than one kilometre. Data suggests that the most practical commuting distance for employees is around three kilometres one way.

    Increased office attendance boosts cycling

    A rise in office attendance also contributed to higher cycling rates in 2025. Employees spent an average of half a day more per week at the office compared to 2024. Attendance was highest on Tuesdays and Thursdays, with 75 percent of employees present, followed by 66 percent on Mondays and Wednesdays, and roughly half of employees in the office on Fridays.

    E-Bikes cement cycling as a key commuting choice

    Shuttel predicts that cycling will remain popular in 2026, driven by e-bikes and more frequent office visits. Employers are also expected to place greater emphasis on managing mobility costs. “They want to gain more control over their employees’ mobility expenses. Employers also want to make informed choices about things like company cars, public transport allowances, and bicycle allowances,” Horstman said.

    Horstman further advocates for making cycling more tax-efficient for both employers and employees, noting that such measures could encourage workers to cycle even more often, reinforcing cycling as a sustainable and long-term commuting option.

  2. KiM forecasts continued growth in e-bike usage across the Netherlands

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    Source: Fietsberaad

    The use of electric bicycles in the Netherlands is expected to continue rising significantly, with e-bikes projected to account for more than half of all cycling kilometres by 2030. This forecast is presented in the Mobility Report 2025, published at the end of November by the Knowledge Institute for Mobility Policy (KiM).

    According to the report, the share of e-bikes in total cycling kilometres has increased from 8% in 2014 to 38% in 2023. Based on current policy measures, KiM anticipates this share will grow by a further 40% by 2030, reaching approximately 42.5% of all bicycle use within the next five years, and will continue to increase after.

    In 2023, Dutch residents cycled a total of 17.9 billion kilometres domestically, representing a 7% increase compared with 2014. On average, individuals cycled 1,065 kilometres per year, a figure that has remained largely stable over the past decade. Within this overall stability, there has been a clear shift from conventional bicycles to e-bikes, with average annual e-bike use per person rising from 115 kilometres in 2014 to 405 kilometres in 2023, while kilometres travelled on regular bicycles declined from 950 to 660 over the same period.

    The role of e-bikes in longer trips

    E-bikes are also associated with longer trips. In 2023, the average journey length was 3.2 kilometres by regular bicycle, compared with 5.2 kilometres by e-bike. The difference was most prominent for education-related travel, where e-bike trips averaged 6.7 kilometres, more than twice the distance of trips made on conventional bicycles.

    Cycling popularity by region, and its role in providing job accessibility

    Geographically, Leiden recorded the highest bicycle modal share among the 24 largest Dutch municipalities, with cycling accounting for 50% of all trips. Among the four largest cities, Utrecht ranked highest, with more than 40% of trips made by bicycle. The highest shares of e-bike use were observed in Enschede (12%) and Zwolle (11%).

    The report also notes improvements in job accessibility by bicycle. Since 2018, access to jobs by bicycle has increased by 13%, outperforming growth in accessibility by car and public transport. KiM expects these trends to continue, reinforcing the bicycle’s growing role in the Dutch mobility system, especially the e-bike.

    The full Mobility Report 2025 is available via KiM.

  3. E-bike use in the Netherlands has increased in all age groups over the past decade

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    Source: Fietsberaad

    A decade-long analysis by SWOV (Institue for Road Safety Research), based on data from the Lifelines cohort study, reveals a transformation in the Netherlands’ electric and non-electric cycling landscape: older adults are cycling more frequently and for longer durations, while younger generations are riding less. Included in this development is the rise in electric bicycle use, which has become a driving factor in keeping older populations mobile and active.

    Between 2014 and 2023, cycling time among older adults (ages 66–89) rose from an average of 267 to 323 minutes per week. Adults aged 30–65 also increased their weekly cycling time—from 150 to 172 minutes. In contrast, young adults (18–29) cycled less than before, with weekly averages declining from 136 to 130 minutes. The share of young people who cycle at all also dropped notably, from 75% to 68%.

    The study, commissioned by the provinces of Friesland, Groningen, and Drenthe and supported by Tour de Force, analysed sociodemographic and health characteristics of cyclists using data from over 160,000 participants in the Lifelines cohort study. This research initiative, launched by the University of Groningen and the University Medical Center Groningen, tracks long-term health and lifestyle patterns in the northern provinces.

    The rise of the electric bike

    The most significant trend underpinning the demographic shift is the rapid adoption of electric bicycles. In the past decade, the share of e-bike users has surged across all age groups, with 14% of young adults, 25% of adults, and 40% of older adults now riding e-bikes.

    The data suggests that increased cycling among older and middle-aged adults is closely linked to e-bike use. Riders who expanded their cycling activity between 2019 and 2023 were more likely to do so on an electric bicycle than on a conventional one.

    E-bike users tend to be women and often report more health issues than regular cyclists, including chronic conditions. Yet, the technology allows them to maintain active mobility. According to SWOV, the overall health profile of cyclists has declined slightly over the past decade—not because individuals have become less healthy, but because the cycling population now includes a larger share of older adults.

    Implications for road safety

    This shift in the cycling demographic brings both opportunities and challenges. While e-bikes enable older riders to remain active and independent, the aging cycling population may also elevate safety risks. Elderly cyclists are more physically vulnerable in the event of crashes, and currently, nearly half of all fatal or serious cycling injuries involve individuals aged 70 and older.

    Although SWOV reports that the risk per kilometre cycled has not increased, the total number of casualties is expected to rise as older cyclists make up a greater share of total riders. Whether e-bike use contributes to this trend remains uncertain and is the subject of ongoing research. Investigators aim to determine if factors such as health status or diminished cycling skills may influence crash likelihood among older electric cyclists.

    Looking ahead

    SWOV’s findings, published in the report “Socio-demographic and health characteristics of cyclists from the Lifelines cohort study 2014–2023,” emphasise the importance of adapting road safety strategies to an evolving cycling population. The researchers stress that tailored interventions—such as infrastructure design, e-bike training programs, and health-informed mobility policies will be key to ensuring that the benefits of the e-bike revolution are matched by safe, sustainable cycling conditions for all age groups.

  4. Speed pedelec growth rate slows in the Netherlands

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    Source: Fietsberaad

    In 2024, the Netherlands saw a 6.5% increase in the number of speed pedelecs, reaching an overall total of 35,400. This is a lower rate than in previous years. Only 3,114 new speed pedelecs were sold during the year, compared to an average of 4,000 in recent years.

    The data is revealed in figures published by Statistics Netherlands (CBS) at the end of August, based on data recorded during 2024, with other geographic and demographic detail also revealed.

    Age trends

    The average age of speed pedelec owners is 53, and half of all owners are 55 or older. This is compared to the share of this age group at the beginning of 2019, which was 40%. Those under 25 own only 176 of the total number of speed pedelecs, and over 90% of speed pedelecs are privately owned.

    Geographic trends

    The municipality of Amsterdam has the most registered speed pedelecs, at 532. In terms of proportion of the population, the municipality of Noordenveld has the highest ratio with 9.6 registrations per thousand residents aged 16 or over. At the other end of the scale, in Kerkrade and Heerlen there are only 0.4 registrations per thousand residents.

    The data published by CBS is derived from the Vehicle Database, and can be viewed here.

  5. Five Dutch cities call to ban LEVs from cycle lanes

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    Source: Dutch News, NL Times

    The five largest cities in the Netherlands have called for the government to allow them to ban the use of e-bikes, e-scooters and other electric vehicles from cycle lanes, arguing that the varying sizes and speeds of electrically powered vehicles on bike paths present a danger to more vulnerable road users.

    In the message written to the parliament’s infrastructure committee by the aldermen of Amsterdam, Rotterdam, The Hague, Utrecht, and Eindhoven, it is stated, “Bike paths must remain safe for all cyclists, not just the biggest, strongest, and fastest.”

    The cities’ aldermen go on to state that current cycle networks are not equipped to deal with e-scooters – the first of which have now been licensed for use in the Netherlands, not without controversy. The city officials express concerns about e-scooters’ safety compared to standard bikes. “Councils must be able to move some vehicles, such as large cargo bikes, to the roads and ban other electric vehicles, such as the e-scooter, on a local basis,” the statement said.

    The five cities have also called for parliament to halt the approval of new LEVs, and to impose a standard 30 kph speed limit in built-up areas. This, they say, will improve safety and create space to shift faster vehicles from the cycle lanes to the road. 

  6. Netherlands minister proposes mandatory helmets for under-18 e-bike riders

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    Source: Nieuwsfiets, Fietsberaad, NL Times

    Netherlands government minister Robert Tieman has proposed a mandatory helmet requirement for under-18s riding e-bikes, with the aim of extending this to all forms of LEVs such as e-scooters. Quality marks for e-bikes and measures to tackle e-bike riding behaviour are also being explored.

    The proposals can be seen as an effort to curb issues the Netherlands is facing regarding young people riding fat bikes, following a conclusion earlier this year that separate legislation for the e-bike category was not feasible.

    Helmet proposal

    Tieman, of the Netherlands Infrastructure and Water Management department, said, “I am very concerned about the fat bike. The latest figures show that by 2024, six times as many young people on e-bikes will have ended up in the emergency room with brain injuries. We all know these stories, and we’ve often been shocked ourselves by a fat biker speeding down the sidewalk or illegally speeding on the bike path. I believe it’s important to intervene in this, and I will do so with feasible measures. That’s why I’m pushing for an age-based helmet requirement, a behavioral approach, and a quality mark.”

    The helmet proposal has received endorsement from various directions, including the Dutch road safety organisation, Veilig Verkeer Netherlands (VVN), police union ACP, the Dutch Association of Emergency Physicians (NVSHA), the Association of Dutch Municipalities, and the Aldermen with responsibility for traffic and mobility in Amsterdam and The Hague. Yara Basta, chair of NVSHA, said, “Schoolchildren do not yet have enough traffic awareness to safely ride at e-bike speeds,” and indicated that early helmet use could lead to continued use into adulthood, helping to increase safety and reduce healthcare costs.

    Additional measures

    A behavioural approach to tackling nuisance caused by e-bikes is also being investigated, by looking into the driving factors behind problematic behaviour, and exploring effective measures to manage or eliminate the behaviour.

    The Ministry is also actively supportive of the sector’s current development of an e-bike quality mark, which will provide consumers, law enforcement bodies and manufacturers with greater clarity about which bicycles are safe.

    The draft regulations regarding mandatory helmet use are expected to be finalised in the autumn of 2026.

  7. Research on making the Netherlands’ busy cycle routes safer

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    Source: CROW Fietsberaad

    Engineering consultancy Sweco has conducted an analysis of the safety of busy cycle routes in the Netherlands, focusing on cycle routes with more than 150 cyclists per day on cycle paths and roads with a speed limit of 50, 60 or 80 km/h. It finds that there is opportunity to enhance the road safety of all bike and LEV users; with a one-off investment of €2.3 billion, 10,000 traffic injuries and 220 traffic deaths could be prevented over the next thirty years. 

    The research was commissioned by the Netherlands’ Cylists’ Union (Fietsersbond) and construction and infrastructure association Bouwend Nederland, and was presented to the Netherlands’ House of Representatives on June 3, 2025.

    50 km/h roads the highest risk

    The research show that 50 km/h roads in urban areas, without separate cycle lanes, present both the highest risk of accidents, and the highest accident density. The mix of large speed differences, and high numbers of intersections, is at the root. These types of road that have 50 km/h speed limits and mixed traffic – appear most in the municipalities of Rotterdam, The Hague and Amsterdam.

    60 and 80 km/h roads do present a higher risk of accidents, but a much lower accident density, as fewer cyclists use these roads, and the car traffic intensity is lower.

    Cycle paths present the lowest risk of accidents, but do see a high accident density as cycling naturally has a higher intensity.

    Cycle path width

    The research found that the risk of accidents is higher on cycle paths which are narrower than Netherlands’ CROW guidelines, than on wider paths. Sweco summarised the municipalities with cycle paths which are over 1 metre too narrow; Amsterdam has 183 km of narrow paths, followed by Rotterdam with 100 km and Groningen with 60 km.

    How the costs would be allocated

    Sweco broke down how the €2.3 billion investment would be spent, and estimates the cost benefit of implementing the measures at €9 billion, with 10,000 road injuries and 220 road deaths being prevented:

    • €900,000 for downgrading 50 km/h roads which cannot accommodate a separate cycle path to 30 km/h.
    • €800,000 for widening existing cycle path infrastructure
    • €400,000 to create separate cycle paths along suitable 50 km/h roads

    Arno Visser, chairman of Bouwend Nederland, said, “Everyone knows the unpleasant feeling of cycling on a cycle path that is too narrow and cars are whizzing past. That not only feels unpleasant, it is especially unsafe. Especially because of the increased traffic on the road. This research now shows that a financial investment is sensible and also saves lives.”

    The research report can be read here.

  8. E-bike ownership and commuting use expanding across demographics in the Netherlands

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    Source: Fietsberaad

    Electric bicycle use for commuting is increasing across a broader segment of the Dutch population, with differences among age, gender, education, and income groups gradually narrowing.

    This trend is supported by research conducted by Eindhoven University of Technology, based on national travel data collected between 2014 and 2021. While electric bike usage is observed throughout the Netherlands, it is particularly prevalent in rural areas.

    The study analyzed data from the “Survey of Travel in the Netherlands” (OViN) and “Underway in the Netherlands” (ODiN), focusing specifically on commuting trips made with various transport modes, including privately owned pedal-assist electric bicycles.

    Trends in ownership

    The proportion of Dutch households owning an electric bicycle increased steadily between 2014 and 2021, with a noticeable acceleration during the COVID-19 pandemic. E-bike ownership has historically been associated with certain socio-economic characteristics, such as higher income levels and households that also own a car, but these associations have become less pronounced over time. Smaller households continue to show higher rates of e-bike ownership compared to larger households, although this gap is also narrowing.

    Geographic location plays a role in ownership patterns. Residents in rural areas are more likely to own electric bicycles compared to those in urban settings. Factors such as the availability of alternative transport options and greater accessibility in cities may influence this difference. Nonetheless, ownership is on the rise across both urban and rural regions.

    Commuting patterns

    Commuting by e-bike has increased among all age groups. Although the highest usage remains among individuals aged 60 and older, growth is evident among people under 40. This shift may reflect changing perceptions of e-bikes as a suitable commuting option, possibly influenced by the pandemic, which positioned the e-bike as a viable alternative to public transportation.

    Differences in usage based on gender and education persist; women and individuals with higher education levels continue to use e-bikes more frequently, but these disparities are also diminishing. Most commuting trips by e-bike cover distances up to 10 kilometers. Usage is less common for routes with high accessibility, though this is becoming a less significant factor over time.

    Policy implications

    The findings provide insights into the evolving dynamics of e-bike ownership and commuting use, which may support the development of targeted transportation and environmental policies. As e-bikes gain popularity across a wider range of demographic groups, infrastructure developments, such as expanded charging facilities at homes and workplaces, may become increasingly necessary.

    Researchers emphasise that e-bikes should no longer be considered a niche form of transport limited to older adults, higher-income households, or specific education levels. Instead, they are becoming a mainstream commuting option. The study also suggests that initiatives to promote e-bike use may yield more impact in rural areas, where both ownership and usage are currently more prevalent.

    Read the full study here.

  9. E-bikes facilitated stability for the Dutch bicycle market in 2024

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    Source: Nieuwsfiets

    The Dutch cycle market experienced a stable year in 2024, with a slight decline in sales but consistent revenue, largely thanks to e-bikes which continue to dominate in popularity.

    A total of 868,126 new bicycles were sold, reflecting a 7% decrease compared to 2023. However, total industry turnover remained substantial at €1.55 billion, marking a 4% decrease, with an average price per bike of €1,809.

    According to research conducted by the Royal RAI Association and BOVAG, in collaboration with GFK, e-bikes continue to dominate the market and play a crucial role in maintaining sales levels. Over the past decade, the Dutch bicycle market has grown significantly, peaking during the COVID-19 pandemic. Since then, sales have gradually declined due to initial supply chain disruptions and changing consumer behaviour post-pandemic.

    E-bikes account for 72% of total bicycle revenue

    Electric bicycles remain the leading segment within the Dutch market, with 48% of all new bicycles sold in 2024 being e-bikes, and accounting for 72% of total bicycle turnover. While the number of e-bikes sold declined slightly, the average price increased by 5% to €2,719. Fat bikes have also gained popularity, comprising 13% of new sales, with 111,033 units sold in 2024.

    Despite the growing variety of e-bikes, more traditional electric bicycles – commonly used for commuting and recreation – continue to be the foundation of the market in both sales volume and revenue. Additionally, conventional city bikes maintain a significant share, making up 20% of total new sales.

    Price trends and sales distribution

    The average price of a new bicycle rose by 3% in 2024 to €1,809. E-bikes and road bikes remain among the most expensive categories. Two-thirds of all new bicycles are purchased through specialty bike stores, where e-bikes now represent 63% of sales and contribute 82% of total revenue. Meanwhile, alternative distribution channels, such as direct-to-consumer sellers and online platforms, are becoming increasingly prominent. However, online sales of bicycles declined by 7% in 2024, totaling 165,625 units.

    These findings were presented at the 2025 Bicycle Awards, an event designed to highlight innovation within the Dutch bicycle industry.