Tag Archive: Netherlands

  1. 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.

  2. 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.

  3. 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.

  4. Perceived quality of cycling infrastructure linked to traveling longer distances

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    Source: Fietsberaad

    A recent study utilizing data from the Mobility Panel Netherlands has established a connection between the perceived quality of cycling infrastructure and the distances people cycle.

    Researchers from Southeast University in China and University College London found that individuals who rate their local cycling infrastructure as higher in quality tend to cycle longer distances over time.

    Study findings

    These findings offer valuable insights for policymakers aiming to promote cycling as a primary mode of transportation.The research, published in the scientific journal Transportation Research Part D in January 2025, analyzed longitudinal data from over 1,200 participants between 2013 and 2016. It examined the causal relationship between individuals’ perceptions of cycling infrastructure, their preference for cycling, and the distances they traveled by bicycle.

    A key finding of the study is that a higher perceived quality of cycling infrastructure corresponds with increased cycling distances one year later. At an individual level, those who view their local cycling network more favorably tend to develop a stronger preference for cycling, leading to greater travel distances by bike. While cycling preferences and distances remain relatively stable over time, perceptions of infrastructure quality appear to be more susceptible to change.

    Policy implications

    These insights provide a basis for urban planners and policymakers to improve cycling infrastructure and enhance public awareness of its benefits. However, researchers caution that the impact of such improvements may take several years to become evident.

    The study also highlights disparities in perception across demographic groups. Women and individuals with lower incomes generally rate cycling infrastructure quality lower than other groups. For infrastructure improvements to encourage these populations to cycle more frequently, changes must be visibly substantial and meaningful.

    Moreover, while past research has identified a correlation between cycling behavior and an individual’s preference for cycling, it has not established a direct causal link between changes in preference and increased cycling activity. This suggests that efforts to influence cycling behavior should focus on tangible infrastructure improvements rather than solely promoting cycling as a desirable activity.

    Background and methodology

    The Mobility Panel Netherlands provided the data for this study. This panel tracks mobility trends through annual three-day travel diaries completed by 6,000 randomly selected Dutch residents aged 12 and older. By leveraging this extensive dataset, researchers gained deeper insights into cycling behavior and the factors that influence individuals’ willingness to cycle more frequently.

    The study’s findings contribute to a broader understanding of how infrastructure influences mobility choices. By focusing on improving cycling networks and ensuring accessibility for all users, policymakers can create more sustainable urban environments that encourage cycling as a viable and attractive transportation option.

    The full study can be accessed here.

  5. Commuting by bike improves work-life balance and reduces costs

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    Source: Nieuwfiets

    Global workplace solutions provider IWG has announced its survey findings on the financial and personal advantages of sustainable commuting for Dutch commuters.

    A growing number of Dutch commuters are opting for bicycles over traditional means of transport, driven by flexible working arrangements, enhanced cycling infrastructure, and the increasing popularity of e-bikes. The expansion of local workplaces, such as the newly opened Spaces office by the International Workplace Group (IWG) at Amsterdam’s NDSM wharf, further supports this shift by making work closer to home more accessible.

    Cost savings and increased well-being for local commuters

    Recent research conducted by IWG highlights the financial and personal benefits associated with local commuting. Employees working closer to home stand to save significant amounts on commuting expenses, including fuel, public transportation, parking, and daily expenses such as coffee and meals. According to IWG’s findings, 60% of hybrid workers report saving money compared to their traditionally commuting counterparts, with 64% seeing a reduction in weekly transport costs. Notably, 9% of respondents have halved their commuting expenses.

    The financial benefits extend beyond mere savings. More than half of employees surveyed (55%) choose to save their extra income, 37% allocate it to vacations, while 35% use it to pay off debts. For younger professionals, the savings can be particularly impactful. A 24-year-old Gen Z employee in The Hague who previously commuted to Amsterdam could potentially save €14,991.60 annually by working locally four days a week, as reported by research agency Development Economics. These savings could be directed toward reducing student debt or saving for significant financial milestones, such as a home deposit.

    Hybrid work and cycling infrastructure: A shift in mobility

    The Dutch Central Planning Bureau has also observed an upward trend in cycling commutes, with the proportion rising from 20% to 25%, equating to approximately 350,000 additional cyclists. This shift is supported by policies that encourage cycling, the widespread adoption of hybrid work models, and the increasing affordability and availability of e-bikes.

    Beyond cost benefits, active commuting enhances mental well-being and productivity. Cycling to work not only improves physical fitness but also contributes to better mental health. IWG’s research found that 82% of active commuters reported improved mental well-being, while 60% experienced increased productivity. Additionally, 75% of employees surveyed noted a decrease in burnout symptoms following the transition to hybrid work arrangements.

    The future of commuting: A decline in long-distance travel

    Mark Dixon, CEO of IWG, predicts that long daily commutes will soon become a thing of the past. “The emergence of hybrid working transforms the way we work and travel. It won’t be long before the concept of a daily, long commuting to work is a thing of the past. The idea that office workers get up early every morning, in polluting cars or overcrowded trains and traveling many kilometers to their workplace will soon seem something strange, something that people used to do. The rise of hybrid works and more and more commuters taking the bike is transforming the way we work and travel.”

    To support employees in assessing the financial impact of local commuting, IWG has developed a Hybrid Work Calculator, allowing workers to estimate their potential savings by reducing long-distance travel and increasing bicycle usage. As hybrid work continues to gain traction, the shift toward sustainable commuting methods like cycling is expected to play a crucial role in shaping the future of work-life balance and mobility in the Netherlands and beyond.

  6. 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.

  7. 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.

  8. 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.

  9. 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.