Tag Archive: research

  1. Does darkness influence Cycling? Research from Flanders (Belgium)

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    Source: Fietsberaad

    A recent study published in Transport Policy has provided insight into the factors that may influence people’s decisions to cycle when it’s dark, addressing an often overlooked aspect of urban planning and transportation policies. As cycling continues to grow in popularity as an eco-friendly and health-conscious mode of transportation, understanding the barriers to cycling in different conditions is crucial for creating safer and more inclusive cities.

    Darkness as a barrier

    Darkness poses a significant barrier to cycling primarily due to the increased risk of accidents and a heightened sense of social insecurity. While much research has been done into factors that influence cycling, including socio-demographic factors, darkness has rarely been studied. This study, conducted in East Flanders, Belgium, fills this gap by exploring the decision making process for cyclists in relation to darkness.

    Methodology

    The researchers employed a mixed-method approach, combining quantitative and qualitative data to provide a comprehensive understanding of the issue. They surveyed 842 cyclists and conducted 26 in-depth, semi-structured interviews to identify the factors that influence the likelihood of cycling in the dark. The analysis revealed several key insights into how different groups of people approach cycling after dark.

    Key Findings: Who Cycles in the Dark?

    One of the study’s significant findings is that familiarity with a route increases the likelihood of cycling in the dark. Cyclists who regularly use a particular route are more confident and likely to continue using it even when visibility is low.

    Age and life stage also play a crucial role. Elderly individuals and retirees are less likely to cycle in the dark compared to younger people, especially those aged 11 to 17. This younger age group often cycles to school early in the morning, sometimes accompanied by a parent. On the other hand, people who ride racing bikes, often cycling in groups, are less likely to venture out in the dark, preferring daylight hours for recreational and sportive activities.

    Interestingly, the type of bicycle also influences cycling habits in the dark. Cyclists using e-bikes and speed pedelecs are more likely to cycle in low-light conditions compared to those using regular bikes. This may be due to the increased speed and convenience these bikes offer, making them more appealing even when visibility is reduced.

    Gender differences also emerged as a significant factor. Women are 84% less likely to cycle in the dark compared to men, primarily due to concerns about social safety. The perception of danger in dark conditions is a strong deterrent, highlighting the need for better lighting and safety measures to encourage more women to cycle.

    The study also found that living in a rural environment positively impacts the likelihood of cycling in the dark compared to urban areas. This may be due to lower traffic volumes and a greater sense of familiarity and safety in rural areas.

    Implications for urban planning and policy

    To increase cycling rates in the dark, cities need to focus on creating a cycling culture that prioritizes safety and inclusivity. This includes designing and implementing infrastructure that addresses the needs of vulnerable groups, such as women and the elderly, and ensures safe and well-lit routes for all cyclists.

    A holistic approach to urban planning is essential, integrating these elements to create environments where cycling can thrive regardless of the time of day. By understanding the diverse factors that influence cycling in the dark, policymakers can develop targeted strategies to overcome these barriers and promote cycling as a safe and viable option for all.

  2. Motivation to use smart e-bikes varies by country

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    Source: Fietsberaad Crow

    Research conducted by the University of Twente reveals that the acceptance of the smart e-bike, a technology still under development, varies across countries and user demographics. While participants from five European countries generally rated functionality as the most important factor, Dutch respondents placed higher value on the enjoyment of using the bike. The findings provide policymakers with valuable insights on how to promote the adoption of smart e-bikes.

    The smart e-bike was developed in response to rising concerns about the risks and severity of accidents involving e-cyclists. This bike alerts riders to potential collisions, communicates with infrastructure to provide quicker green lights, and suggests safe routes. In the event of a serious crash, the bike automatically notifies emergency services.

    Visual representation of a smart e-bike.

    The questionnaire

    To aid in the technical development and implementation of the smart e-bike, University of Twente researchers conducted a study on user acceptance. Between November 2022 and January 2023, they surveyed 1,589 respondents from the Netherlands, Belgium, Germany, Austria, and Greece—countries selected for their varying cycling infrastructure quality, bicycle usage, and cycling safety. The participants either used an e-bike or speed pedelec or were interested in purchasing one, with more than half of the respondents from the Netherlands.

    Findings

    The study found that the key factors driving acceptance of the smart e-bike are functionality, user enjoyment, and enhanced safety. For Dutch participants, enjoyment ranked higher than functionality, followed by social influence—the visibility of others using the bike. Acceptance is also higher among individuals over 60 years old or those who have experienced a bicycle accident. Familiarity with the technology contributes positively to acceptance, while poor cycling infrastructure and higher levels of education, likely due to greater car access, negatively impact it.

    Implications

    The insights from this research can help technology developers enhance the features of the smart e-bike that drive higher acceptance. For policymakers, the results highlight which aspects of the smart e-bike should be emphasized in future promotion efforts. When designing practical tests and encouraging adoption, it’s crucial to consider national context and the motivations of different target groups.

    Read the full study here.

  3. Half a million jobs attributed to the German bicycle industry

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    The T3 Transportation Think Tank and bicycle trade association Zukunft Fahrrad have announced their study on Germany’s bicycle industry in the context of its economy from 2019-2023.

    Source: Zukunft Fahrrad

    The study has been cited as the first of its kind in documenting the overall effect of Germany’s bike industry on employment. It revealed that although Germany’s economy experienced a difficult time in 2023, its bicycle sector remained resilient with increases in sales and employment.

    It has been reported that approximately 491,000 employees serve the German bicycle sector through the trade, manufacturing, service sectors and cycling tourism, and found that an employment increased from 2022-2023, with direct employment in bicycle trade, manufacturing and services rising from 75,100 to 77,500.

    E-bikes and bicycle leasing helping to provide stability

    Services have been standouts in improving economic growth in the trade with a 25% employment increase, and a 23% turnover increase. Company bicycle leasing has also helped industry growth for higher value e-bikes, and increasing e-bike popularity as a whole has been significant for economic growth.

    Wasilis von Rauch, Zukunft Fahrrad’s Managing Director comments on the study’s significance for Germany, “The 2024 industry study measures the bicycle industry even more extensively than in previous years. And it shows the economic factor that the bicycle has in Germany. Around half a million people find employment as a result. Germany’s future is already riding on two wheels,”.

  4. ITF publishes Greener Micromobility report

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    In an update to previous research titled “Good to Go”, the new data reflects the improved evidence base regarding the environmental impact of micromobility 

    Source: ITF

    In 2020, the International Transport Forum (ITF) released the report “Good to Go? Assessing the Environmental Performance of New Mobility,” which evaluated the environmental impacts of emerging transportation modes. Over the past four years, there has been a substantial increase in data and understanding regarding the environmental implications of micromobility, and significant strides have been made to mitigate its environmental footprint.

    The ITF’s latest report builds upon the 2020 study, incorporating newly available evidence, a survey of industry stakeholders, and recent publications. This update aims to provide fresh insights and actionable recommendations for both regulatory authorities and micromobility operators to further enhance the environmental performance of micromobility solutions.

    The updated report leverages a detailed lifecycle environmental impact spreadsheet tool, which includes comprehensive calculations, input factors, and sources utilized for this analysis. This tool is instrumental in offering precise and transparent assessments of the environmental impacts associated with micromobility.

    Key Insights and Recommendations

    Greener Micromobility in Practice:
    Micromobility, which includes modes such as e-scooters and shared bicycles, has become increasingly sustainable. Cycling remains the most eco-friendly mode of urban transportation after walking. The advent of electrification has enabled cyclists to cover greater distances, further promoting the use of bicycles over less environmentally friendly transport options.

    Sustainable Vehicle Design:
    Significant advancements have been made in the design of shared micromobility vehicles, resulting in lower lifecycle environmental impacts. Innovations in vehicle durability, modularity, and ease of repair have extended the operational lifetimes of these vehicles, thereby reducing greenhouse gas emissions on a per-rider-kilometre basis.

    Enhanced Fleet Operations:
    Operational efficiencies have been achieved through the adoption of swappable, higher-capacity batteries, which minimize the environmental impacts of fleet recharging. Additionally, the use of cargo bikes for fleet servicing and improved logistical strategies for maintenance, repair, and repositioning have contributed to greener operations. While the electrification of servicing vans plays a role, its impact is comparatively minor.

    For a more detailed discussion on these findings, readers are encouraged to join the upcoming “Ask the Author” webinar, where the report’s authors will delve into the nuances of the study and answer questions from participants. Further details about the Micromobility: Back to the Future project can also be explored for those interested in the broader context of these developments.

    Conclusion

    The progress in the environmental performance of micromobility over the past four years highlights the sector’s potential for contributing to sustainable urban transport. Through continued innovation and strategic improvements, micromobility can further reduce its environmental footprint, making cities greener and more efficient.

    Sign up here to attend the Ask the Author webinar and learn more about these important advancements in micromobility.

    View the report in pdf

  5. Over half of Dutch people ride an e-bike, survey shows

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    Source: Nieuwsfiets

    Recent study reveals that 54% of Dutch people ride an electric bicycle

    Various insights into the behaviour and attitudes of Dutch cyclists are available in the results of research commissioned by Netherlands-based e-bike refurbishers Upway.

    The online survey, conducted by research agency iVOX between May 8 and May 17, 2024, gathered answers to a range of questions from 2,000 Dutch people on a variety of cycling-related topics. A number of insights can be gleaned from the results:

    Age: 61% of people over the age of 55 choose an e-bike, while for those under 35 the figure is 51%.

    Ownership and frequency: 54% of Dutch people currently use an e-bike, with 39% doing so at least weekly.

    Stated preferences for e-bikes: 32% of respondents cite ease of use; 20% answered ‘Because it gets me to my destination faster’; 25% answered ‘because I can cover greater distances with it’.

    Cargo bike usage: Of those surveyed, 7% rode an electric cargo bike, and 4% rode a non-electric version. Riders of electric cargo bikes cited two notable reasons for their use: 22% said ‘Because it is economically more advantageous than a car’, while 19% said ‘Because it is so easy to use’.

    Cycling infrastructure: Overall, the respondents are generally positive towards the cycling-friendliness and layout of roads in their area, with 77% reporting a positive opinion, though cargo bike users are a little more critical with 61% having a positive opinion.

    Feelings of safety: 94% of e-bike riders reported feeling safer than average in traffic, while 57% of these said they feel safer on an electric bike than on a traditional bike. In contrast, 80% of traditional-cycle riders felt safest on a non-electric bike.

    Risk-taking behaviour: Only 10% of Dutch people say they always wear a helmet when cycling. 36% of e-bike riders ignore a red light – more often than non-electric bike riders. Dangerous situations involving electric bicycle users involve excessive speed (31%), inattention (15%) or lack of control (13%), while tradtional bike riders sometimes create dangerous situations by violating traffic rules (21%), inattention (28%) or cycling where it is not allowed (11%).

  6. Knowledge Institute for Mobility research predicts continued rise for e-bike sales

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    The share of e-bike kilometers in the total number of bicycle kilometers will continue to increase in the coming years, reaching 45 percent in 2028. The total number of bicycle kilometers is expected to increase by 13 percent between 2022 and 2028. This is evident from scientific research by the Knowledge Institute for Mobility Policy (KiM).

    Source: Fietsberaad CROW

    To predict the share of e-bike kilometers, KiM researchers used data from the Research on Travel in the Netherlands (OViN) from 2013-2017 and Onderweg in Nederland (ODiN) from 2018-2022. The analysis shows a clear growth in the use of e-bikes in the coming years: from 36 percent of the number of bicycle kilometers in 2022 to 45 percent in 2028. The corona pandemic appears to have accelerated the growth in the share of e-bike kilometers. The total cycling distance will grow by 13 percent between 2022 and 2028 and this is mainly a result of an increase in the number of e-bike kilometers – the number of cycling kilometers on a regular bicycle will even decrease by 4 percent during that period.

    The differences between the age groups are large. In 2028, the share of e-bikes among young people aged 12-17 years will be 30 percent, and among elderly people aged 70 and older it will be 75 percent. In general, the share of e-bikes increases with age. Only the group of 12-17 year olds is slightly higher than the groups of 18-24 years and 25-29 years.


    Figure: Trend share of e-bike kilometers in total number of bicycle kilometers for different ages. The black dots represent the data, the black lines the growth trend taking into account Covid-19 and delivery delays and the gray lines the growth trend without taking those influences into account. (Source: Huang et al. (2024) )

    There is also a clear gender difference in e-bike use. In general, men cycle more kilometers by bicycle, but women travel more e-bike kilometers and e-bike rides than men. Women have a higher share of e-bike kilometers in all age groups. Above the age of thirty, the difference will decrease slightly in the coming years. The difference is increasing among younger cyclists, except in the group of 18-24, where more e-bike kilometers are expected among men in the coming years.

    In a second study, KiM investigated the potential of the e-bike to reduce and replace car use based on data from the Mobility Panel Netherlands and ODiN. The results predict a moderate shift in the mobility pattern. The increased e-bike kilometers seem to mainly replace bicycle kilometers. But above 7 kilometers this shift is less noticeable and the e-bike may actually replace the car. E-bike rides may also replace public transport rides and rides as a car passenger, but this could not be determined based on the available data.The results of the research were published in April in the scientific journal.

    Journal of Cycling and Micromobility Research .

  7. New bicycle chair starts in February

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    Source: Fiets Berad

    Cycling professor, Dr. Meredith Glaser, appointed as academic expert for more and safer bicycle traffic in Flanders

    Dr. Meredith Glaser, an expert in sustainable mobility from the University of Amsterdam (UvA), has been appointed as the inaugural chair holder for the newly established Bicycle Chair at Ghent University. This initiative, spearheaded by Flemish Minister of Mobility and Public Works Lydia Peeters, aims to bolster Flanders’ ambitious cycling policy with academic knowledge and insights.

    The significance of cycling as a mode of transportation has increased significantly in recent years, accompanied by substantial investments in cycling infrastructure in Flanders. To further support this positive trend with scientific research, a new Bicycle Chair will be launched at Ghent University, with financial and substantive support from the Flemish government. The academic work that the chair will produce this is will contribute to mobility policy and social debate on bicycle mobility in Flanders. Dr. Meredith Glaser, the appointed chair holder, will engage in various course units at Ghent University and work closely with stakeholders involved in Flemish cycling policy.

    Dr. Meredith Glaser: Internationally Renowned Cycling Expert

    Dr. Glaser, an American with approximately 15 years of experience in spatial planning, transport, and mobility, brings a wealth of expertise to her new role. Having earned her master’s degree in urban planning and public health from the University of California Berkeley, and her doctorate in spatial planning from the University of Amsterdam (UvA), she has established herself as a leading figure in the field. Dr. Glaser currently serves as the executive director of the non-profit organization Urban Cycling Institute and is a lecturer at the Faculty of Society & Behavior at the UvA. Her collaboration with renowned Dutch cycling expert Prof. Dr. Marco te Brömmelstroet underscores her international standing in the realm of cycling policy.

    Flemish Minister of Mobility and Public Works Lydia Peeters expressed her enthusiasm for Dr. Glaser’s appointment, highlighting the need for robust research and scientific insights to advance cycling policy in Flanders. Dr. Glaser herself emphasized the growing recognition of cycling’s potential to address various societal challenges, stressing the importance of translating academic research into tangible policy initiatives.

    Prof. Frank Witlox of the Geography Department at Ghent University praised Dr. Glaser’s credentials and expressed anticipation for their collaboration, emphasizing her profound dedication to the field of cycling.

    Elevating Cycling Policy through Scientific Research

    As a part-time visiting professor, Dr. Glaser will conduct scientific research on several specific themes, including bicycle safety, influencing bicycle behaviour and use, and the development of smart technology to enhance cycling comfort and safety. These themes have been selected in consultation with a supervisory committee comprising representatives from Ghent University, the Department of Mobility and Public Works, and the knowledge center Fietsberaad Vlaanderen.

    Financial support from the Flemish government

    Financial backing from the Flemish government has facilitated the establishment of the Bicycle Chair, situated within the Geography department of Ghent University’s Faculty of Science. The chair, set for a three-year tenure, comprises the appointment of a part-time visiting professor and a half-time scientific employee. The initiative receives a subsidy of a maximum €249,999 from the Flemish government to sustain its operations and cover the wage costs of employees.

    What is a chair?

    Companies, organizations, or individuals that want to finance scientific research or education on specific themes can do so through a chair. It is a form of collaboration with the university on new developments in domains that are important to society.

  8. Newly-sold passenger vehicles are getting one centimetre wider every 2 years

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    Unchecked, expanding car sizes are becoming too wide for standard street parking

    In a recent revelation, Transport & Environment’s (T&E) research exposes a concerning trend in the automotive industry: new cars in Europe are widening by 1 cm every two years. The primary driver behind this expansion is the soaring popularity of SUVs. The widening trend poses a significant challenge to urban spaces, with over 50% of new vehicles becoming too wide for standard on-street parking.

    As of the first half of 2023, the average width of new cars reached 180.3 cm, a noticeable increase from 177.8 cm in 2018. T&E warns that without legislative intervention, this trend is poised to persist, as current regulations allow new cars to match the width of trucks. The consequences are evident in major cities like London, Paris, and Rome, where 52% of the top 100 car models sold in 2023 exceeded the minimum specified on-street parking space of 180 cm.

    Large luxury SUVs, in particular, showcase remarkable growth, with the Land Rover Defender expanding by 20.6 cm in six years and the Mercedes X5 by 6 cm. This widening phenomenon not only reduces road space for other vehicles and cyclists but also endangers pedestrians. Crash data reveals a 30% higher risk of fatalities in collisions involving vehicles with increased height.

    Recognizing the severity of the issue, several European cities have already implemented stricter parking rules for SUVs. Paris is taking a pioneering step by proposing a referendum to triple parking fees for heavy cars, with a recent poll indicating strong support from around two-thirds of Parisians.

    T&E advocates for a comprehensive approach to address this challenge. They call for a review of the maximum width of new cars by EU lawmakers during upcoming legislative updates. Additionally, city authorities are urged to implement parking charges and tolls based on vehicle size and weight, ensuring that larger vehicles contribute more for utilizing valuable urban space.

    The widening of cars may seem like a subtle shift, but its impact on urban life is substantial. As Parisians prepare to vote on February 4th, they have a unique opportunity to set a precedent that could influence other European cities to prioritize pedestrian safety, reduce congestion, and create more sustainable urban environments. The call for legislative action is clear – it’s time to curb the widening of cars and preserve our urban spaces for the benefit of all citizens.

  9. Brabant incentive program has a positive effect on e-bike use

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    Source: Fietsberaad

    A study on the Brabant bicycle incentive program, B-riders, revealed that 70% of participants cycled to work on an e-bike as many or more days as planned during the initial six months.

    The B-riders program ran between 2013 to 2018, aiming to encourage North Brabanders to switch from cars to e-bikes. Researchers at Utrecht University and TU Delft conducted the study into the participants’ behavioral changes. Participants, who were required to purchase e-bikes and not own one beforehand, received monetary incentives based on kilometres cycled during rush hours. The program, costing one million euros, successfully prevented over a million car journeys during peak times.

    Results

    In the first month, 51% of participants followed their intended commuting frequency, with 8% cycling more and the rest less. Notably, 47% of former car commuters and 55% of multimodal travellers cycled as planned, highlighting motorists’ underestimation of cycling days. Over the subsequent six months, 50% cycled as intended, 21% exceeded their plans, and 29% cycled less. Remarkably, 68% maintained their initial intentions, with 83% of those planning 4 to 5 cycling days per week sticking to their goals.

    Motivation

    The study found that factors like attitude towards cycling and goal feasibility had limited influence on participants. Financial rewards and the Netherlands’ cycling-friendly environment may have played a role. However, with all participants already positive towards e-bikes and having registered to take part in the program, the question of motivating less enthusiastic individuals to cycle more remains unanswered.

    Background

    The B-riders program surveyed participants three times, with 547 fully completing questionnaires. Published in the Journal of Cycling and Micromobility Research in December, the study concludes that the e-bike holds potential for substituting cars in commuting.

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