Tag Archive: study

  1. Study on the effects of ultra-low emission zones on children

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    Source: BBC Image credit: Matt Brown, Wikimedia Commons

    Researchers have been surprised by the fast rate of young children’s lungs recovering after pollution restrictions were implemented in their home environments.

    In London, in 2019, Ultra Low Emission zones were implemented by Mayor Sadiq Khan to improve the air quality of the English capital, with it having reportedly high levels of the harmful nitrogen dioxide gas, which comes from motor vehicles:

    • A result of this measure was older, and more polluting vehicles having to pay daily charges for driving around central London, which was later expanded to the whole capital.
    • This is thought to have encouraged more people to consider alternative zero-emission forms of transportation such as walking and cycling.

    Study testing effects in ULEZ and other air pollution improvement areas

    After testing the lung functions of 3,400 primary school children annually in London and Luton, these study results are believed to be the strongest evidence yet that some of the effects of pollution can be reduced by local clean air zones.

    Independent researchers also caution that other factors should be considered.

    Researching the improvement of air pollution with children’s lung capacity

    Due to it impeding the growth of young children’s lungs, air pollution can leave young children with an increased risk of asthma, heart disease, and diabetes, as well as premature death.

    As their lungs and immune systems are still developing, and they are closer to the grounded and nearer exhaust fume sources (when outside), they are more vulnerable to pollution compared to other groups in society.

    The first person in the UK to have air pollution to be listed as a cause of death was a nine year old girl from London, Ella Adoo-Kissi-Debrah, who died following an asthma attack.

    Study details

    The study involved researchers studying six-to-nine year olds in London’s ultra low emission zone for five years, and comparing them to children in Luton that had a similar socio-economic background, physical activity and ethnicity.

    Research looked at the lung function and capacity tests of the children the year before the ULEZ came in, and for the four years after.

    Testing included measuring the amount of air children could forcefully breathe out after a large breath in, and measuring the level of nitrogen dioxide exposure.

    Study results

    Findings from the study showed, in London:

    • The amount of children with a lung capacity considered as “clinically impaired” fell from 14% to 9%.
    • In Luton, where smaller scale measures have been implemented to tackle air pollution, the proportion of children with “clinically impaired” lung capacity decreased from 9% to 7%.

    It was also uncovered during the study period, that in London, nitrogen dioxide exposure decreased faster than Luton, leading researchers to correlate the implementation of ULEZ with air quality improvements.

    Researchers said the following about the findings of the improvement in children’s lung capacity in both London and Luton.
    “While we would expect children’s lungs to grow year on year, our results indicate that the London children’s lung growth had accelerated during the four years to ‘catch up’ with the control group in Luton to reach similar levels of lung capacity,”

    A senior author on the study, Prof Chris Griffiths, from Queen Mary University of London, told the BBC:

    “The speed of catch up in lung capacity in the London group was surprising and impressive. This shows an ambitious clean air zone can drive pollution levels down, rapidly restoring children’s stunted lung growth.”

    Another factor that could have contributed to the positive results in London is that more children may have walked or cycled to school once ULEZ was implemented.

  2. Trials indicate e-cargo bikes as viable car replacement

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    Source: University of Leeds Image source: Steven Lewis, Unsplash

    The University of Leeds led an ELEVATE project, conducting month-long trials for families to use e-cargo bikes instead of the car in the UK cities of Leeds, Brighton and Oxford. Results revealed that e-cargo bikes covered over half of the distance normally travelled by car, with 20% of participants purchasing a cargo e-bike after the trial.

    After publishing their ELEVATE (Electric Vehicles for Active and Digital Travel) study “E-liveable – unlocking the potential of electric micromobility through e-bikes, e-cargo bikes and e-scooters”, researchers from the Institute for Transport Studies at the University of Leeds are calling for trials to be implemented elsewhere.

    The team previously published positive results on the effects that e-cargo bike usage had on the exercise levels of participants.

    The trial, which consisted of 49 households families using e-cargo bikes for month-long trials, saw participants use the practical and sustainable mode of transportation for shopping, leisure and commuting, showing their potential in reducing car use and improving health.

    Dr. Ian Philips from the University of Leeds Institute for Transport Studies stated the implications of the study:

    “The ELEVATE project shows that e‑micromobility – especially e‑bikes and e‑cargo bikes – has significant untapped potential to reduce car use, improve health, and enhance everyday life beyond large cities. But realising this potential will require coordinated action by policymakers around promotion, affordability, infrastructure, safety and regulation, rather than relying on individual behaviour change alone.”

    Adam, a trial participant said the following about his experience trialing an e-cargo bike:

    “The benefits of this have been transporting the kids – the fact that I can put them in there with all their bags from whatever they’re doing, whether it’s nursery, taking them to a friend’s house or taking them to a sports club, I can get it all in. It’s perfect for local journeys, I absolutely love it. Riding on this, I feel people do give you a lot of space compared to when I’m in Lycra on my road bike. When somebody sees that it’s a bloke stood upright with two kids in the front clearly doing a chore rather than a pleasure ride, I think people do give you more space and patience.”

    Study findings

    Trials consisted of households being offered the use of an e-cargo bike for free in the suburban areas of Brighton, Leeds and Oxford. Training was offered, and accessories (such as child seats) were provided to study participants.

    E-cargo bikes trialled for use by households were either: a long john, which was equipped with a cargo / passenger area at the front, or a longtail, equipped with a long rack at the back for panniers and child seats.

    Impacts of the trial were uncovered through interviews with participants, travel diaries, bike GPS tracking data and car mileage records.

    Key findings included:

    • E-cargo bikes were used for a variety of purposes, most commonly for transporting children to education, as well as shopping and commuting, with distance travelled being an average of 38-42 km per week.
    • Over 50% of e-cargo bike distance ridden during the trials substituted car use
    • 20% of participants purchased an e-cargo bike after the trials, demonstrating the applicability of “try before you buy schemes” encouraging longer term adoption.
    • Barriers to widespread use included purchasing cost, theft, negative battery safety perspectives, vehicle legality confusion and lack of suitable infrastructure such as parking facilities and charging stations.

    As well as the e-cargo bike trials, researchers commissioned a YouGov national survey of 2,000 respondents in England with the results showing that over half would like to trial using an e-bike, e-cargo bike or e-scooter.

  3. Netherlands’ national dataset on bikeability reveals evidence that e-bikes enhance accessibility

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    Source: CROW Fietsberaad Image source: Eugenia Pan’kiv, Unsplash

    The dataset, which indicates accessibility by bicycle to a range of destinations including work, education, healthcare, shopping, leisure and recreation, has been compiled by SmartwayZ.NL and Argaleo.

    The bikeability concept indicates whether destinations can be accessed within a specific travel time and, if people want to, are able to cover the specified distance. The dataset presents a picture of opportunities for policy in the cycling field.

    Mobility researcher at SmartwayZ.NL, Joost de Kruijf, describes the significance of the dataset in further detail:

    “Travel time over distance. People measure their day in minutes. This score makes visible at the neighborhood level what that means for the mobility transition. And the pattern is not static: with every facility that closes and every new neighborhood that emerges, the boundary shifts. Only when you calculate per neighborhood does it become visible who is balancing on the edge.”

    Data revealing e-bikes increase accessibility

    At the national level, the dataset reveals that 86% of the Dutch population can reach the supermarket, doctors and primary school within 5 minutes by bike, however for 2.8 million citizens, one of the facilities is considerably further to travel.

    In regards to e-bike usage increasing accessibility, of the 341,000 people who would normally take over 15 minutes to reach somewhere on a conventional bicycle, 62% manage to arrive at that destination within 15 minutes on an e-bike.

    For the example, in the region of Bergen, the weighted average time to the supermarket by a conventional, non-electric bicycle is almost 14 minutes; with an e-bike the time is decreased to 11 minutes.

    The dataset indicates a similar pattern in other Dutch regions such as Hilvarenbeek, parts of Schouwen-Duiveland, Borsele, and Sluis.

    Implications of these cyclability findings show that in scenarios such as an aging population that has declining car options, the electric bicycle can be seen as a viable transport link to daily life.

  4. More work needed to improve LEVs as a viable car replacement option

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    Source: LEVERAGE

    As part of the LEVERAGE project, Breda University of Applied Sciences, HAN University of Applied Sciences, and Eindhoven University of Technology have surveyed 2,000 residents in the Dutch regions of North Brabant and Arnhem-Nijmegen on mobility perspectives and habits, such as their consideration of light electric vehicles as a sustainable transportation alternative to the car. The results indicate that although LEVs are being considered more as a viable replacement, policy involvement is recommended to encourage more usage.

    E-bikes and other light electric vehicles can help users travel more sustainably; however, from their findings, LEVERAGE researchers have concluded that their impact on car use and ownership remains limited.

    Adoption is larger for e-bikes than for other LEVs

    From the survey participants, 44% of households reported ownership of at least one e-bike. In regards to modes such as e-scooters, e-steps, and e-microcars, these are used much less, with only 4% of residents using them frequently. Car ownership still accounts for the majority of households, with 81%, making it the most dominant mode of transport by far.

    Encouraging effects of LEVs on car usage

    For frequent LEV and e-bike users, approximately half of them have decreased their car usage, with 9% and 14% of them respectively having fewer cars in their household.

    Micro-electros are being viewed more frequently as a direct replacement for the standard car; from users of these vehicles, 43% are thinking about owning fewer cars.

    Positive and negative drivers of LEV selection

    From the survey, the main reasons for choosing light electric vehicles are: environmental benefits, enjoyment, and comfort. The primary barriers to choosing the sustainable transportation modes are: cost, bad weather conditions, and safety concerns about other road users. Social acceptance has also been highlighted as playing a role, with the e-microcar scoring low on awareness and social support.

    Nearly a quarter of surveyed respondents have indicated that they would like to use small LEVs in the future.

    Interest for LEV usage is not only in city areas, but also in less urbanised settings.

    Policy encouragement needed

    Participants have shown broad support for measures tackling nuisance and traffic safety, like fat bike regulation, for example, which has received 84 to 92% support.

    Directive policies, which include higher parking fees or having fewer parking spaces, were met with resistance.

    Methods considered the most effective included investment in charging infrastructure, parking facilities, and improving public transportation connections.

    Conclusion

    The LEVERAGE researchers state that LEVs need to be included in a broader mobility policy alongside good public transport and cycling infrastructure that is high-quality.

    The full research report can be accessed online in Dutch.

  5. Light electric vehicles viewed as promising options when circumstances change

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    Source: LEVERAGE

    Eindhoven University of Technology’s survey of 1,000 employed adults has revealed that when new job or relocation opportunities arise, more potential opens up for evaluating and switching commuting travel modes to LEVs such as e-bikes and e-scooters, especially for short distances.

    Researcher Valeria Caiati from Eindhoven University of Technology (TUE) said that reconsideration of commuting options can be influenced by lifestyle changes of relocation or a new job.

    “People hold very tightly to their habits, as our research shows. Moving or starting a new job disrupts the routine. That makes it a good time to interest people in alternative travel habits.”

    Surveyed Dutch adults were asked about how they would commute to work from two potential scenarios:

    • If they retained their current home and job
    • Or if they relocated and changed employment

    The options listed for both scenarios are: car, public transportation, walking, bicycle, e-bike or e-scooter, or an electric micro-car.

    Respondents were also asked if they would consider buying a light electric vehicle (LEV), such as an e-bike or a microcar, and how much they would be prepared to pay for it.

    A new routine can encourage change in travel habits

    The study emphasises that people stick to their travel habits unless there’s an opportunity to change, such as a relocation or a job offer, which impacts commuting routines, with travel time and distance being the most influential factors in evaluating transport mode preferences.

    • For short distances, Walking, cycling, e-bikes, and e-scooters are favoured more.
    • For medium distances, the car is the preferred commuting option.
    • For longer distances, commuters prefer to take the train.

    Two- vs four-wheelers

    Transport modes with two wheels, such as electric bikes and scooters, are viewed as relatively popular. From the survey responses, the researchers concluded that they are often viewed as an improved version of the standard non-electric bicycle in the Netherlands, with respondents willing to pay approximately €1,000-2,000.

    Meanwhile, there was found to be more hesitance to four-wheeled vehicles such as the microcar, with respondents being more reluctant to buy one, with them viewing it more as a small car, than as a comfortable e-bike. For those purchasing a microcar, they accept its highly perceived price, which typically costs €10,000.

    Policy timing

    The survey reveals this as a key factor, implying that municipalities could inform new residents about various transportation options to increase awareness about available commuting options in the area.

    Caiaiti explains: “Municipalities could send new residents a welcome package containing information on available local travel options and which option is most suitable for each commute. Employers could also play a role in this.”

    Parking and commuting

    The study implies that the impact of paid parking can present opportunities for residents if municipalities and politicians communicate the benefits of giving up their parking spaces, such as initiatives that would help them live an easier and healthier lifestyle, for example.

    Caiati emphasises: ‘If you connect parking with, for example, more greenery, healthy living, and safe bike paths, more understanding and support will be generated. In co-creation with residents, it can then be examined which alternative modes of transport are attractive. Small pilots could be part of this. This makes it easier to investigate, together with residents, whether electric vehicles can be used for commuting.’

  6. Research: Can shared mobility enhance rural connectivity?

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    Source: Leverage

    Student Willem van Delst from Han University of Applied Sciences, in the Netherlands, is investigating the potential of shared mobility to bridge the gap between station and home in rural municipalities. He spoke to LEV research project Leverage on the challenges and opportunities he has identified, ahead of his report which will be delivered to the municipalities and shared mobility provider studied next month.

    Leverage: Why is the distance between the station and home particularly interesting for shared mobility in rural municipalities?

    WvD: “Stations in municipalities such as Wijchen and Overbetuwe, which my case study focuses on in collaboration with the Green Metropolitan Region Arnhem-Nijmegen, serve a regional function. People getting off there often live in the village centers surrounding a larger town. If you have to go home from the station, you easily cover about 10 kilometers. The bus is often not attractive for commuting, as it makes a detour past all the towns. The distance is too far for a regular bicycle. And buying an e-bike is expensive. An electric shared bicycle, scooter, or micro-car can then be a relatively cheap and faster alternative. At the end of June, I intend to deliver an advisory report to the municipalities involved and the shared mobility provider. This report will outline the pitfalls as well as the things that are going well. In this way, the advice can serve as the starting point for a decision-making framework.”

    Leverage: Are there other problems surrounding the regional stations?

    WvD: “Just as in major cities, space is becoming an increasingly significant problem in many regional municipalities. This is because the same public space is being used by more and more people. As a result, it is not easy to park your car in the city center or at the station. To keep the city center safe and healthy, municipalities are considering how to get people out of their cars. Shared mobility can play a role in this. Shared scooters and bicycles are already operating in major cities like Utrecht, The Hague, and Rotterdam. However, this has not really succeeded in rural municipalities yet. I am going to investigate what is needed to get shared mobility off the ground in rural areas as well, and how municipalities and providers can collaborate on this.”

    Leverage: Why is it not possible to introduce shared mobility in rural municipalities?

    WvD: “The lack of a solid business case is the biggest problem. To make money from shared mobility, the vehicles need to be used regularly. In rural areas, that is a problem. Simply put, not as many people live there as in the city. As a result, providers like Check and Felix cannot make a healthy margin. One of my research questions is what is needed to ensure that this does succeed.”

    Leverage: What can rural municipalities and providers do to make shared mobility possible?

    WvD: “The first step is to ensure that the conversations between municipalities and providers get moving. These often get stuck because people are waiting for each other, or because municipalities lack sufficient knowledge about shared mobility. I hope to create that movement with my research. Because then we can discuss the preconditions for a successful shared mobility system. For example, one could consider setting up mobility hubs in village centers.

    “When residents of the station return home in the evening, they park their shared vehicle at the hub. When they leave for work in the morning, a charged vehicle is ready to take them to the station. Such a mobility hub can be cost-effective, as providers do not need to drive around in vans to swap shared bicycle batteries or collect empty shared scooters. Another important advantage of such a hub is that the shared vehicles do not litter the neighborhood. In large cities, shared scooters are often parked everywhere, leading to clutter. As a result, shared scooters have acquired a negative image.”

    Leverage: Municipalities and providers must look for a solid business case. What do users struggle with?

    WvD: “What is often somewhat underestimated is people’s digital literacy. To use a shared scooter, bike, or car, you often have to download and install an app. Not everyone can do that; even people between 30 and 40 years old struggle with it. You wouldn’t really expect that from them. On top of that, more and more people are reluctant to share personal information. In that regard, it is interesting to consider a payment system that uses, for example, your public transport card. This is also possible with the OV-fiets, a very successful example of a sharing service. People might then be more likely to use a shared bike, scooter, or micro-car.”

  7. The reliability of refurbished e-bikes

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    Source: Zag Daily Image credit: Zag Daily

    Analysis of European and US sales from new and refurbished electric bike retailer Upway has shown that 93% of refurbished bikes were not returned in a year, demonstrating strong customer trust in second-hand electric bikes.

    The data was extracted from 7,500 sales details, plus over 400 survey responses, showing that 93% of the refurbished models saw no returns within a year, in comparison to 95% of new e-bikes. This marginal difference is a testament to a high reliability of refurbished e-bikes in a certified retail context.

    The report, which is authored by Lime’s former Director of Public Partnerships and Policy Research, Calvin Thigpen, has uncovered that certified pre-owned bikes and professionalised resale marketplaces are helping to reduce cost barriers to ownership while they address second-hand quality and performance concerns.

    He predicts that there will be strong growth in the sales of second-hand bicycles over the next five years, especially in the USA. Thigpen acknowledged that globally, used e-bikes remain a “relatively new phenomenon” and come with “reasonable concerns”.

    Report findings

    Two-thirds of new bike owners said they opted for a new model because of concerns around reliability and condition of second-hand bikes.

    Non-owners have stated that price continues to be a barrier toward e-bike ownership, with 58% saying e-bikes are too expensive.

    In relation to cost, certified pre-owned Upway e-bikes were found to be cheaper than government rebates with new e-bikes.

    About the report findings Thigpen said the following:“I hope reports like this will start to build trust in professionally-refurbished e-bikes as a viable, affordable option, by providing data that compares refurbished e-bikes side-by-side with new e-bikes and shows how they have nearly identical, very high performance and reliability,”.

    Head of Upway US, Maxime Renson, said: “With this third-party validated report, we are debunking a lot of beliefs around second hand e-bikes. By offering savings that significantly surpass traditional rebates, we are closing the trust gap and making high-performance e-bikes a reality for those previously priced out.”

    Europe adopting used e-bikes more than the US

    The report also shows a transatlantic difference with European countries adopting stronger used e-bike sales volumes with a faster time-to-sale in comparison with the US.

    With cost being a primary barrier to e-bike take-up, the latest findings imply that access to electric mobility in Europe and the US could increase due to rising trust of the reliability of verified refurbished models, which are cheaper compared to new e-bikes.

  8. 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.

  9. First comprehensive market figures on bike sharing and subscription models in Germany

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    Source: Radmarkt

    For the first time, official market data has revealed the scale of bike sharing and bicycle subscription services in Germany. According to figures released by the trade association Zukunft Fahrrad (Future Bicycle), there are currently around 115,000 shared bicycles in operation nationwide, including over 57,000 e-bikes and approximately 1,950 cargo bikes, while an estimated 100,000 bicycles are being used through private subscription models.

    A shift from ownership to usage

    The new data, presented by Wasilis von Rauch, Managing Director of Zukunft Fahrrad, has highlighted a broader mobility trend in Germany: that users are moving away from private ownership toward flexible usage. Subscription and sharing systems offer broader and more equitable access to bicycles with predictable monthly costs that include insurance and maintenance, without the need for large upfront purchases.

    Although the number of leased or purchased bicycles remains higher overall, the report notes that shared and subscription-based cycling has surpassed traditional car-sharing in scale. With approximately 45,000 car-sharing vehicles in Germany, there are now more than twice as many private bicycle subscriptions and two and a half times as many shared bicycles in use.

    Von Rauch explains the findings, “Attractive sharing and subscription models maximize the use of existing resources. They also get people on bikes who can’t afford their own. With social tariffs, politicians could give even more people access to comfortable bikes. Funds from the Climate Social Plan would be better invested here than exclusively in social leasing of electric cars.”

    Integration into public transport

    Bike sharing is increasingly seen as an essential component of public transport. Ann-Kathrin Schneider, Managing Director of the German Platform for Mobility Management (DEPOMM), emphasized the importance of rental bikes in German mobility. “Rental bikes now have as much of a place in German cities as buses. About half of users combine them with buses or trains – it’s an important component of local transport infrastructure.”

    Many municipalities are now calling for bike-sharing systems to be formally recognized as part of local public transport infrastructure and to receive funding accordingly.

    Social and environmental benefits

    Von Rauch summarised Zukunft Fahrrad’s findings in the context of German mobility, stating, “Bike sharing and bike subscriptions are no longer a marginal phenomenon, but a key pillar of the transport transition – socially, ecologically, and economically sensible at the same time.”

    The full market data can be accessed on the Zukunft Fahrrad website.