Tag Archive: study

  1. 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.

  2. Bicycles and pedelecs more frequently involved in work accidents, data shows

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    Source: Velobiz

    BG Verkehr, the German Professional Association for Transport, Postal Logistics and Telecommunications, has evaluated reportable work and business accidents among its insured persons. It found that pedelecs and bicycles are the second-most frequently involved in work accidents.

    Random analysis of data by BG Verkehr inspected reportable work and business accidents that occurred between July 2022 and June 2023. A total of 7,650 extrapolated accidents were recorded, with 6,388 being minor accidents not requiring inpatient hospitalization. 42 of the accidents ended in death.

    Following cars with the largest share of accidents at 31%, bicycles and pedelecs (e-bikes) accounted for 23%. The remaining data is accounted for by trucks, vans, and buses.

    In BG Verkehr’s member companies, bicycles and pedelecs are used in various scenarios including postal and courier services and grocery deliveries. In recent years, the number of pedelecs has increased.

    Single-vehicle accidents

    “What strikes us about bicycles and pedelecs is the high proportion of single-vehicle accidents,” says Martin Küppers, Head of Regulations and Occupational Safety at BG Verkehr. Single-vehicle accidents are defined as road accidents in which no other party is involved, such as falls or leaving the road. Across all categories, the proportion of single-vehicle accidents is 34%; however, in scenarios where bicycles and pedelecs are used, it is significantly higher. Of the 643 accidents in food delivery, for example, bicycles or pedelecs were involved in 583 cases. Two-thirds of these were single-vehicle accidents.

    Even if many accidents on two wheels can be explained by difficult weather or road conditions, the analysis shows that the main cause of accidents is personal. “In order to make our policyholders more aware of the dangers of cycling and pedelecs, we will be actively participating in the German Road Safety Council’s (DVR) focus campaign this year, which has the motto ‘Safe cycling mobility on work and business trips’,” announces Dr. Nadia Schilling, head of the Road Safety Division at BG Verkehr. Among other initiatives, a campaign is planned for the nationwide Road Safety Day on 21 June. Roadworthy bicycles and training in their use will ensure greater safety. “This is only trivial at first glance. The driving physics of a two-wheeler with a transport box or backpack on the back is completely different to what most cyclists are used to,” warns Küppers.

    One bright spot for users of two-wheelers is that the proportion of serious and fatal accidents is very low. Trucks caused 488 of these cases, followed by cars (320), vans up to 3.5t (173), bicycles (84) and pedelecs (46).

    685 insurance cases from the study period were randomly sampled and investigated. In the extrapolation, this corresponds to 7,650 accidents. The extrapolation factors come from the DGUV occupational accident statistics.

  3. 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.

  4. 2024 report reveals e-bikes are continuing to shape modern mobility in Germany

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    Source: Saz Bike

    E-bikes have solidified their position as a key part of modern mobility in Germany, with significant growth in usage and notable contributions to sustainability in 2024.

    A comprehensive report released by IoT Venture GmbH analyses the latest trends, environmental impacts, and challenges associated with e-bike usage across the country.

    Surge in e-bike usage

    The report shows an increase in e-bike activity in 2024, particularly during the third quarter of the year. Based on data from over 100,000 GPS trackers, the majority of e-bike trips were recorded on weekdays, especially from Tuesday to Thursday, with the average ride lasting 19 minutes. Weekend rides tended to be slightly longer. Even in colder months, e-bike use remained resilient, with over two million kilometres ridden in the fourth quarter alone.

    Findings also revealed that some e-bikes were in near-constant use throughout the year. Among the six most-used e-bikes, each were operated on 357 or more days in 2024, reflecting their integral role in daily mobility.

    Sustainability achievements

    E-bikes continue to demonstrate their potential as a sustainable alternative to traditional vehicles that require fossil fuels for transportation. On average, e-bike trips in 2024 saved 399 grams of carbon dioxide per journey, culminating in 963 tons of CO2 reductions among the most active users. To put this into perspective, a car produces approximately two tonnes of CO2 annually over 15,000 kilometers. The CO2 saved by e-bike users in 2024 is equivalent to avoiding over 481 years of car emissions.

    Regional trends and theft concerns

    Urban centres remain at the forefront of e-bike adoption. Frankfurt, Cologne, and Berlin led in terms of trips per capita, with Hamburg and Munich following closely behind. However, theft remains a pressing issue, particularly in large cities which account for 82% of reported cases. Smaller towns and rural areas reported significantly lower theft rates, at just 1.4% and 2%, respectively.

    The report also highlights peak theft times, with most incidents occurring in the early morning around 7 a.m. or during the afternoon between 1 p.m. and 3 p.m. The third and fourth quarters of the year recorded the highest theft rates.

    Maintenance and repairs

    E-bike maintenance also saw seasonal trends, with a decline in repairs early in the year followed by an increase towards year-end. This suggests that consistent upkeep remains crucial for ensuring reliable e-bike performance.

    As e-bikes continue to gain traction across Germany, their role in fostering sustainable transportation and reducing carbon emissions is becoming increasingly evident. However, challenges such as theft require ongoing attention to ensure the continued growth and safety of e-bike usage.

    For further details, the full IoT Venture report can be accessed online.

  5. Study finds smart warning system enhances e-cyclist safety at high-risk locations

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    Source: Nieuws Fietsberaad

    A recent field study conducted by the University of Twente and Saxion demonstrates the potential of smart cycling technology to improve safety for e-bike riders.

    The study, conducted in Enschede during April and May 2024, revealed that cyclists equipped with a prototype warning system felt safer and exhibited reduced speeds at locations deemed high-risk for accidents.

    The field study participants stated that they felt safer on electric bicycles when they received warnings via smart bicycle technology about locations with a high accident risk. Another effect of the technology was that the average speed of participants also decreased.

    Field study setting

    It took place in Enschede in the Netherlands and involved 46 regular cyclists aged 18 and over. They rode an e-bike equipped with sensors to measure their cycling behaviour with two smartphones mounted on the handlebars. One had a navigation system and the other featured a prototype warning system which displayed the cyclist’s speed and gave warnings if the cyclist rode close to one of five locations which had a high accident risk on their route. They were advised to ride at 20 km/h and, if they were cycling faster than this they would see a red screen, and a green screen if they were cycling slower than the advised speed.

    Three study rounds to measure rider experiences

    The prototype warning system was switched off for the first round, with cyclists only being shown their current speed. It was switched on for the second and third rounds where, as well as the visual screen warning, they received an audio warning for one round, and a tactile warning via gloves for the other. Participants completed a questionnaire to detail their rider safety, confidence and other system experiences.

    Results

    The results showed that participants felt safer on the bike when the system was in operation. They found it easy to use but their confidence in it was not very high. When the system was in operation, the average rider speed was lower. Men reduced their speed more than women, but women arrived at the dangerous locations at a lower speed. People who cycled a regular bike or e-bike weekly were more likely to reduce their speed based on audio feedback than based on haptic feedback.

    Smart bike technology is viewed to be one of the possibilities for increasing cycling safety by preventing accidents; whether it will make it to market will depend on how riders view it. The study authors believe that their findings show that there is potential for this type of warning system, and for more advanced technology. The study results can be accessed here from the scientific journal of Cycling and Micromobility research.

  6. 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.

  7. European city study finds that more flexible regulations increase e-scooter popularity

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    Deloitte has conducted a survey of 155 cities across the continent and found that the cities with the most flexible regulations for electric scooters resulted in more affordable pricing and a higher uptake level among customers.

    Source: Zag Daily, B. Hubbard

    Deloitte’s findings report that in cities with higher regulations that involve public tenders, users are found to pay roughly 19% more per ride.

    Since e-scooters were first launched in the mid-2010s, there has been a wide range of regulatory models that have been applied in various European cities however since then there has been a lack of research that examines the results and impacts of each model.

    Deloitte divided the regulatory models of various cities into three categories:

    Light regulation refers to open markets, meaning that e-scooter services don’t have to comply with regulatory restrictions, resulting in no restrictions for vehicle fleet sizes and an unlimited amount of e-scooter operators being allowed to enter the city market and offer their services freely.

    Medium Regulation means that e-scooter operators must obtain a permit from authorities to operate in the city. In this type of model, operators may have to comply with specific operational requirements such as redistributing vehicles that have been poorly parked within a set time and they may have to pay fees to the city.

    High Regulation refers to the involvement of tenders, which is when cities invite e-scooter operators to enter competitive proposals, which detail their planned offering on fleet size, pricing and fee structures, service quality, sustainability measures, and operational plans.

    Stijn Vandeweyer, ITRG sector leader at Deloitte Belgium, said: “There has recently been a trend among European cities toward stricter e-scooter regulations due to a perception among policymakers that the more stringent regulatory models enable better monitoring and management of shared e-scooter services in their cities, thereby improving the quality of the services for their citizens. However, the research for this report has shown that Light Regulation models (especially MoUs) and Medium Regulation models can both provide cities with the degree of control needed to ensure quality and responsiveness to the needs of their citizens.”

    Findings

    Deloitte have found that more European cities have changed their regulatory approach in adopting stricter e-scooter regulations rather than making them more flexible.

    Cities with lighter or medium regulations including Vilnius, Dusseldorf and Lisbon had a higher take-up of e-scooters, due to there being more competition between e-scooter operators, resulting in more affordable prices and therefore a higher usage rates from customers.

    Deloitte has also suggested five recommendations for optimising micromobility in cities, including the suggestion that at least four e-scooter companies should operate in each European city to enable competition for lower consumer pricing, so that more citizens are able to take up this sustainable form of mobility.

  8. NIPV publishes 2020-22 report on LEV fires in the Netherlands

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    Source: NIPV

    The Netherlands Institute for Public Safety (NIPV) is the Dutch public research and knowledge institute that links and strengthens ties between the country’s 25 security regions, central government and partner organisations in the crisis management domain through its four service pillars – scientific research, education, support and information.

    The report introduces the fire risks associated with LEVs, mainly around technical faults and charging. Locations of incidents are mainly in the home, and the dangers of such fires are the blaze itself, as well as the toxic smoke. The report aims to review the ways in which such fires start, and better understand these causes.

    The summary records a total 327 LEV fires over a 2 year period, with 65% involving an electric scooter, electric bikes 24%, mobility scooters 7%, and hoverboards 4%. Most of the fires were caused by arson, which was the cause in 37% of the cases where the cause could be determined. In 35% of the cases, the fire was caused by a technical defect.

    The study notes that with increasing sales, we must be prepared that fires are likely to increase, and recommends as follows:

    “This trend calls for extra attention to the (fire) safety of LEVs by the manufacturers of these vehicles. However, building managers will also need to consider fire risks, such as managers of bicycle storage facilities where e-bikes and e-scooters are parked and managers of nursing homes where mobility scooters are stored. Additionally, individuals with hoverboards and e-scooters should consider the fire risks of their vehicles. Finally, sellers can contribute to the fire-safe behavior of consumers by providing targeted information on the safe use (maintenance, charging, storage) of LEVs.”

    Read the report in full, in Dutch, here.

  9. Study shows risk of brain injury in accidents equal with e-bike and regular bicycle

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    No significant difference in frequency of traumatic brain injury between ebikers and cyclists

    Source: CROW-Fietsberaad

    The knowledge centre for bicycle policy for the Dutch governments, CROW-Fietsberaad, has reported on a study conducted by the Noordwest Hospital Group in Alkmaar that may prove to be a useful counter against anti-ebike sentiment.

    Over a one year period, from June 2016, the condition of a total of 834 patients in a level 1 trauma centre was recorded. The sample offered a good divide between the two modes of transport in question, with 379 ebike and 455 regular bicycle users.

    It was found that the severity of the brain injury was comparable across both groups, where eight victims of an ebike accident and seven victims of a classic bicycle resulted in severe, traumatic brain injury. This small sampling indicates that an e-bike accident does not necessarily lead to more serious head injuries than that of an accident when riding a regular bicycle.

    While the type of bicycle does not appear to be a contributing factor in the level of the injury, it was found that brain damage was more likely if the speed was higher: 26-45 km/h, or if there was alcohol in the system, or use of anticoagulants.

    Link to study (not open access)

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