When it comes to innovations in cycling infrastructure, it's worth taking a look at the Netherlands. They are looking for ways to combat the growing number of accidents. One of these is external forced braking.
Not even 20 kilometres away is Houten, a model for urban planners the world over, as revolutionary thinking began as long as 50 years ago. The flow of cars is diverted, cycling always has priority and there have been no fatal cycling accidents for 40 years.
The downside of the electric bike boom
So the problem is known, in the Netherlands as here. The consequences: "To improve safety for e-bike cyclists, the Federal Council submitted several measures for consultation in mid-August 2020, including compulsory eclairage obligatoire pour tous les vélos électriques, mandatory helmet use for slow electric bikes and a mandatory speedometer for fast electric bikes."
Simple writer and dad of two who likes to be on the move, wading through everyday family life. Juggling several balls, I'll occasionally drop one. It could be a ball, or a remark. Or both.
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Bicycles are part of the Dutch way of life. Even the Queen Máxima gets around by bicycle. This cycling-loving country is always at the forefront of making life more pleasant for cyclists. The Dutch infrastructure is the stuff of dreams: for example, there are numerous lit fast cycle lanes, separated from the rest of the traffic. A dream for commuters, who can reach the city centres via the fast lane with plenty of protection. Imagine speeding from Winterthur to Zurich or from Büren to Basel on a track like this.
The biggest bike park in the world? It is, of course, in Europe's cycling paradise. Utrecht had this 12,500-space palace built for €30 million. In doing so, the city of 350,000 has given itself a bigger bike park than Tokyo, the world's largest city. In the city, Flo indicates the speed to adopt to take advantage of the green wave.
Source:Twitter/@utrechtfietst
Unfortunately, this is not the case throughout the country, as the e-bike boom is also causing problems.Last year, 65 people travelling on motorised bikes died on Dutch roads. In 2018, there were 57 deaths. The trend is worrying. The same applies to Switzerland, at least in terms of the number of people injured. The Federal Roads Office FEDRO deplores "ever more e-bike drivers involved in serious accidents" in the first half of 2020 and identifies a major reason.
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The wheel turns
by Michael Restin
The Netherlands as usual is approaching the problem with a progressive attitude. Although helmets are not compulsory for e-bikes up to 25 km/h, S-Pedelec, fast bikes with pedal assistance up to 45 km/h, have been in the sights of the responsible authorities for some time. Helmets are compulsory for these bikes, and must be tested to the specially created NTA 8776 standard and be more resistant than a normal bicycle helmet. On specially-marked paths in town, it is forbidden to ride at more than 30km/h. These are relatively conventional measures based on the common sense of cyclists. But the Ministry of Infrastructure is not afraid to put the brakes directly on the ardour of those in too much of a hurry.
In cooperation with Microsoft and Orange-NXT, a four-kilometre-long route at Amsterdam's Schiphol airport has been the subject of a pilot project supported by the ministry. The electric bicycles and the infrastructure communicate via an interface that enables the maximum speed to be reduced externally at dangerous crossings, in the event of heavy traffic or extreme weather conditions. It is impossible to exceed 30 km/h as long as the risk is present. It's understandable that e-bike manufacturers are only moderately enthusiastic about this initiative, and that they want to retain control of their software. Indranil Bhattacharya, of the Townmaking Institute involved in the project, argues in the Guardian that in urban areas, the common good must come first.
Tell us what you think
Should the state have the right to intervene in braking?
Yes, if it serves the common good.
46%
No, these are totalitarian methods.
54%
The competition has ended.
To ensure that intervention is not perceived as a frustration, but rather as a useful gesture, the scheme must take account of specific situations. No one should have to worry about being slowed down by a strong headwind and in the rain. Another measure could be to send a warning to bicycles if there are obstacles in the way. I think that if this proves useful, the Dutch will not oppose it. The adoption of this system is being discussed mainly in Amsterdam, but other provinces are also interested. This is hardly surprising in a country where even the largest airport is "cycling ambassador" and wants to encourage its employees to adopt this mode of transport. It is offering a complete package including the appropriate infrastructure and application.
Away from home, this would be unimaginable. I went to Germany this summer, where the S-pedelec is being developed. There the car still takes precedence and fast electric bikes are still not widespread. While I was testing the Klever X-Speed Pinion, an industry expert told me repeatedly about the ideal conditions in the Netherlands. He also gave me some figures, one of which really surprised me: the only European country where more S-pedelec are sold than in the Netherlands is Switzerland, for half the population. Not bad, is it? However, we're far from up to speed when it comes to infrastructure. It's not necessarily necessary to envisage braking by public force right now, but compulsory lighting, helmets and speedometers may not be enough to reduce the number of accidents.
