Bicycle speed limit: will you really only be allowed 25 kilometers per hour soon?

Michael MichelClaims handler

Netherlands finally tackles bicycle safety firmly and opts for maximum bicycle speed limit. will you really only be allowed 25 kilometers per hour soon? The numbers don’t lie: 675 traffic deaths per year, a third of which are cyclists. On top of that, 70,000 people a year end up in hospital due to bicycle accidents, with many victims sustaining serious injuries. This can and must change. Therefore, next year the government will experiment with a speed limit for bicycles on bicycle paths.

We’re talking 20 to 25 kilometers per hour, depending on the municipality. The goal? Getting the growing speed differences between regular bikes, e-bikes, fatbikes and speed pedelecs under control. A logical step that will directly impact your daily ride to work, school or the store.

Because serious injuries in bicycle accidents often result in long-term rehabilitation and high medical costs, it is important for victims to know what rights they have. In fact, when injured in a traffic accident, victims may be entitled to compensation. This includes medical expenses, loss of income and damages.

Important points about speed limits on the bike path

• Municipalities may experiment with 20-25 mph speed limits on bike lanes starting in 2025
• Electric bikes officially have a speed limit of 25 km/h with pedal assistance
• souped-up e-bikes and fatbikes cause fines of up to €320 and insurance problems
• 71% of the Dutch support a 25 km/h speed limit within built-up areas
• Cabinet invests 50 million euros in bicycle safety for 2025-2029

These measures are part of a broader approach to improve road safety on bike lanes. Local authorities are given the freedom to experiment with different speed limits and additional safety measures, such as constructing separate lanes for faster cyclists or moving heavy electric cargo bikes to the carriageway. These experiments should provide insight into the effectiveness of such rules and the impact on accident rates and cyclist behavior.

In addition, efforts are being made to raise awareness and enforcement. The outgoing administration wants more cyclists to wear helmets, especially when using e-bikes and speed pedelecs, to reduce serious injuries in accidents. Extra attention is also being paid to tackling illegally rigged bicycles, which pose a major risk to road safety.

Through this combined approach, supported by an investment budget of 50 million euros, the government aims to reduce the number of serious bicycle accidents and make the bicycle infrastructure safer and future-proof.

Current speed rules for different bicycle types

Current traffic regulations distinguish between different types of bicycles, each with their own speed limits and legal status. These distinctions are important to understand because they affect where and how you may ride a bicycle, what safety precautions you must take, and what fines you risk for violations.

Ordinary bicycles and electric bicycles

There is currently no legal speed limit on the bike path for conventional bicycles. Electric bicycles, on the other hand, do have clear restrictions: pedal assistance is allowed at a maximum of 25 kilometers per hour, with a motor power of at most 250 watts. These e bikes fall under the same traffic regulations as regular bicycles and are therefore allowed to ride on any bicycle path. It is important to note that as soon as an electric bike can go faster than 25 km/h with pedal assistance, it is no longer considered an ordinary bicycle and other rules apply.

Speed pedelecs and mopeds

Speed pedelecs are a separate category. These electric bikes can travel up to 45 km/h and are legally considered mopeds. Because of this, different rules apply: helmet obligation, license plate, insurance and driving on the moped path or the carriageway. Within the built-up area, mopeds are allowed to drive a maximum of 30 km/h on the (moped) bike path. This means that drivers of speed pedelecs must wear a helmet and display license plates. Insurance is also mandatory. These rules are in place to ensure the safety of both the driver and other road users.

Fatbikes and legal complexity

Fatbikes are in a legal gray area. If the fatbike meets the e-bike requirements (maximum 25 km/h, maximum 250 watts), then it falls under the same rules as electric bikes. If the fatbike is faster or more powerful, then it counts as a motor vehicle with all the associated obligations. This means that some fatbikes, depending on their technical specifications, are seen as mopeds or mopeds and thus are not allowed to just ride on the bike path. This lack of clarity causes confusion among users and enforcers, making it important for cyclists to be well informed about the status of their bikes.

Experiments with speed limits on bike lanes

The outgoing administration has given municipalities room to experiment with speed limits on bike lanes starting in 2025. These pilots are part of a larger multi-year plan for bicycle safety. The aim is to investigate which measures work best to reduce the number of accidents and improve road safety.

Planned pilots and local freedom

Next year, municipalities can decide what speed limits to introduce, with 20 or 25 km/h being the most commonly mentioned values. Outgoing Minister Robert Tieman (Infrastructure, BBB) stressed that customization is essential, as the situation in Amsterdam differs from that in rural areas. Municipalities can also experiment with other measures, such as moving electric cargo bikes carrying goods from the bike path to the carriageway. This can reduce pressure on bike lanes and increase safety.

The cabinet is laying out 50 million euros for various safety measures between 2025 and 2029. This budget should enable not only speed limits, but also other innovative solutions such as separate lanes for faster cyclists. With this, the cabinet wants to respond to changing mobility and the diversity of means of transport that are now found on bicycle paths.

Objectives of the experiments

The experiments have multiple objectives that go to the heart of the bicycle safety problem:

Reducing speed differences The major problem on Dutch bike paths is the different speeds at which cyclists travel. Where a regular cyclist goes 15-20 km/h, an e bike easily reaches 25 km/h, and souped-up fatbikes can go even faster. These speed differences lead to dangerous situations and an increase in accidents.

Protecting vulnerable road users Children, the elderly and less experienced cyclists are especially vulnerable to accidents. Limiting speed limits will make traffic on bike paths more predictable and safer for these groups.

Reducing traffic fatalities With 7400 people seriously injured in bicycle accidents in 2023, 70 percent of them over 60 years old, urgent action is needed. Without action, the government expects the number of accidents to continue to rise through 2040.

Problems with souped-up bikes

One of the biggest challenges in bicycle safety are illegally modified e bikes and fatbikes. These bikes are souped up to go faster than the allowed 25 km/h or have more than 250 watts of motor power. This leads not only to dangerous situations, but also to legal and insurance problems.

Common adaptations

Upgraded bikes can be recognized by several modifications:

• Removed or modified speed limiters
• Added throttle for propulsion without pedaling
• Increased engine power
• Software modifications that bypass the limitation

Research shows that 81 percent of the Dutch see more enforcement on souped-up bikes as the most important measure for improving bicycle safety.

Consequences of riding a souped-up bike

The consequences of riding a souped-up bike are far-reaching:

Financial implications

• Fine up to €320 for first offense
• If repeated, the bicycle may be confiscated and destroyed
• Full personal liability for damages to third parties

Insurance problems Modified bicycles are no longer covered by ordinary bicycle insurance. In the event of an accident, insurance does not cover damages, even if the owner was unaware of the modifications. This can lead to skyrocketing costs for serious injury or property damage.

Legal status A souped-up e bike or fatbike is legally considered a motorized vehicle (moped or moped). As a result, different traffic regulations apply: driving license, registration number, insurance and helmet obligation become mandatory.

Fatbikes and special regulations

Fatbikes deserve special attention because of their popularity among young people and the ambiguity surrounding their legal status. These bikes with extra-thick tires are often electrically powered and can fall under different categories depending on their specifications.

Legal classification

EU Regulation 168/2013 defines the technical requirements for fatbikes. The distinction is crucial:

• As an electric bike: up to 25 km/h, maximum 250 watts, pedal assistance
• As a motor vehicle: anything above these limits requires registration, insurance and helmet

This classification is of great importance to both users and enforcers. When a fatbike meets the requirements of an electric bicycle, it is allowed to ride on the bike path and the standard traffic rules for bicycles apply. However, once the fatbike is more powerful or can travel faster than allowed, it is legally considered a motor vehicle. This means that the driver must abide by additional rules, such as wearing a helmet, displaying a license plate and obtaining insurance.

Failure to comply with these rules can lead to fines and insurance problems. In addition, it is important for road safety that users are aware of the proper classification of their bikes so they know what rules apply to them and what safety precautions they must take. Municipalities and enforcement agencies face the challenge of communicating these rules clearly and enforcing them effectively, especially given the growing popularity of fatbikes and other electric bicycles with different speeds and power ratings.

These clear legal frameworks attempt to improve safety on bike lanes and reduce accidents, especially when different types of bicycles with different speeds and characteristics use the same infrastructure.

Local measures in Amsterdam

Amsterdam is one of the cities actively participating in experiments with speed limits on bike lanes. The municipality is experiencing high crowding on bike paths, with a large number of different types of bicycles, including e-bikes, fatbikes and speed pedelecs. This diversity and the large speed differences lead to an increased risk of accidents, especially in the busy city center.

The municipality of Amsterdam supports the idea of a maximum speed of 20 to 25 kilometers per hour on busy bicycle paths. Aldermen and the Fietsersbond in Amsterdam are also advocating for more customization, such as setting speed limits at specific locations where crowding and accidents are highest. They are also considering introducing speed limits in parks and other recreational areas to improve the safety of all road users.

In addition to speed limits, Amsterdam is working on infrastructure solutions, such as creating separate lanes for faster cyclists and improving enforcement on souped-up e-bikes and fatbikes. This approach should help reduce speed differences and the number of serious accidents in the city.

The municipality emphasizes that introducing a speed limit is not the only solution, but must be part of a broader strategy that also involves infrastructure, enforcement and education. The experiments in Amsterdam will be closely monitored and evaluated to determine which measures are most effective and whether they can be introduced on a larger scale.

Security measures and infrastructure

Speed limits are only one side of the story. The Netherlands is taking a bigger approach and investing heavily in better bicycle infrastructure. The government is allocating 236 million euros to make as many as 43,000 kilometers of bike paths safer – an investment that will be immediately noticeable for every cyclist. This investment focuses not only on improving the quality and width of existing bike paths, but also on constructing new, safe routes that can better accommodate the growing bicycle movement.

It also focuses on innovative infrastructure solutions that take into account the different speeds and types of bicycles on the road today. For example, separate lanes or lanes are being created for faster cyclists such as speed pedelecs and e-bikes to improve traffic flow and avoid collisions. Experiments are also underway to move heavy electric cargo bikes used to transport goods from the bike lane to the roadway, which could improve safety on bike lanes.

In addition to physical adjustments to infrastructure, the government is also investing in education and awareness campaigns to improve the behavior of cyclists. This includes encouraging the wearing of bicycle helmets, especially among users of faster e-bikes and speed pedelecs, and promoting responsible driving behavior. Through a combination of infrastructure, regulations and education, the Netherlands aims to structurally improve bicycle safety and reduce the number of serious accidents.

Infrastructure solutions

Separate lanes for different speeds Municipalities such as Katwijk are experimenting with separate bike lane strips for faster and slower cyclists. This solution recognizes that different speeds can go together, provided the infrastructure facilitates it.

Shifting heavy traffic Electric cargo bikes used to transport goods could potentially be moved to the roadway. This measure reduces congestion on bike lanes and reduces speed differences.

Wider bike lanes Instead of speed limits, wider bike lanes may offer a better solution. This allows different speeds to coexist more safely without changing traffic rules everywhere.

Role of municipalities and customization

Municipalities are given a lot of freedom to find solutions that fit their specific situation. Urban areas face different challenges than rural municipalities. Whereas in the city, crowding and diversity of bicycle types are mainly problems, in rural areas it is more about long distances and higher speeds.

Cooperation between municipalities, the cyclists’ union and safety organizations is crucial to the success of the experiments. Evaluation of all the pilots will determine whether there will be concrete legislation at the national level.

Stakeholder responses

The plans for a bicycle speed limit evoke different reactions from concerned organizations and the public. These diverse opinions reflect the complexity of the issue of bicycle safety in the Netherlands.

On the one hand, there is broad recognition that the current situation on bicycle paths, with a mix of different types of bicycles and speeds, leads to unsafe situations and an increase in the number of serious accidents. Organizations such as Veilig Verkeer Nederland emphasize that speed limits are necessary to reduce these problems and thus reduce the number of casualties. They see the setting of a speed limit as an important step to reduce mass and speed differences on the bike path.

On the other hand, critics, including parts of the Cyclists’ Union, point out that the problem cannot be solved with speed limits alone. According to them, improving infrastructure, such as building wider and better-separated bike lanes, is a more effective measure. Enforcement of existing rules, for example against souped-up e-bikes and fatbikes, is also crucial to increasing safety, they say.

The public seems to be overwhelmingly supportive of speed limits, with a majority supporting a 25 km/h limit within built-up areas. Yet there are also concerns about potential restrictions on cyclists’ freedom and the complexity that different local rules can create. These concerns emphasize the importance of a national, unified approach with room for local customization.

The upcoming experiments in which municipalities will experiment with different speed limits on bike lanes next year will therefore be followed with great interest. The results will determine whether there will be concrete legislation and what it will look like. The outgoing administration wants to avoid a patchwork of traffic regulations, while at the same time recognizing that customization may be necessary per area.

These developments are part of a broader multi-year plan for bicycle safety, which also includes efforts to encourage helmet use, improve infrastructure and crack down on illegal modifications to bicycles. With an investment budget of tens of millions of euros, the government aims to substantially reduce the number of serious bicycle accidents over the next ten years.

It is important for cyclists to keep abreast of these changes and ensure that their bicycles comply with the applicable rules. Only joint efforts by government, organizations and users can improve safety on Dutch bicycle paths and reduce the number of accidents.

Safe Traffic Netherlands

Veilig Verkeer Nederland is in favor of speed limits on bicycle paths. The organization sees this as a necessary measure to increase safety and reverse the growing accident rates. According to them, speed limits can help reduce mass and speed differences on the bike path, which is a major cause of many serious accidents. They do stress that a speed limit is not the only solution but should be part of a broader approach that includes infrastructure improvements and behavior change.

The Cyclists Union

The cyclists’ union has a more nuanced position. Although they share the safety goals, they mainly advocate better infrastructure as the solution. Wider and safer bike lanes, they say, would be more effective than speed limits because they can better address the problem of varying speeds. They also point to the importance of enforcement, especially in dealing with souped-up e-bikes and fatbikes, which now often ride faster than allowed, increasing the risk of accidents. The Cyclists Union sees a speed limit as a possible tool, but not as the solution to the complex problems on bike lanes.

Public opinion

The public is overwhelmingly in favor of speed limits:

• 71 percent of the Dutch support a speed limit of 25 km/h within built-up areas
• Nearly half find a 20 mph limit acceptable
• There is broad support for increased enforcement on souped-up bikes

These figures show that there is broad support for measures to improve bicycle safety. Many cyclists experience the current situation as unsafe, especially due to the large speed differences between different types of bicycles. The desire is therefore clear: more rules and better enforcement to make cycling safer and more pleasant for everyone.

Objections and concerns

Not everyone is enthusiastic. Points of criticism are:

• Restricting freedom on bike lanes.
• Potentially less attractive bicycle use
• Unnecessary complication of traffic rules
• Concerns about a ‘patchwork’ of local rules

Some cyclists and advocacy organizations fear that introducing a speed limit may restrict cyclists’ freedom and make cycling less attractive, which may actually discourage the use of sustainable mobility. There are also concerns that different speed limits per municipality or even per district could lead to confusion and enforcement problems. This could result in a disjointed set of rules, making traffic more cluttered. Therefore, critics argue for a national, unified approach with sufficient attention to customization where needed.

Future plans and objectives

The government has ambitious plans for the next decade to structurally improve bicycle safety. These plans are part of a multi-year bicycle safety plan 2025-2029, which focuses on an integrated approach.

Encourage helmet use

An important part of the safety plan is to increase helmet use from the current 4 percent to 25 percent within 10 years. This goal applies to all cyclists, but especially users of faster electric bicycles. Wearing a bicycle helmet can reduce serious injuries in accidents and is therefore strongly recommended, although it is not yet mandatory for all cyclists.

Integral approach

The final approach will be a combination of several measures:

From pilot to policy

The results of the municipal experiments in 2025 will determine whether there will be concrete legislation at the national level. The outgoing administration wants to avoid a confusing patchwork of local rules, but also recognizes that customization is necessary.

The final approach is expected to take into account:

• Differences between urban and rural areas
• Technological developments in e-mobility
• Results of infrastructure improvements
• Effectiveness of enforcement and education

The introduction of a bicycle speed limit marks an important turning point in Dutch road safety. With the growing diversity of bicycle types and rising accident rates, drastic measures are necessary. Next year’s experiments should show which approach works best: speed limits, better infrastructure, or a combination of both. For cyclists, it is important to stay abreast of local developments and make sure their bikes comply with current regulations. Only by working together to create safer bike lanes can we reduce accidents and make cycling safer for everyone.

Encourage helmet use

An important part of the safety plan is to increase helmet use from the current 4 percent to 25 percent within 10 years. This goal applies to all cyclists, but especially users of faster electric bicycles. Wearing a bicycle helmet can reduce serious injuries in accidents and is therefore strongly recommended, although it is not yet mandatory for all cyclists.

Final thoughts

The introduction of a bicycle speed limit marks an important turning point in Dutch road safety. With the growing diversity of bicycle types and rising accident rates, drastic measures are necessary. Next year’s experiments should show which approach works best: speed limits, better infrastructure, or a combination of both.

It is important for bicyclists to stay abreast of local developments and make sure their bikes comply with current regulations. Only by working together to create safer bike lanes can we reduce accidents and make cycling safer for everyone.