The number of road deaths in Germany has been falling for years, but the risk is shifting to two wheels. In 2024, one in six road deaths was a cyclist, and almost half of these were on a pedelec.
A brief explanation of the terms: Electric bikes are divided into three categories: pedelecs, e-bikes and S-pedelecs. Only pedelecs – commonly referred to as e-bikes – are legally equivalent to bicycles without an auxiliary motor. Pedelecs have an auxiliary motor that assists pedalling up to a speed of 25 km/h. S-pedelecs have a higher speed limit, and e-bikes are classified as mopeds, as the motor functions even without assistance. Destatis’s traffic accident statistics relate solely to pedelecs.
Fewer road deaths
The number of road deaths in Germany has been falling over the long term, despite increased traffic and higher levels of motorisation. In 2024, 2,770 people died in road traffic accidents, significantly fewer than ten or fifteen years ago. The statistics show a clear decline, particularly among car occupants.
This success is the result of decades of road safety work: stricter drink-driving limits, speed limits in built-up areas, improved vehicle technology, more checks and infrastructure measures such as roundabouts or 30 km/h zones.
However, a disproportionately high number of fatal accidents still occur on country roads, where high speeds and blind spots combine. Alcohol also continues to play a significant role: although the number of alcohol-related accidents has fallen sharply, drink-driving remains one of the most common serious offences carrying a high risk of fatality.
When the motor makes the difference
Whilst the number of car fatalities has fallen dramatically since 2008, the trend for cyclists remains relatively stable. Destatis reported a total of 441 cyclists killed in 2024, an increase of just over 11% compared to ten years earlier. In the same period, however, the total number of road deaths fell by 22.4%.
This rise can be attributed primarily to the increasing number of electric bike riders killed. In 2024, almost one in two cyclists killed was riding a pedelec. However, as accident researchers emphasise, bicycles with auxiliary motors are not inherently more dangerous than conventional bicycles. The higher risk stems from a combination of several factors: higher average speeds, a lack of riding experience and a user group that is, on average, significantly older than that of conventional bicycle users.
Risk factors: Age and infrastructure
The road accident statistics from Destatis paint a clear picture of the at-risk group. Just under two-thirds of cyclists killed in accidents in 2024 were aged 65 or over; among e-bike riders, the proportion was as high as almost 69%.
Infrastructure also plays a key role in preventing road accidents. Many cycle paths are not designed for faster bikes, crossing driveways or bus lanes, or merging abruptly onto the road. According to regional statistics, accidents involving pedelecs occur more frequently than average without third-party involvement, for example as single-vehicle accidents on bends, on gravel, or when braking from high speed. In areas where cities consistently prioritise wide, physically separated cycle paths, the number of serious accidents is falling, whilst regions with high levels of cycling but poor infrastructure are reporting rising accident figures.
What policymakers are doing about it
In the coming years, transport policy will need to focus primarily on areas where road traffic risks are particularly high. To ensure safe cycling, whether with or without an auxiliary motor, the key priorities are more physically separated and well-maintained cycle paths, as well as targeted prevention initiatives such as cycling training and safety campaigns for electric bikes.
