Tag Archive: belgium

  1. Report on the success factors of a regional shared bike system

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    Source: Fietsberaad

    The region of Flanders in Belgium has provided the data for an in-depth report into the combination of factors that enable the successful implementation of shared bike systems, when considered at the regional level (encompassing multiple municipalities, cities and even rural areas), rather than solely in city centres.

    The report, published by Fietsberaad Vlaanders in collaboration with The New Drive, analyses the critical success factors which determine how a regional shared bike program becomes an essential ingredient in a regional mobility network. The report focuses specifically on shared bike systems which have been rolled out at Belgium’s regional transport level, which consists of multiple municipalities, cities and rural areas.

    The report authors state that the report provides project managers of shared bike systems with the tools to optimise their systems, with the impact of political and policy decisions taken into account.

    Highlighted factors on the road to success include:

    • Affordability (price level, subscription model, plus any targeted discounts)
    • Accessibility (aligning with mobility centres and hubs such as train stations)
    • Availability (sufficient bikes and sufficient locations)
    • Usability (the quality and ease-of-use of the bikes)
    • Reliability (efficient redistribution methods and processes, bug-free and up-to-date digital system for users)
    • Awareness (effective marketing and promotion)
    • Comprehensibility (clear pricing, logical locations and allowable usage areas)

    The report states that, “the bike-sharing system has proven its added value in the urban and regional mobility landscape. To take the next step – where the shared bike is not just an option, but the first and most logical choice for the ‘last mile’ and beyond – a coordinated and decisive approach is needed. The future of regional shared mobility lies in uniformity, seamless integration, and smart collaboration.”

    The full report can be accessed here.

  2. E-bikes dominate in Belgian sales and leasing sectors

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    Source: Nieuwsfiets

    Figures from TRAXIO VELO, the Belgian mobility sector organisation, reveal that the country’s overall bike sales saw an upturn of 7.1% in 2025 compared to the previous year, with e-bikes accounting for over half of those sold. Electric models also dominate in the growing leasing sector, at almost two-thirds of the leased fleet.

    The TRAXIO VELO figures measure the delivery of 90 bicycle brands to bicycle shops, plus online sales and the sale of private-label brands through sports stores. Their report shows that Belgium’s total bicycle sales for 2025 amounted to 578,737 new units, in contrast to the decline seen over previous years.

    The 7.1% increase consisted of 38,381 more new bicycles, of which 51% were electrically assisted models; it is the sixth year in a row that e-bikes have accounted for over half of all sales. In 2025, high-quality e-bikes with hub gears and a belt drive were highlighted as performing well, seeing a 14% rise from 126,175 to 144,008 units.

    The TRAXIO VELO report included a separate Fatbike category for the first time, and highlighted the speed pedelec as a significant riser, as reported earlier this year.

    The leasing picture

    2025 saw 190,969 leased bikes in circulation in Belgium, of which 70,396 were newly added leased units. The rising numbers of employees making use of leasing schemes is being augmented by the introduction of rulings in January 2025 which enable federal civil servants to apply for leased bikes, and teachers are now also able to access the scheme.

    In 2025, 54.21% of newly leased bikes were electrically assisted models, and overall almost two-thirds of the country’s leased fleet are e-bikes.

    E-city and e-trekking models are the most popular leased models, followed by speed pedelecs. Cargo bikes (including longtail types) also constitute a substantial portion of the leasing market.

  3. Belgian shared mobility sees record usage and increased efficiency

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    Sources: Cities Today, Belga News Agency

    Belgium saw record levels of shared mobility use in 2025, with over 33 million journeys made on shared bikes, e-scooters and in cars, according to the Shared Mobility in Belgium 2025 report, published by Way to Go, a network organisation promoting shared mobility. This is despite the numbers of available vehicles having reduced, indicating optimised efficiency.

    The report is based on data from all active operators in the country, and reveals that shared bikes and e-scooter trips made up the lion’s share of recorded journeys at over 32 million. The most notable statistic is that the number of shared e-scooter units fell by 35%, but that total trips increased by 21%, prompting Way to Go to comment that shared mobility “is becoming more mature: fewer vehicles on the road, but more people using them”.

    A key reason for the drop in e-scooter vehicle numbers is Brussels reducing the number of operating companies from nine to two, and implementing fleet caps, which resulted in a 44% drop in e-scooter numbers in the region. Average numbers of trips per scooter per day rose from 1.9 to 3.6; Way to Go observes that Brussels “combines high density with intensive use,” demonstrating that “well thought-out regulations lead to more efficient use.” The Brussels region represents 59% of the country’s shared e-scooter journeys, and 31% of all shared bike journeys.

    Across the country, shared bike use saw significant expansion, with over 28,000 shared bikes and more than 1.038 million active users recorded in 2025. The nationwide fleet is now, for the first time, mostly electric, and in Brussels the proportion of electric shared bikes is 78%.

    The Flanders region accounts for 68% of Belgium’s shared bike trips at 10.8 million journeys. The “back-to-many” system, which consists of fixed stations from which bikes can be collected from one docking point and returned at a different one, is the dominant model in the region, and records an average of 3.5 trips per bike, per day. Way to Go comments that this demonstrated that shared mobility “is becoming structurally embedded in the mobility system,” while a targeted roll-out of regional systems shows “that shared mobility also works outside major cities.”

    The Wallonia region is, in absolute terms, behind Brussels and Flanders in numbers of users, but is seeing strong growth. The number of shared bikes in the region increased by 85% and scooters by 37% compared with 2024. Active shared bike users increased substantially to over 15,000, from just 2,500 in 2024.

  4. Belgian bike retailers earn little from bike leasing

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    Source: Nieuwsfiets

    At the recent Velofollies trade show, market research specialists GfK gave a presentation reviewing the status of the Belgian cycling retail sector in 2025 compared to 2024. Sales volume, particularly for e-bikes, was relatively strong, however profit margins are under pressure, with sales via leasing schemes a contributing factor.

    The GfK presentation drew on information from Belgian newspaper De Standaard, and shared headline figures of a 7.7% rise in bicycle sales to 250,400 units and a revenue increase of 11.8%. Electric bikes accounted for over 80% of total revenue in 2025.

    Bicycle leasing has bloomed in Belgium recently, with tax-advantaged employer schemes allowing their staff access to bikes – especially e-bikes – which some may normally consider outside of their financial reach. During the Velofollies presentation, it became apparent that the system has not been as financially attractive as expected for bicycle retailers, who have reported that leasing companies are forcing retailers to offer significant discounts.

    The effect on profitability

    Bicycle retailers typically expect to see a gross margin of around 30% on a bicycle, however leasing companies are demanding discounts of up to 10%. With the speed pedelec segment seeing over 60% of sales generated through leasing, large bicycle retail chains are therefore barely profitable, or even operating at a loss. Independent bicycle shops are also affected, as some leasing companies operate their own distribution points, placing a limit on the role and income of smaller, independent retailers.

    Thomas Vanderhoydonck, of Fietsen De Geus and chairman of the Traxio Velo advocacy group, said to De Standaard: “The profit margin on a private customer is simply higher. Moreover, leasing customers also involve more work because there’s more administration involved.”

    The government’s role

    De Standaard has highlighted that the government’s role in the bicycle sector raises questions. Through Participatiemaatschappij Vlaanderen (PMV),  an independent organization owned by the Flemish government, there are links with various cycle industry entities. Examples include a loan to Fietsen Wildiers, which was recently converted into an equity stake; Wildiers has grown to become the largest bicycle chain in Flanders after making several acquisitions. PMV is also a shareholder in the Aska Bikes brand, raising questions about market conditions and competition.

  5. 2025 marked a record year for speed pedelecs in Belgium

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    Source: TRAXIO

    According to mobility federation TRAXIO, last year was a significant one for the Belgian speed pedelec market where it reached a total of 23,681 registrations (14,058 new and 9,623 second hand), surpassing the previous record of 23,277 units in 2022. The figures have made it record year for second-hand bikes, and the third-best year ever for new speed pedelecs, collectively making 2025 the best year to date.

    The Belgian market has experienced historic growth in new and second-hand speed pedelecs, with leasing encouraging market expansion as regional disparities in adoption remain.

    Leasing driving new market expansion

    After the new speed pedelec market initially cooled down, 2025 saw a positive turnaround. TRAXIO’s spokesperson Filip Rylant explained: “We predicted last year that there was room for further growth, and that’s now proving true. The market grew again, by 2.6% to 14,058 units. The difference was mainly in December, when no fewer than 894 units were registered—an increase of 29.8%. The reason for this high number of registrations is the contracts that are starting in January. A lot of bicycle dealers already applied for the new SP plates in December to ensure delivery as soon as possible in early 2026. This aligns seamlessly with a significant market shift that has been underway for several years: the leasing segment now accounts for a market share of 62.4% (!), to the detriment of vehicles registered by companies and, especially, by private individuals. A few years ago, the majority were still purchased by private individuals.”

    Unprecedented growth in second-hand speed pedelec market

    The second-hand market also had a record year. Rylant reported: “A total of 9,623 speed pedelecs were re-registered, an increase of only A whopping 24% increase (1,865 units) compared to 2024. Compared to 2022, that’s even 3,124 more (48.1%). And the success story doesn’t seem to be over yet, as we’re noticing that many fast bikes released from leasing are being re-registered by private individuals. Thanks to the growing supply of high-quality speed pedelecs at attractive prices, the used market will continue to grow for a while.”

    Regional disparities in adoption

    Speed pedelecs remain predominantly a Flemish phenomenon, with 97.5% of new registrations in Flanders. East Flanders saw a 34.6% increase to 5,534 units, largely due to leasing. In contrast, the French-speaking regions of Belgium continue to struggle with adoption: “Speed pedelecs are struggling to gain traction in the French-speaking part of the country (market share of 1.2%) due to factors including weaker cycling infrastructure, lower congestion, and—specifically for Brussels (market share of 1.3%)—competition with regular bicycles and scooters in the 30 km/h zone,” Rylant explained.

    For second-hand speed pedelecs, all provinces except Namur and Liège showed significant growth, with increases ranging from +19.2% (Flemish Brabant) to +150% (Luxembourg). These bicycles are primarily purchased by private individuals, with Antwerp leading the way with 3,323 units.

    Belgian speed pedelec market outlook

    The rise of leasing and second-hand markets demonstrates the continuing evolution of the Belgian speed pedelec market. “The question for the bicycle sector now is primarily how to encourage private individuals to buy high-speed bicycles, as this market segment has been in freefall for several years. However, private individuals are buying a considerable number of second-hand speed pedelecs that are at the end of their leases,” Rylant concluded.

    The full figures, graphs and breakdowns of TRAXIO’s research can be accessed on their website.

  6. E-bikes a key factor to the increase of cycling in Flanders

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    Sources: Zag Daily, Nieuwsfiets Image credit: Yanni Roua

    Recent data from Fietsberaad Vlaanderen and Acerta shows that the Flanders region of Belgium has been seeing new records in cycling data, with 18.5% of all journeys now taken by bike, and half of Flemish people regularly cycling to work. Strong investment in cycling infrastructure and the high ownership of e-bikes in the region are significant factors.

    A biennial survey, FietsDNA, undertaken by Fietsberaad Vlaanderen (Flanders Cycling Council), took responses from 3,000 participants, and found that there have been an additional 40,000 bike trips per day since 2022.

    44% of survey respondents rated the region’s cycling infrastructure at 7 out of 10 or higher, an increase from 40% in the 2022 survey. The survey also found that 45% of Flemish people own an electric bicycle, compared to 37% in 2022, and that although ownership is still high among the over-50s, it has increased in the 18- to 29-year-old age bracket, indicating that e-bikes are not only favoured by seniors.

    The commuting landscape

    Separate research published by HR service provider Acerta maps data from 380,000 employees at more than 40,000 employers, and found that 50.8% of Flemish people commute by bicycle, at least part of the time. Charlotte Thijs, mobility expert at Acerta, pointed to the twin factors of e-bikes and suitable infrastructure in achieving this tip in the balance. “The rapid rise of e-bikes and the associated sophisticated cycling apparel and helmets are making cycling to work increasingly comfortable. Public spaces are also becoming increasingly bicycle-friendly with the construction of additional cycle highways and wider cycle paths.”

    Bicycle leasing

    Thijs also highlighted the role of employers in encouraging the uptake of cycling. “Employers are responding by offering bicycle leases and providing cycling allowances. This also makes their employees fitter and reduces the risk of long-term absences. With the focus on the (reintegration of) long-term sick employees in 2026, we expect companies to further emphasize the health benefits of cycling.”

    The FietsDNA survey shows that 14% of Flemish people use an employer-provided bicycle, with almost half these being leased and are mainly electric bikes. Some employees own multiple company bicycles.

    Infrastructure investment

    Central government spending on cycling in the Flanders region is around €319 million per year, equating to €47.9 per capita. This is in stark contrast to Flanders’ neighbouring Netherlands, which has more than twice the population but spends the equivalent of €13.3 per capita.

    The Flanders government is seeking to achieve a 30% cycling transport mode share by 2040, and much of the investment is going into the development of a 2,800km supra-local cycling network, which is partially complete.

    Electric bike types and maintenance demands

    As well as standard commuter-style e-bikes, other categories including speed pedelecs, cargo bikes and folding bikes are seeing an increase, particularly in urban households. This has an effect on the demands put on bike workshops – e-bikes are heavier with complex drive systems and more intensive use due to their ability to travel longer distances – leading to an increase in wear and tear and a requirement for more frequent maintenance.

  7. Number of bicycle shops declining, as repair centres increase in Belgium

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    Source: Nieuwsfiets

    According to market research company Locatus, by the end of 2025, Belgium had 1,500 two-wheeler shops, with bicycle dealers experiencing a decline, the number of moped and scooter shops remaining the same, and bicycle repair shops increasing.

    Locatus’ graphs reveal that the number of bicycle shops reached a high of 1,364 in 2024 before decreasing by 23 during 2025. Repair shops have experienced a great inrease in recent years, going from 30 in 2023, to 83 at the end of 2025. Meanwhile scooter and moped shops have stayed the same in 2025, after experiencing a decline in recent years.

    Access the full statistics on two-wheeler shops in Belgium on Nieuwsfiets.

  8. Electric bikes dominate Belgium’s bike sales in 2025

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    Source: Nieuwsfiets

    According to figures revealed by market research company NielsenIQ at a recent event, the Belgian bicycle market has seen a healthy uptick in overall sales in 2025, with e-bikes accounting for 66.1% of this figure.

    The figures were presented at an event for the Belgian bicycle industry hosted by mobility organisation TRAXIO. The sales data is taken from cash-register figures from both individual retailers and large chains, but excludes direct sellers and suppliers such as Decathlon. Kristof Scheys of NielsenIQ said that this sales data represents 60-65% of the Belgian bike sales market.

    Following a fall in in 2024, where sales of new bicycles dropped by 6.8%, in 2025 sales are up 13.6%. E-bikes account for 66.1% of the market in 2025, with cargo bikes having a 7.8% share and longtail bikes a 6.4% share. The average purchase price of an e-bike is €4,000; regular bikes have an average price of €1,700.

    Further topics during the event included the latest developments in Europe’s e-bike battery regulations, and a discussion on circular e-bike leasing, alongside the potential for a repair index and sustainability index for bicycles.

  9. City of Leuven pilot project explores barriers to shared mobility

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    Source: Mobiel 21

    Sustainable mobility organisation Mobiel 21 was commissioned by the City of Leuven, Belgium, to analyse the barriers which people face in accessing mobility options such as shared bicycles, and to prepare a set of recommendations for dismantling those barriers.

    Shared mobility is gaining popularity in the Flanders region, with bicycles, cargo bikes and scooters among the vehicles available, however research has shown that accessibility could be improved. Those on lower incomes, the elderly and residents from migrant background communities use shared mobility less. Mobiel 21 highlights that shared mobility can act as a useful tool particularly for such vulnerable groups, providing access to a means of transport to work, school and other daily activities, without the high costs associated with purchasing, insurance, and maintenance.

    Launch of the Leuven pilot project

    The City of Leuven set up a pilot project, in collaboration with Mobiel 21 and shared transport providers VELO vzw and Cambio, with the aim of better understanding existing barriers residents experience in accessing shared mobility options. Between March 2024 and March 2025, temporary shared transport points were set up in three Leuven community centres, which actively serve neighbourhoods that are home to people in vulnerable groups.

    Residents were able to use a mix of shared mobility transport modes for a period of four months at each of the community centres – traditional bikes, electric bikes, electric cargo bikes, and a car. Participation was free of charge, in an effort to make the project as accessible as possible.

    Research during the project consisted of interviews with participants, and a focus group with community workers based at the three centres. The interviews explored with participants any barriers they experienced when using the shared vehicles, and their thoughts on shared mobility as a solution to their needs. The focus group discussed shared mobility, inclusion and mobility poverty. The community workers forming the focus group were the first point of contact for the project’s participants, assisting with registration and sign-ups with the sharing scheme providers, and gaining insights into local residents’ mobility needs.

    Identified barriers

    A range of barriers which can influence the use of shared mobility were identified by the research. With the pilot project being free of charge for participants, other factors than financial were highlighted:

    • Knowledge: Many residents did not really know what shared mobility entails.
    • Digital and practical skills: Using an app, or riding an electric bicycle or cargo bike does not come naturally to everyone.
    • How the sharing system works: Registration and making reservations can cause stress.
    • The sharing mindset: The contrast between “owning” to “shared-use” takes some getting used to.
    • Location and design of the sharing point: Proximity and recognisability of sharing points are crucial to attract users.
    • Cost: Even if rides are affordable, many people still feel financial stress, such as high entry fees, or a fear of fines.

    Recommendations for inclusive shared mobility

    Mobiel 21 drew up seven distinct recommendations which can act as a reference point to policymakers and shared mobility service providers in making shared schemes better tailored to the real-world requirements of vulnerable communities:

    • Communicate broadly, in clear language
    • Focus on personal guidance
    • Arrange practice sessions with the vehicles
    • Choose a familiar location and an offer tailored to the neighborhood
    • Simplify the registration process
    • Provide alternative methods to digital access
    • Ensure an affordable and balanced pricing model

    Based on the research results, the interviews, and the focus groups with the community workers, general recommendations can be made to make shared mobility more inclusive and better tailored to the wishes and needs of vulnerable population groups.

    The Insight document prepared by Mobiel 21 on the project can be downloaded here, in Dutch.