Tag Archive: germany

  1. How safe is riding an e-bike?

    Comments Off on How safe is riding an e-bike?

    Velobiz digs deeper into recent figures from Germany considering number of accidents in relation to increasing use and age of riders

    Source: Velobiz

    On the topic of “traffic accidents involving these vehicles”, it turns out, public perception of the dangers of electric bicycles does not match the actual dangers. The publication reports that e-biking is safer than many people believe.

    There seems to be a tendency in public perception to highlight the dangers without providing a correct statistical classification. Even the most recent analysis of the pedelec accident figures by the Federal Statistical Office (Destatis), a technically neutral, factually based and therefore generally sober presentation, cannot avoid using phrasing such as “the number of pedelec accidents involving personal injury has increased more than tenfold compared to 2014” or “overall, the number of pedelec accidents in Germany has risen sharply in recent years”. It seems strange that the absolute number of accident victims is practically never or only inadequately put into relation with the increasing use.

    Would it really be so difficult to also include the estimated mileage? At least the ZIV has made this effort in the past. The association has at least put the mileage covered in relation to the number of accident fatalities up to 2020. While an average of around 290 kilometers per citizen per year were covered by bicycle in 2007, this figure had almost doubled by 2020, a temporary peak in bicycle use. The result was that in 2007, a cyclist was killed in an accident for every 46.4 million kilometers cycled. In 2020, this figure had already risen to almost 98 million kilometers. That would be a remarkable improvement in the situation.

    Are e-bikes more dangerous than bicycles?

    The wording that Destatis uses when comparing fatal e-bike and fatal bicycle accidents is completely clear: “Pedelec accidents involving personal injury are more likely to be fatal than accidents involving bicycles without an auxiliary motor.” 256 people died in traffic accidents involving non-motorized bicycles in 2023. A further 188 people died in traffic on a Pedelec. The total results in a figure that is, firstly, far too high and, secondly, unfortunately in line with the long-term average. In the years from 2007 to 2020, between 354 cyclists (in 2013) and 462 people (in 2009) died on German roads. An obvious conclusion would therefore be that the infrastructure has not improved significantly. But here too, given the increased use of Pedelecs, it would be appropriate to take mileage into account. At least Destatis seems to have put something into perspective, because when they say that “pedelec accidents involving personal injury are more likely to be fatal,” even though the absolute numbers are lower than for non-motorized bicycles, the number of cyclists who died in accidents was obviously related to something. In fact, the number of deaths was put in relation to every 1,000 registered pedelec accidents. The same thing happened with normal bicycles. As a result, 7.9 riders died per 1,000 pedelec accidents in 2023, while 3.6 people per 1,000 bicycle accidents died. But that is different from putting the fatal accidents in relation to mileage or to the number of bicycles and e-bikes.

    Older Pedelec riders have always been at the greatest risk of having an accident with their vehicle. The increasing number of accidents involving e-bikes for children is relatively new.

    Two years ago, a study by the insurers’ accident researchers (UDV) based the figures on mileage. The result (described as surprising in many media) at the time: e-bikes are no more dangerous than non-motorized bicycles. It was assumed that e-bikes cover distances that are on average 1.8 times longer than traditional bicycles. Whether this figure is still correct today is debatable (the figures came from the study “Mobility in Germany”, 2017). Even a factor of 1.8 changes everything. “The results showed that adult pedelec riders between the ages of 35 and 74 do not have an increased mileage-related accident risk,” the study says. “In contrast, younger (18 to 34 year olds) and older (over 75 year olds) pedelec riders showed an increased mileage-related risk of being involved in or causing an accident,” report the UDV experts.

    Age as a risk factor

    The age of cyclists and pedelec riders is therefore actually a greater influencing factor than their vehicle. In the case of pedelecs, it is particularly important to note that users are on average older than non-motorized cyclists: “People who were injured or killed on a pedelec were on average 53 years old, which, despite the falling average age, was older than those who had an accident on a non-motorized bicycle, who were on average 42 years old. Older people are more likely to be seriously or fatally injured in a fall than younger people,” says Destatis.

    The falling average age of pedelec users is not just a market success for the industry, but is also reflected in the number of accidents, as Destatis also notes: “What is striking in this context is that the number of people who have died in accidents with a pedelec per 1,000 pedelec accidents involving personal injury has fallen significantly in recent years: in 2014 there were 17.4 fatalities per 1,000 pedelec accidents (compared to 7.9 fatalities in 2023). This is also due, among other things, to the falling age of the accident victims.”

    Velobiz concludes that, in the future, the bicycle industry’s task will probably be to point out the relationship to mileage much more clearly, to communicate this and then to have these figures ready to hand. The portrayal of the bicycle as a dangerous form of transport is at least misleading. At the same time, no one can accept that over 400 cyclists are killed in accidents every year. Added to this is the suffering of those who survive but are more or less seriously injured in their accidents. These 70,900 accidents on bicycles and a further 23,658 on pedelecs were not even discussed here. Nor was the car, the main cause of these accidents, discussed. Infrastructure remains the key to the long-term success of the bicycle. The UDV also recommended expanding the bicycle infrastructure as a result of its study.

  2. E-bikes are emerging as the mobility of the future

    Comments Off on E-bikes are emerging as the mobility of the future

    Source: SAZ Bike

    Insurer Huk-Coburg, in collaboration with YouGov Germany, conducted a representative online survey of 4,101 individuals to assess current mobility behaviours, with a particular focus on e-bikes.

    The study revealed that e-bikes continue to perform well, maintaining the bicycle’s position as the second most preferred mode of future transportation. Traditional, non-motorized bicycles, however, have lost popularity since the pandemic.

    Bicycle Ranks Second as a Future Mode of Transport

    According to the study, approximately one in four Germans considers the bicycle to best meet their future mobility needs, placing it second overall, behind cars but ahead of walking. However, the appeal of conventional bicycles has dropped significantly, with approval ratings decreasing from 26% in 2021 to 16%. In contrast, e-bike approval has remained steady at around 10%, helping to secure cycling’s second-place ranking.

    Regional Differences Highlight E-Bike Popularity

    The growing importance of e-bikes is particularly evident in North Rhine-Westphalia, where e-bikes are now viewed as a more suitable future transportation option (13%) compared to traditional bicycles (12%). The strongest support for e-bikes is found in Schleswig-Holstein (14%), with notable increases in popularity since 2021 in Hesse (9% to 11%) and Saxony-Anhalt (7% to 9%). However, in the other eastern states, e-bike support is declining, and Berlin remains at the bottom with only 5% approval.

    Expert Commentary on the Findings

    Dr. Jörg Rheinländer, a board member at Huk-Coburg, commented on the findings: “During the pandemic, the limited use of public transportation significantly boosted the popularity of bicycles. The sustained interest in e-bikes suggests they have attracted new, long-term users. The bicycle’s second-place ranking as a preferred future mode of transport underscores its essential role in a balanced and eco-friendly transportation mix.”

    Decline in Interest Among Younger People

    The study also indicates that interest in cycling is higher than interest in trains (15%) or trams/suburban trains (12%). However, enthusiasm for non-electric bicycles has notably waned among younger people since the pandemic. For those under 25, the perception of muscle-powered bicycles as the ideal future transport option has dropped sharply from 28% to 11% since 2021. Among those under 40, the rating has halved from 28% to 14%. In comparison, those over 40 have seen a smaller decline from 25% to 16%.

    Regional Variations in Cycling Adoption

    Regional variations are also significant in both future expectations and current cycling frequency. The northwest shows the highest increase in cycling over the past 12 months, with 21% of Hamburg residents, 20% of Schleswig-Holstein residents, and 18% of Bremen residents cycling more frequently, regardless of electric assistance. These figures exceed the national average of 14%. Conversely, the lowest increases are seen in Saarland (8%), Rhineland-Palatinate (10%), and Saxony (11%), where cycling adoption is about half as common as in the northwest.

  3. Bicycle logistics industry expects stable growth

    Comments Off on Bicycle logistics industry expects stable growth

    Source: SAZ Bike

    The German Bicycle Logistics Association (RLVD) has released its 2024 industry report, revealing promising developments in the bicycle logistics industry. Despite facing global challenges, the sector is demonstrating steady growth and maintains an optimistic outlook for the future.

    Tom Assmann, a board member of the RLVD, emphasizes the organization’s ambitious goal: “We aim to shift 30 percent of urban commercial traffic to cargo bikes or trailers by the end of the 2020s.” Assmann notes that the report highlights the industry’s resilience in pursuing a sustainable economy, even under challenging conditions. However, the report forecasts an average annual growth rate of 10 percent, which may not be sufficient to fully achieve CO2-neutral urban logistics. To address this, Assmann urges policymakers to establish fair conditions that foster sustainability and innovation. He advocates for the inclusion of cargo bikes in public procurement policies, the revival of federal subsidies for cargo bikes, and consistent funding for expanding cycling infrastructure.

    E-cargo bikes: A growing market with significant potential

    In 2023, approximately 5,400 individuals were employed in the bicycle logistics industry. The report reveals that the majority of companies within the sector are small to medium-sized enterprises. Last year, the industry generated a turnover of 183 million euros, reflecting a stable to slightly increasing trend compared to the previous year. In total, 37,650 cargo bikes and trailers were sold for commercial use in 2023, with 95 percent featuring electric drive support. Cargo trailers are becoming an increasingly important part of the market, with around 12,000 units sold.

    Nicolas Schüte, the lead author of the study from Wildau University of Applied Sciences, underscores the long-term potential of cargo bikes for commercial purposes: “The use of cargo bikes is not just a passing trend; it’s a sustainable concept with vast potential. We’re seeing an expanding range of applications, from mobile coffee bars to outpatient care, that can benefit from bike logistics.“

    Bicycle logistics: A key contributor to climate protection

    The report highlights the significant impact of bicycle logistics on climate protection. In 2023, cargo bikes covered around eight million kilometres, resulting in a reduction of approximately 2,100 tons of CO2 emissions. The survey also indicates that bicycle logistics significantly improves road safety, with no serious injuries or traffic fatalities reported since the survey’s inception. Martin Schmidt, another RLVD board member, addresses concerns about the safety of cargo bikes and trailers: “The negative headlines surrounding cargo bike tests are often misleading and taken out of context. Our daily operations demonstrate that these vehicles are indeed safe.“

    The full 2024 industry report is available here.

  4. Company leasing providers have almost quintupled their sales since 2019

    Comments Off on Company leasing providers have almost quintupled their sales since 2019

    Company bike leasing has emerged as a significant growth driver for the bicycle sector, according to a study by Deloitte’s Sport Business Group in partnership with the industry association Zukunft Fahrrad. From 2019 to 2023, the total revenue of company bike leasing providers surged from 0.7 billion to 3.2 billion euros, nearly quintupling. This reflects an average annual growth rate of 46 percent.

    Source: RadMarkt

    The study, “The German Company Bike Leasing Market,” surveyed the largest providers using a standardized questionnaire. These companies represent approximately three-quarters of the market. The collected data was then extrapolated to estimate the overall market size based on dealer information.

    The survey revealed that the fleet size of bicycles and e-bikes leased through employers has grown by an average of 45 percent annually since 2019, expanding from 400,000 bikes in 2019 to 1.9 million by the end of 2023. This marks nearly a fivefold increase over five years, with 23,000 bikes newly leased in 2019 and 790,000 in 2023.

    Leasing strengthens brick-and-mortar retail

    Kim Lachmann, Director and bicycle market expert at Deloitte stated “Company bike leasing has now become one of the most relevant market drivers in the bicycle market – especially in the past year, which has been challenging for the industry. High bicycle stocks and a simultaneous slight decline in customer demand due to inflation posed problems for many market participants. However, we continued to see stable growth in company bike leasing – both in terms of volume and price. It is also clear that it is strengthening brick-and-mortar retail in particular. Almost 90 percent of users buy their bikes there.”

    Leased bikes tend to be higher-priced, with about 80 percent being e-bikes and an average price of 3,500 euros in 2023—almost 1,700 euros more than the average price of bikes purchased in the overall market. According to the study’s authors, this price difference is a significant factor in the observed strong sales growth in the bicycle market.

    The study also found that around 37 percent of employees in Germany now have access to company bike leasing. The number of employees eligible for company bike leasing contracts through their employers grew from 5.3 million in 2019 to 16.8 million in 2023.

    Untapped potential

    “The company bike leasing sector has grown immensely in recent years, but the potential is far from being exhausted. On average, around 90 percent of employees at participating employers are not yet leasing. In addition, the number of participating companies is increasing continuously – by an average of 46 percent annually since 2019. Company bike leasing is perceived by employees as an attractive offer,” says Kim Lachmann.

    In 2023, around 204,000 employers offered their employees the opportunity to lease company bikes, up from around 45,000 in 2019.

    Wasilis von Rauch, Managing Director of Zukunft Fahrrad, emphasized the market’s resilience, describing company bike leasing as a billion-dollar market that benefits both employees and companies through health and climate protection advantages. He noted that approximately two-thirds of commuters have a journey suitable for bicycles or e-bikes, often faster and more enjoyable than other modes of transport. Rauch urged policymakers to support this trend by creating conducive framework conditions.

  5. E-bike ownership in Germany reaches record high

    Comments Off on E-bike ownership in Germany reaches record high

    Source: SAZ Bike

    The energy supplier Eon has conducted a survey on the rising popularity of e-bikes. According to their findings, nearly a quarter of the population now owns an e-bike, with a notable increase among younger individuals.

    “Electric bike popularity is hitting new heights. Currently, one in four people in Germany owns an electric bike, the highest since our first survey in 2020,” states Jens Michael Peters, Managing Director of Energy Solutions at Eon Energie Deutschland.

    The survey reveals that 24.7 percent of Germans own an electric bicycle, up from 23.3 percent in 2023 and 15.2 percent in 2020. E-bike ownership has grown significantly among 18- to 29-year-olds, rising from 13.8 percent in 2023 to 17.5 percent. The highest ownership rates are among people aged 50 to 64 (27.4 percent) and those over 65 (27.7 percent).

    Regional differences

    When looking at the federal states, Lower Saxony leads with 32.6 percent of residents owning an e-bike, followed by Baden-Württemberg (27.4 percent), Bavaria (26.4 percent), Schleswig-Holstein (26.2 percent), and North Rhine-Westphalia (26 percent). Emsland and Bentheim counties top the list nationwide, with 47.3 percent ownership each, followed by Leer (42.6 percent), Wittmund (41.8 percent), and Aurich (41 percent). Eon provides a detailed visualization of these regional results.

    Sustainabilities role in purchasing and charging

    Around 40.7 percent of e-bike owners use green electricity for charging, and 28.8 percent of potential buyers are considering switching to a green electricity tariff. Additionally, 21.5 percent of e-bike owners chose their bikes for sustainability reasons, like reduced emissions compared to cars. Among e-bike models, city e-bikes are the most popular (37.3 percent), followed by trekking e-bikes (26.4 percent) and e-mountain bikes (15.9 percent).

    A popular means of transport for holidays and commuting

    E-bikes are also popular for holidays and commuting. In the past year, 12.5 percent of Germans used an e-bike while on holiday, with nine percent using their own and 3.5 percent renting locally. Looking ahead, 36.3 percent are considering using an e-bike on their next holiday, especially among 18- to 29-year-olds (46.1 percent). Additionally, 25 percent of Germans are contemplating a multi-day e-bike trip.

    For commuting, 6.8 percent of employed individuals regularly use e-bikes, and 34.5 percent are interested in leasing a company bike to save on purchase costs. Already, 13.2 percent of employed 18- to 29-year-olds use an employer-provided e-bike option.

  6. Half a million jobs attributed to the German bicycle industry

    Comments Off on Half a million jobs attributed to the German bicycle industry

    The T3 Transportation Think Tank and bicycle trade association Zukunft Fahrrad have announced their study on Germany’s bicycle industry in the context of its economy from 2019-2023.

    Source: Zukunft Fahrrad

    The study has been cited as the first of its kind in documenting the overall effect of Germany’s bike industry on employment. It revealed that although Germany’s economy experienced a difficult time in 2023, its bicycle sector remained resilient with increases in sales and employment.

    It has been reported that approximately 491,000 employees serve the German bicycle sector through the trade, manufacturing, service sectors and cycling tourism, and found that an employment increased from 2022-2023, with direct employment in bicycle trade, manufacturing and services rising from 75,100 to 77,500.

    E-bikes and bicycle leasing helping to provide stability

    Services have been standouts in improving economic growth in the trade with a 25% employment increase, and a 23% turnover increase. Company bicycle leasing has also helped industry growth for higher value e-bikes, and increasing e-bike popularity as a whole has been significant for economic growth.

    Wasilis von Rauch, Zukunft Fahrrad’s Managing Director comments on the study’s significance for Germany, “The 2024 industry study measures the bicycle industry even more extensively than in previous years. And it shows the economic factor that the bicycle has in Germany. Around half a million people find employment as a result. Germany’s future is already riding on two wheels,”.

  7. Global micromobility market predicted to be worth $250 billion by 2035

    Comments Off on Global micromobility market predicted to be worth $250 billion by 2035

    Source: ZAG Daily

    According to McKinsey and Zag Daily, the global micromobility market is anticipated to reach $520 billion by 2035. This projection marks a substantial increase of $360 billion from its current value and $180 billion from McKinsey’s previous estimate for 2030.

    The unveiling of McKinsey’s findings precedes a panel discussion titled ‘McKinsey’s Latest Micromobility Market Sizing and Consumer Insights,’ scheduled to be hosted by Associate Partner Anja Huber and Expert Darius Scurtu at the Micromobility Europe expo in Amsterdam.

    “The main underlying drivers for our predictions on the global micromobility market are regulation and consumer behaviour,” Darius Scurtu from the McKinsey Center for Future Mobility said.

    “We expect that cities and countries will continue to support micromobility to reach their climate targets as one of many “sustainable” modes, and thus further invest in micromobility infrastructure, provide purchase subsidies, or partner with private micromobility operators.

    “We also see rising consumer interest to integrate micromobility into their everyday lives, since modes such as e-bikes allow for longer trips and more use cases, and since micromobility will often become the cheaper and more convenient mode of travel compared to private cars, particularly in inner cities.”

    Market dynamics

    Currently, the top five European countries collectively command nearly 50% of the European micromobility market, totalling a value pool of $29 billion. Among these leading markets, Germany, France, and the UK claim the top spots. McKinsey defines value pools as encompassing one-time vehicle sales along with downstream revenues such as aftermarket services and maintenance.

    Attributing the dominance of these markets to factors like population size, pricing of micromobility vehicles, and existing bicycle infrastructure, McKinsey predicts market consolidation over the next three years, with slower uptake compared to initial forecasts due to subdued consumer demand.

    E-bikes and consumer preferences

    McKinsey’s research also reveals that e-bikes presently constitute nearly 40% of Europe’s micromobility market, valued at approximately $22 billion. This segment is projected to grow at a rate of 13% annually, reaching $110 billion by 2035. The increasing preference for e-bikes is evident from consumers’ willingness to spend 9% more on their next bicycle purchase, driven by factors like convenience and expanding use cases.

    Darius emphasized the versatility of e-bikes, which cater to various needs effortlessly, making them more appealing to consumers compared to conventional bikes or other micromobility options. Their Mobility Consumer Survey from 2024 indicates that a majority of e-bike owners use their vehicles for everyday commuting, underscoring its popularity among global consumers.

  8. Speed pedelec trial on high speed cycle route in Germany 

    Comments Off on Speed pedelec trial on high speed cycle route in Germany 

    The Hessian Ministry (for transport, energy, economic affairs, transport, housing and rural areas) and Darmstadt Regional council will begin a traffic trial on the Frankfurt-Darmstadt rapid cycle link from mid-May, initially for one year.

    Source: Wirtschaft.hessen

    The trial period will permit speed pedelecs to use the section between Langen and Darmstadt-Nord. Also known as S-pedelecs, speed pedelecs have a similar appearance to conventional pedelecs but have a higher speed limit of 45km/h, so are categorised as “mopeds” that aren’t normally allowed to ride on cycle paths.

    Darmstadt University of Applied Sciences will help with analysing the traffic trial, which has the objective of investigating if high-speed cycling routes could be suitable for S-pedelec use. The university will record road safety levels on the cycle link with speed observations, on-site surveys and interviews.

    The traffic test aims to investigate the speeds of various user groups, and analyse the effects of speed pedelecs being used on the high-speed cycling route. Cycling path users are advised to look out for signs to confirm the areas where speed pedelecs are permitted to be used.

    The first set of results from the traffic trial is expected for spring 2025.

    Transport Minister Mansoori explains the reasoning behind the trial: “Carrying out traffic trials is crucial to test all possible ways to accelerate the transport transition. I am pleased that we are now going into implementation here together with the Darmstadt Regional Council and I am curious to see what results we can draw from this.”

    Background

    Some argue that S-pedelecs are only able to reach a top speed of 45 km/h for a short time under maximum effort, so associate them as having a similar average speed to racing bikes. At the same time, the speed pedelec is seen as a great replacement for the car, especially for longer everyday journeys.

    However under the context of road safety, the suitability of speed pedelecs on cycle paths has been questioned due to the large speed difference between S-pedelec users and slow cyclists. Due to their capability to reach high travel speeds of up to 45km/h with assistance, federal legislators usually categorise them as being similar to motorcycles, making it illegal for them to be generally used in cycling paths.

    The Hessian ministry and Darmstadt regional council have reserved the right to end the traffic trial earlier within the year, in case of any road safety issues.

  9. MD of Deutschen Städtetages speaks on e-scooter liability

    Comments Off on MD of Deutschen Städtetages speaks on e-scooter liability

    Source: Deutscher Stadtetag

    Helmut Dedy, Managing Director of the German Association of Cities, told the German Press Agency, “If e-scooters are misused or improperly parked, leading to accidents or damages, it must be clear who is liable. The best solution would be for the owner to be liable, as with cars. In this case, it would be the providers. If that is not the case, then those who use the scooters must be liable.”

    Dedy further stated, “This requires proof of identity. Other cities will definitely closely observe the developments in Gelsenkirchen. What all cities want are clear rules for e-scooters and more decision-making power for municipalities.“

    “Improperly parked scooters often become a tripping hazard. Many users do not follow traffic rules while riding, going too fast or riding where it is not allowed. Both could be prevented if Federal Minister of Transport Wissing finally allows so-called geofencing for e-scooters.“

    “This could, for example, prevent an e-scooter user from ending a ride in a location where parking is prohibited. With geofencing, it would also be technically possible to automatically limit the speed of scooters in certain areas, such as parks or pedestrian zones. So far, however, the Federal Ministry of Transport does not seem willing to do so, even though it is responsible for digitization and could enable a genuine digital innovation in the transport sector here.“

Campaign success

Lorem ipsum dolor sit amet, consectetur adipisicing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua.

Member profile

Lorem ipsum dolor sit amet, consectetur adipisicing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua.