Tag Archive: germany

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

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    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.

  2. E-bike ownership in Germany reaches record high

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    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.

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

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    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,”.

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

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    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.

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

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    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.

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

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    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.“

  7. German pedelec accident stats show increase in younger riders

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    Pedelec customers have become younger in recent years, with accident statistics reflecting the trend.

    Source: Destatis

    Age structure of Pedelec riders involved in accidents in a year-on-year comparison since 2014 (Source: Destatis)

    • Almost a third of those who had an accident with a Pedelec in 2023 were younger than 45 years, compared to 11% in 2014.
    • The number of Pedelec accidents with personal injuries has increased more than tenfold compared to 2014
    • Pedelec accidents resulting in personal injury are more likely to result in death than accidents involving bicycles without an auxiliary motor

    More and more young people are discovering bicycles with electric motors – this is also reflected in the number of accidents. While in 2014 more than half (54.5%) of the users of such Pedelecs – often colloquially referred to as e-bikes – who had an accident were at least 65 years old, in 2023 the figure was only a third (30.1 %). As the Federal Statistical Office (Destatis) reports, the proportion of younger people who had an accident with a Pedelec rose accordingly: in 2014, one in nine people (10.7%) who had an accident with a Pedelec was under 45 years of age, and in 2023, almost one in three (31 .2%). For comparison: In the case of accidents on non-motorized bicycles, one or one in six accident victims was 65 or older. More than half (54.8%) were younger than 45 years.

    Growing popularity is reflected in increasing accident numbers

    Overall, the number of Pedelec accidents in Germany has risen sharply in recent years: In 2023, the police reported a good 23,900 Pedelec accidents with personal injury, around eleven times as many as in 2014, when there were still a good 2,200 such accidents. For comparison: In the case of non-motorized bicycles, the number of accidents resulting in personal injury has fallen: from a good 76,600 in 2014 to almost 72,200 in 2023. 2014 is the first year in which police accident reports nationwide differentiate between bicycles without an auxiliary motor and Pedelecs is differentiated. One reason for the development is the growing popularity of bicycles with an auxiliary motor. As early as 2022, 15.5% of private households in Germany had at least one Pedelec; in 2014 it was still 3.4% of households.

    This is also reflected in the number of Pedelec users who have had accidents. In 2023, 23,658 people had an accident while travelling on Pedelecs. That was almost eleven times as many as in 2014 with around 2,223 accidents. The number of Pedelec users killed in a traffic accident also increased significantly: in 2023, 188 people died on a Pedelec, and in 2014 there were 39 people.

    In contrast, the number of accidents on non-motorized bicycles fell by around 7% from 2014 to 2023. In 2023, around 70,900 people were injured on a non-motorized bicycle; in 2014 there were 76,073 people. The number of people killed also fell during this period: in 2023, 256 people died on a non-motorized bicycle, compared to 357 people in 2014.

    Pedelec accidents resulting in personal injury are more likely to be fatal than accidents involving bicycles without motors

    In view of the increasing number of accidents, it is being discussed whether Pedelecs are more dangerous than non-motorized bicycles. Based on 1,000 Pedelec accidents with personal injuries, an average of 7.9 riders died in 2023; in the case of a non-motorized bicycle, the figure was 3.6 fatalities. However, this is also due to the age of the accident victims: people who were injured or killed on a Pedelec were on average 53 years old and therefore, despite the falling average age, older than those who were injured 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.

    What is striking in this context is that the number of people who had fatal accidents with a Pedelec per 1,000 Pedelec accidents resulting in personal injury has decreased significantly in recent years: in 2014 there were 17.4 people killed per 1,000 Pedelec accidents (compared to 7.9 killed in 2023). This is also due, among other things, to the decreasing age of those involved in the accident.

    Methodological note:

    A pedelec is a bicycle with pedal assistance and an electric motor auxiliary drive with a maximum rated continuous power of 0.25 kW, the support of which progressively reduces as the driving speed increases and is interrupted at the latest when it reaches 25 km/h.

  8. Insurers highlight safety and wear and tear hot spots in ebikes

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    Recent reports from German insurance accident research group UDV and German insurer WERTGARANTIE shed light on use, maintenance and risk areas for e-bikes

    Source: SAZ Bike, Saz Bike

    Leading German insurer WERTGARANTIE has shared insights from a survey of 5,000 bicycle and e-bike owners, carried out in partnership with Statista. The study records which components are most often affected by damage, how regularly and by whom the bike is cared for, maintained and repaired, and how the use of bicycles and e-bikes differs.

    The survey, which was representative of the population according to age, gender and federal state, revealed many other findings, for example:

    1. Damages related to third parties, i.e. theft, accidents and vandalism, were experienced by around a third of e-bike riders (33.8 percent) and cyclists (37 percent).
    2. Tires on bicycles wear the most noticeably at 70 percent; 52.5 percent of e-bike tires are affected. Brakes also often fall victim to wear at 55.3 and 53.8 percent respectively.
    3. A large part of maintenance relies on the annual inspection. Professional help is often sought: 47.7 percent of bicycles and 68 percent of e-bikes are inspected and serviced in the specialist workshop.
    4. Bicycles such as e-bikes are still mostly used for leisure purposes. The willingness to use a two-wheeler to get to work is on average 9 kilometers by bike and 12.7 kilometers by e-bike. On average, cyclists would travel 7.4 kilometers for errands such as shopping; E-bike riders 11.4 kilometers.
    5. The highest prevalence of bicycles was found in Saxony-Anhalt and Brandenburg with 93 and 92.7 percent, respectively. E-bikes are particularly popular in Thuringia (54 percent) and Baden-Württemberg (49.9 percent).

    The data was collected in collaboration with Statista. The complete bicycle and e-bike study 2024 is available for free download here.

    Research recently shared by German insurance accident research group Unfallforschung der Versicherer (UDV) was presented with a negative stance on the use of cargo bikes to transport children, with UDV head Kirstin Zeidler saying:

    “Parents predominantly use three-wheeled entry-level models to take their children with them on cargo bikes. These are difficult to drive and highly susceptible to tipping over. They offer children no protection for their heads or upper bodies in the event of an accident. Neither benches nor backrests are sufficient for the safe transport of children. In addition, every second child on a cargo bike does not wear a helmet and a third are not wearing a seatbelt at all or are not wearing it correctly. The most common accident involving cargo bikes is a solo accident, i.e. without the involvement of third parties.”

    Zeidler continued, “Cargo bikes could be safer if they had tilting technology and seats with head protection, effective belts and a safety cell to protect against impact. For example, the existing DIN standard would have to be tightened up.” In addition to the manufacturers, the UDV also holds the legislature accountable: The road traffic regulations for the transport of children on bicycles do not include any special requirements for cargo bicycles. “The legislature should close this regulatory gap quickly,” said Zeidler. Separate approval tests for cargo bikes for transporting children also make sense.”

    It must be noted that, in fact, CEN is currently developing standards for cargocycles, including a standard for passenger transport. The first standards will be published this year and will become applicable in all member states including Germany.

    An initial reaction to the UDV research from the bicycle industry came from industry veteran Albert Herresthal, who wrote to Kristin Zeidler, the new head of the UDV since February. Herresthal wrote that the study was unbalanced. “They explain that bicycle accidents involving children are ‘comparatively rare’ and that the other party in the accident is ‘usually the car’. At the same time, however, there is not a word in your media information about the inadequate infrastructure that is partly responsible for these accidents involving cars. Why not?” Many accidents could be avoided with better cycling infrastructure, says Herresthal, which probably speaks for the entire industry. Herresthal believes that this aspect should not be left out of accident research publications.

  9. Cargo bikes seen as an alternative solution to the car in Germany

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    A survey of German cargo bike users has revealed that they are viewed by some as a practical replacement for the car, with many noting the environment as the main reason for their choice.

    Source: Fietsberaad

    The Technical University of Berlin arranged for approximately 2,400 shared cargo bike users from Germany to participate in its questionnaire. Three-quarters of these respondents lived in a large city and about half did not own a car.

    Results showed that 7-18% of respondents had either gotten rid of, or not bought, a car since they began using a cargo bike, with 80% of them citing the environment as their biggest reason, followed by half stating financial reasons, and over 40% stating that they weren’t interested in driving.

    Study results also showed the cargo bike received better scores than the car on aspects such as environmental friendliness, raw material usage, greenhouse gas emissions, sense of freedom, flexibility, and price. Meanwhile, the car scored higher on functional aspects including road safety, speed, comfort, and weather dependence.

    The results of this study were published in January for the scientific journal Transportation Research Part F: Traffic Psychology and Behavior.

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