The nationwide German Bike Monitor 2021 survey, which occurs every two years, has highlighted shifting attitudes towards cargo bikes within the population
The definition for a cargo bike used in the survey is as follows: “The cargo bike is a bicycle that is used to transport loads or people. Depending on the intended use, the basket/box is in the rider’s field of vision or in the rear area of the bike. Depending on the design, these bikes are equipped with two or three wheels.”
From this, participants were quizzed on various aspects of the cargo bike market. The representative survey now estimates over eight million potential cargo bike buyers in Germany alone, with double that figure showing interest in cargo bike-sharing services.
Awareness of cargo models has risen from 38% in 2017 to 63% in 2021, clearly indicating the growing market. Additionally, 2% of the population now use a cargo bike in their lives (1.2 million individuals).
An interesting question, newly added this year, regarded second-hand bikes. The cargo bike garnered the most interest of all bike models in this case. 35% of those interested in a cargo bike would prefer to buy pre-owned; for comparison, this figure falls to 14% when averaged between all bike types.
The final and particularly insightful section of the data explores the arguments against interest in cargo bikes; the reasoning for such disinterest was found to cover a range of issues. At 61 percent, having your own car will remain the most important argument against buying a cargo bike in 2021, this was followed by the bikes being ‘too bulky and unwieldy’ (36%), lack of parking/storage space (29%), skepticism about effectiveness (27%), and finally, the high price tag at 24%.
The global management consulting firm has shared findings and thoughts on consumer preferences for ownership of e-kickscooters in comparison to use of shared services.
A July 2021 survey by the McKinsey Center for Future Mobility, the Mobility Ownership Consumer Survey, returned responses showing that a staggering 70% or those who answered would use micromobility for their daily commute. Of these, 12 percent said that they would use e-kickscooters as their preferred vehicle type. The follow up article takes a focus on such trips for e-kickscooters and analyze the preferred ownership types.
Now ubiquitous in many cities and in the press, escooter sharing services first launched in the USA in 2017. Their popularity began to rise in 2019, with various companies competing for a portion of the market. The docked or dockless shared models however, warrant further discussion when it is taken into account that only 6 percent of respondents in the survey preferred a shared service when it comes to escooters.
To break down the numbers in more detail, the article states that 64% of those who said they would use an escooter to commute preferred private ownership. Operational leasing or subscription came in a moderate second at 23%. If we consider this a ‘private’ form of ownership, the combined total is 87%. For shared forms including peer-to-peer, station-based, and free-floating services, a low 13% stated this as their preference.
Image credit: McKinsey & Company
Reasons for such a preference for private ownership of escooters were varied:
“33 percent stated that they did not want to share a vehicle with others, and 32 percent wanted the flexibility to carry their vehicle onto a subway or bus. Interestingly, 22 percent of respondents stated that they decided to purchase a private e-kickscooter after trying one out in a sharing service”
Manufactures are presented with mixed takehomes from this information. Where private use entails better care and storage and less wear and tear, the longer lifespan of each unit may result in lower sales figures. At the same time, an individual may be willing to invest in better features and quality, which can increase margins, or they may be open to buying more than one model.
The article recommends: “To win in this potentially lucrative market, manufacturers should consider increasing their focus on B2C sales through dealers and other channels. They could also consider offering subscription-based services, which would provide users with an option between owning and renting.”
Challenges are certainly in store for shared mobility businesses. Rapid uptake can be seen as an advantage for this format when entering new markets, but it would be prudent to consider the incorporation of subscription or leasing models. This can offer stability in the form of recurring revenue, as well as some chance at capturing those users similar to the 23% of respondents mentioned above. Another benefit might come in the form of sales of decommissioned shared scooters. Once they are due to retire from the fleet, the popularity of the escooter means additional revenue may be found in the sale of this stock, which could be re-invested back into the active fleet.
Another sector which may be affected by the rise of the escooter is public transit. Since a large portion of micromobility journeys are replacing those which might have been taken by public transport. The article notes that it is not certain that their journey share will fall, but nonetheless has recommendations on adjustments that could be considered. These include storage space for escooters on their vehicles, which can help not only to retain, but even to gain customers. In a similar vein, employers should look at such storage provisions in the workplace, to contribute towards a happier and healthier staff. A step further for employers looking to embrace the rise of escooters would be financial incentives, offering micromobility vehicles in much the same way as company cars.
Comments Off on Electric bike enthusiasm in Germany increases by 24 percent
As reported in numerous publications, a survey by Shimano has examined the consequences of the corona pandemic for the pedelec market and found that 24% of Germans now ride electric bikes more often than before the pandemic, or are more inclined to buy an e-bike.
The study was carried out in Germany with a sample size of 2,000 people who were interviewed for the Shimano brand as part of a larger group of 14,000 people in twelve European countries. German subjects showed a greater willingness to use or buy an e-bike than was the case before the corona pandemic. Those with the highest probability of buying or using e-bikes were aged between 25 and 34 years of age, at 30%, while the likeliness was only 21% for participants over 55 years of age.
According to the study, a key motivation for this increased uptake was a possible improvement in general fitness, with 29% of the German participants citing it. 30% stated that they would mainly use an e-bike as an alternative to public transport, as this is one way to avoid the risk of contact with Covid-19. Cars are often preferred, and can outperform, over long distances, but shorter distances in towns and cities it can be faster and more efficient to take an ebike, especially during peak hours. Correspondingly, 16% of those surveyed named the main reason that they would save more time with an e-bike than with another means of transport. When it came to the reason for the increased likelihood of buying or using an e-bike, 33% of respondents felt that an e-bike is a good alternative to motorized vehicles. A large amount of younger respondents (34% of 18-24 year olds) were attracted by the possibility of reducing their carbon footprint with an e-bike.
The numbers do not tell the whole story. Even though the industry has enjoyed the benefits of a “bicycle boom” worldwide, the interest from the public must be matched by government initiatives and investments at local and national level, such as safe cycle routes, or financial incentives. These factors would help to meet the concerns of the 17% of those surveyed who felt the lack of a sense of security while riding, or the 54% of the participants who cited the high purchase price as one of the biggest obstacles to buying an ebike.
Three students who study business administration at KU Leuven are searching participants. For their bachelor thesis, they are conducting a research regarding a subscription-based e-bike service by LEVA-EU member Bizbike. Bizbike offers value through the service they provide for their customers, the company is more focused on maintenance, service, etc. rather than selling a product.
This survey aim is to investigate consumer behavior and attitudes towards e-bike services. Their target group is primarily people who are employed (full-time or part-time), actively looking for employment or temporarily unemployed due to the Covid-19 pandemic. Please note that participants can participate in the survey, whether or not they currently posses an e-bike.
Participation is entirely voluntary and people have no obligation to participate. Personal information will be handled strictly confidential and in accordance with the national and European regulations about privacy. The data from this survey will be registered electronically and will be processed anonymously. The students guarantee that the data will only be used for research and education purposes and that unauthorized third parties will not have access to personal data.
In case participants have any questions or remarks, please do not hesitate to contact one of the students:
Against the background of her master thesis at the German Aerospace Center (DLR) and the Hochschule RheinMain in Germany, Amelie Ewert is conducting an online survey on prospects for Small Electric Vehicles. For her thesis, she is exploring the opportunities and obstacles for the market in an international perspective regarding Europe, USA and Asia. Her objective is to formulate recommendations for actions to foster Small Electric Vehicles and to identify important players in countries or municipalities in order to attain a wider market acceptance.
Amelie Ewert invites anybody working or interested in the LEV-sector to participate in a short survey, which takes 10 mintes. She is looking for opinions from research and practice from different kinds of work fields.
LEVA-EU is receiving information about importers throughout Europe being confronted with a 189% deposit to be paid for their electric bicycles from China to be released.
We are also receive growing evidence of customs and forwarders stating that bicycle components for electric bicycles (i.e. frames, forks, derailleur, handlebars, etc.) are subject to 48.5% anti-circumvention duties.
This is an urgent appeal for those importers:
– who have written evidence of requests for deposits – who have statements that bicycle components for electric bicycles are subject to 48.5% anti-circumvention duty
– who have effectively paid 48.5% anticircumvention duties on bike parts used for electric bikes
If you haven’t participated in the survey on electric range yet, please do so, the survey is ongoing . It only takes 5 minutes:
https://goo.gl/forms/YMvqvwtRbggY0pmw2
All electric bicycles, except those with power assistance up to 25 km/h and 250W, must comply with European type-approval (Regulation 168/2013). These electric bicycles, such as for instance speed pedelecs, come under category L1e.
Current type-approval legislation imposes a test for electric consumption. Electric bicycle manufacturers have to measure and report how much electricity the electric bicycle consumes but there is not limit value imposed.
However, the European Commission is asking for input on the possibility of introducing a legally binding test of electric range.
This survey, organized by LEVA-EU, is aimed at collecting the opinion of the companies who are directly concerned by this question, i.e. companies that produce, import and/or distribute electric bicycles.
Consequently, we invite all manufacturers, importers and distributors of electric bicycles and of electric bicycle components who operate in the EU to participate in the survey, which is here:
