Eurobike 2015 – Design und Integration (Teil 2)

Heute Teil 2 von: Schöner sein – Sehenswerte Ansätze, e-Antriebe und Komponenten in neuen Modellen besser ins Bike zu integrieren… Übrigens Top Infos zu Cargo-Bikes gibt es von meinm Kollegen Arne auf cargobike.jetzt.

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Eine sehr interessante Neuigkeit noch: Der AEG Antrieb, der 2012 mit großem „Hallo“ präsentiert wurde, ist jetzt endlich fertig – Binova hat ihn rund gemacht und er fährt sich toll! Mehr dazu hier: Brose, Binova, Yamaha un TranzX: Mittelmotoren im Vergleich

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Eurobike 2015 – Design und Integration

Schöner sein – e-Bikes gelten bei vielen als hässlich, das soll sich ändern. Auf verschiedene Art und Weise werden e-Antriebe und Komponenten in neuen Modellen besser ins Bike integriert. Dabei sind besonders kleine Hersteller innovativ, aber auch ein großer aus der Automobilbranche ist dabei. Hier werden einige besondere Ansätze vorgestellt… unten noch ein paar Infos und Links

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Details

  • Das Copenhagen Wheel – endlich fertig und besser als erwartet. Ganz ähnlich übrigens dem FreeDUCK Antrieb aus Italien. Die kroatische Post hat gerade 180 Cargo-Bikes mit diesem Antrieb gekauft, wie das EU Lastenradprojekt Cyclelogistics meldet
  • In der Tat ganz was Neues: REHAU, ein großer Automobilzulieferer, Storck Bicycle und das Institut für Leichtbau- und Kunststofftechnik (ILK) der TU Dresden präsentieren nam:e ein Fahrradrahmen aus Kunstoff, der in unterschiedlichste Formen gegossen werden kann. Komponenten können passgenau eingeplant werden. Das Material ist recyclebar.
  • Übrigens Top Infos zu Cargo-Bikes gibt es von meinm Kollegen Arne auf cargobike.jetzt.

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Velo-city 2015 Nantes – Pictures around the city and the „Parade du Vélo“

Here are some impressions from the Velo-city in Nantes – fresh cycling infrastructure, old town center and many of the 7.000 bicycles that took part in the Vélo-parade 🙂

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Velo-city 2015 in Nantes – Cargo Bike Fotos

Picture-series No.1: Cargo bikes around the Velo-city. Mostly Douze Cycles and nihola were present. And cyclehoops – a company that produces a very promising solution for safe bike parking – The Copenhagenize Bar (see Mikael Colville-Andersen and Grégory Delattre on a Bullit that is safely locked :-))

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Thank’s Arne for taking the pictures!

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Velo-city in Nantes 2015 – presentation of the German Cycling Embassy®

As a or better „my“ first impression from the leading global conference on cycling, the Velo-city 2015 in Nantes, the German National Cyclists’ Association (ADFC) has yesterday presented the concept for a German Cycling Embassy. The aim of the embassy is to strenghten Germany’s role in cycle tourism and its bicycle industry to be better marketed internationally.

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ADFC National Director Burkhard Stork in his speach highlighted the many German bicycle and component manufacturers and the superior role that Germany plays when it comes to cycling tourism (more than 12 million overnight stays per year). He also admitted, that when is comes to everyday cycling, others like Amsterdam and Copenhagen are the leaders that German cities need to learn from.

At his side was the German cycling officer from the Federal Minstry of transport Birgitta Worringen and Sabine Kluth, member of ADFCs federal board (see fotos). Especially the presence of Mrs. Worringen is a good political sign, as this means that the federal government is involved and present in the process of building up the embassy. Of course the idea is inspired by the existing models: The Danish and Dutch cycling embassy.

According to ADFCs press release „The German Cycling Embassy wants to offer a platform on which the German cycling nation can present the expertise offered by its companies and institutions internationally. Besides the relevant federal ministries and foreign trade promotion initiatives, manufacturers, street furniture providers, bike sharing enterprises, transport companies, bicycle retailers, associations, leading cycle tourism regions and long-distance cycle routes, tourist organisations, tour operators, research institutes, cities, urban planning offices, and institutions campaigning for sustainable mobility and traffic safety constitute further potential members of the embassy.“

Aim & Challenge

Aiming at the Dutch and the Danish is – as always in cycling – very ambitious and hopefully the initiative is soon filled with live and actions – thus German Cycling Embassy really becomes “the number to call for the German cycling nation” as the press release claims! The first official presentation of the German Cycling Embassy is planned for the Velo-city 2016 in Taipei. See www.german-cycling-embassy.de for more information.

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Tu’s aus Liebe – der Nationale Radverkehrskongress 2015 in Potsdam

Das war er nun, der 4. Nationale Radverkehrskongress in Potsdam. Eine Retrospektive auf zwei Tage politische Realität des Fahrrads – garantiert unvollständig und subjektiv:

100 Millionen – 70 Millionen – 100 Millionen – wer sieht die Steigerung?

Angefangen hats mit der spärlich besuchten Eröffnungs-Pressekonferenz u.a. mit Rainer Bomba, Staatssekretär im Bundesverkehrsministerium – BMVI. Ihm hatte der abwesende Verkehrsminister Dobrindt offenbar aufgetragen, die Erhöhung der Bundesmittel für den Radwegebau an Bundesstraßen und Bundeswasserstraßen auf 100 Millionen pro Jahr als ein klares Bekenntnis zum Radverkehr zu verkaufen. Nun, nichts gegen 100 statt 70 Millionen, aber: 100 Millionen waren es schon seit 2002, bis das Budget vor wenigen Jahren gekürzt wurde. Und wichtiger noch, es war schon immer deutlich zu wenig. Zu Recht fordert der ADFC 400 Millionen! Ansonsten lobte Bomba die weiter hohen Verkaufszahlen bei E-Rädern (2014 480.000 Stück) und sprach in diesem Zusammenhang von einer „stillen Revolution zum Fahrrad“. Ein schöner Ausdruck. Ganz besonders still bei dieser Revolution ist die Leitungsebene des BMVI. Denn außer dem Versuch, den Erfolg von E-Rädern irgendwie in den Zusammenhang mit der eigenen E-Mobilitätspolitik zu bringen, kam vom Ausrichter des Kongresses nichts Wesentliches mehr in puncto Verkehrspolitik – außer vielleicht das neue Plakat für eine weitere sinnfreie pro Helm-Kampagne, das auf dem Hof stand und von dem ein oder anderen als humorvolle Foto-Kulisse genutzt wurde (siehe Bildstrecke unten, oder etwas nackter hier). Manch eine*r wünschte sich im Stillen, das BMVI würde durch beherzten Einsatz für sichere Infrastruktur die Diskussion um Helme unnötig machen, weil es dann einfach sicher wäre, Rad zu fahren – in Holland und Dänemark geht das schließlich auch (mehr zur Helmfrage im e-Rad Hafen hier und hier).

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Foren am Montagnachmittag

In – mit vielen Bekannten aus der Radszene – kompetent besetzten vier parallelen, Foren ging es dann ran an das Thema des Kongresses „verbinden – verknüpfen – vernetzen“ (Programm hier). Ich hörte mir in den beiden Win-Win Situationen u.a. Details zum Zusammenhang von Luftreinhaltung und Radverkehr an (Mark Lawrence vom IASS); zu Chancen von Fahrrädern im Wirtschaftsverkehr (Johannes Gruber, WIV Rad des DLR); zum betrieblichen Mobilitätsmanagement bei der GIZ (deren Referent Stefan Pohl sagte, die GIZ betreibe „Entwicklungshilfe“  – ein Begriff der an sich seit langem nicht mehr verwendet wird, denn es geht um „internationale technische Zusammenarbeit“ oder „Entwicklungszusammenarbeit„); zum bitter notwendigen Verkehrskonzept für 90.000 Angestellte am Frankfurter Flughafen zwischen Frankfurter Kreuz und Kilometer langen Landebahnen (der Status quo ist ein Desaster wie Referent Georgios Kontos, vom Regionalverband Frankfurt Rhein Main deutlich machen konnte) und zur Initiative von UPS, Lastenfahrräder in der Zustellung einzusetzen, wie etwa in Hamburg (Lars Purkarthofer).

Der Deutsche Fahrradpreis 2015

Nach den Foren am Nachmittag, ging es dann in den Hauptsaal zur Verleihung des Deutschen Fahrradpreis. Norbert Barthle, Parlamentarischer Staatssekretär beim BMVI begrüßte den Saal, dann übernahm die eloquente Jessy Wellmer die Moderation. In der Kategorie „Service“ wurde das Projekt „Fahrräder für Flüchtlinge“ des ADFC-Saarland ausgezeichnet. Stellvertretend für viele ähnliche Initiativen ein starkes und aktuell sehr relevantes politisches Signal. Die großartige Nordtrasse in Wuppertal gewann den ersten Preis im Bereich „Infrastruktur“ – für mich wegen der herausragenden Beteiligung der Bevölkerung aber auch wegen Qualität und Länge des Radweges ein tolles Projekt. Den zweiten Platz gewann das High-End „Radhaus Offenburg“. Im Bereich Kommunikation gewann die Stadt Karlsruhe mit „Tu’s aus Liebe“ den ersten Preis – hier gefiel, dass alle Verkehrteilnehmer*innen egal, ob auf dem Rad oder im Auto mit humorvollen Aktionen zu (vermeintlich) sicherem Verhalten animiert wurden, bspw. zum Schulterblick im Auto oder zum Helm tragen auf dem Fahrrad (daher das vermeintlich). Den zweiten Platz gewann das Projekt „Lasten auf die Räder!“ – hier ging es darum, das Fahrrad in Bereiche und an Orte zu bringen, in denen es bisher kaum vorkam – z.B. auf die IAA Nutzfahrzeuge in Hannover 2014. Alle Preisträger in der Übersicht hier.

Den Preis für die Fahrradfreundlichste Persönlichkeit bekam der Tübinger OB Boris Palmer. Highlight seiner Dankesrede: Bei der üblichen Begrüßung der politischen Schwergewichte in der ersten Reihe begrüßte er auch den „Bundes(Verkehrs)minister in Abwesenheit“.

Fazit: Alles in allem sehr gute Preisträger. Preisträger, die symbolisch für eine nach vorne gerichtete Fahrradszene mit guten und ehrgeizigen Ideen stehen.

Dynamik erst ganz am Ende

Pünktlich um 9 ging es am nächsten Tag weiter – Bernhard Ensink (Secretary General des ECF) sprach in einem der drei Foren über die große Bedeutung von Fahrradbotschaften in Dänemark und Holland – woraufhin die Zuhörenden erfuhren, dass es auch in Deutschland eine Initiative für die Gründung einer Fahrradbotschaft gibt (Nachtrag: Bilder von der Eröffnug der Botschaft, die einige Wochen später statt fand gibt es hier hier) mehr dazu  hier. Es folgte das Abschlussplenum, bei dem zunächst die Arbeitsgemeinschaft Fahrradfreundliche Kommunen Brandenburg gegründet wurde (AGFK Brandenburg). Vertreter*innen von 13 Kommunen und ein Scheck über etwas mehr als 100.000 Euro bevölkerten die Bühne. Die Stimmung war gut. Das war schön, es bleibt abzuwarten, ob die Brandenburger AGFK eine der aktiven sein wird. Sinnvoll ist der Versuch allemal!

Dramaturgisch gelungen wurde es auf der Zielgeraden noch mal kontrovers. In der Diskussionsrunde mit Dr. Veit Steinle (BMVI), Katrin Lange (Staatssekretärin Brandenburg), Prof. Dr. Stephan Rammler (Hochschule für Bildende Künste Braunschweig), Andrea Reidl (Autorin des Zeit-Online Blogs velophil) und Reiner Nagel (Bundesstiftung Baukultur) gab es neben Konsens auch einige wichtige Differenzen: Zunächst stellte Andrea Reidl fest, dass in Deutschland Menschen häufig eher „trotz als wegen der Infrastruktur“ Rad fuhren. Auf den Hinweis von Hr. Steinle (Anm.: in der Folge sinngemäße Wiedergabe der Ausführungen, sofern nicht in „Anführungszeichen“), dass könne man so pauschal nicht sagen, es gäbe ja auch Fahrradstädte wie Münster mit langer Tradition und guten Bedingungen, erwiderte sie, Münster habe zwar auch gute Anlagen, es sei aber insgesamt erschreckend, dass die deutsche Vorreiterstadt über viele Radwege verfüge, die „kaum breiter als ein Fahrradlenker“ seien. Lautes Klatschen machte deutlich, dass auch die meisten Zuhörenden nicht mit Schönreden von infrastrukturellem Mittelmaß einverstanden waren. Eine Runde später ging es dann um die Frage, wie denn die Vision für die Zukunft der Mobilität aussähe – Herr Steinle vom BMVI erklärte, man werde in Zukunft je nach Wegezweck dort, wo es sinnvoll ist mit dem Auto unterwegs sein und wo es „notwendig“ sei mit dem Rad. Der Markt werde das letztlich regeln. Mir war der Kopf schon fast auf die Brust gesunken, denn derartige Ausführungen machen mich müde. Herr Rammler dagegen war überhaupt nicht müde – dass, was Herr Steinle da gerade als akzeptables Szenario beschrieben habe, stellte er trocken fest, sei von allen denkbaren der „Worst Case“. In einem über Jahrzehnte Auto orientierten System herrsche keine Chancen-Gleichheit zwischen Rad, Auto und Bahn, für den notwendigen Paradigmenwechsel brauche es das Primat der Politik – ein Mix aus Push and Pull, Förderung nachhaltiger Mobilität und Sanktionierung des privaten Autos. Statt heute noch Autobahnen wie die A9 (oder die A100 in Berlin) auszubauen, solle man lieber gute Radinfrastruktur fördern.

In seiner Abschlussrede bedankte sich Norbert Barthle vom BMVI dann bei der Stadt Potsdam und er Agentur p3 für die Ausrichtung und Konzeption des Kongresses und bat den OB der Stadt Mannheim auf die Bühne, um ihm eine Fahrradklingel zu überreichen. In Mannheim wird 2017, zum 200. Geburtstag des Fahrrads der nächste Kongresses stattfinden. Komischer Weise vergaß er seinen eigenen BMVI-Kolleg*innen für deren Arbeit zu danken – dabei war der Kongress organisatorisch absolut top…. Aber irgendwie war es zwar der Kongress des BMVI aber gleichzeitig war er es auch überhaupt nicht. Es wird wohl immer noch eine Weile dauern, bis man im Verkehrsministerium sagt: „Fahhradförderung?“ „Ich tu’s aus Liebe!“.

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Beijing by bike – Smarter than in a car!

After the intense, teaching an truly interesting study trip to different bicycle and part factories, I started travelling independently around China. First stop: Beijing! After Taipeh, Shouzou and Tianjin this is the last multi-million inhabitant metropolis on my way to a couple days of vacation in the famous karst-mountain region Yangshuo. A climbers and outdoor paradise in the south of China.

Arriving in Beijing

Upon my arrival I recognized how difficult it is to find my way when google maps doesn’t work, you do not speak more than five words of the local language, do not carry a city map and cannot read the letters. At least I knew the metro station I had to go to from the south railway station (Dongzhimen, which also has the convenient shuttle train to the airport) and had the name of my hotel written in Chinese letters on my smart phone. Some very nice people on the street helped me out and so I found my way. 1st thing at the hotel; I got a city map. The city is in fact really compact and easy to orientate in – everything is developed in square blocks, further several ring roads go around the city, the 7th and last one is still in construction and will be an incredible 940km long! From the Hotel I went to meet Ines, owner of „Natooke“, maybe the only bike-store in China that sells mostly fixies and single speed bikes?! Ines is a passionate cyclist and does a great job to foster (and in fact maintain) Beijing-cycling culture. Saying that, first thing we did was go and play bike polo on a public square (see some of the pictures, sorry none in action :-)). What an arrival!

Beijing mobility at a glance

There are two main developments that dominate traffic in Beijing in recent years – and they are the same for most bigger cities in China – one: Population growth, from 10 million in 1990 the city doubled to 20 million in 2010 (click here for population dynamics in all China provinces). Two: Private cars are extremely popular in China – so the amount of cars per inhabitant is growing. In Beijing in 1997 there was one car per 13 people 2008 it was already one per 5 inhabitants, 2014 the total was 5,59 million cars (all car related numbers according to China Daily printed ed. 14/15.3.2015).

More congestion and bad air quality are the consequences. The latter being additionally influenced by pollution coming from the surrounding Hebei province and its vast burning of coal for energy and and steel production (Heibei produces more steel than the US and EU together). Levels of harmful PM2.5 particles in Beijing are often over 300 micro grams per cubic meter, which definitely is a lot!

In my three days stay, the values were continuously over 200. Many people refrain from outdoor activities at these levels and cycling around I could feel why. It is very unpleasant especially when breathing a little heavier due to exercise. To get an idea what the numbers mean here is a comparison: The EU-air quality directive sets 25 micrograms per cubic meter as target for European cities, so Beijing is tenfold above that many days a year.

After neglecting the issue for a long time, the Chinese government is now relatively open about the problem, nearly every Beijinger im met has a real time smartphone app that displays pollution levels (Ups, saying that the government is open about the issue I just found that all international articles concerning premature deaths due to air pollution in China are blocked. So I cannot provide a link about that topic for now).

So what? Bike it!

Back to „me in Beijing“ – moving around on a bike in Beijing is very convenient and fun – despite of the above. Especially when you have a nice bicycle and are guided by someone as well orientated as Ines you are definitely faster than cars. Wide bike lanes still exist from the old days and are somewhat respected. If they are full of parked cars you can always use the car lanes and sidewalks, just pay attention to the many others around you. Generally everybody does what they like to a certain extent. It’s a „negotiated flow“ as Shannon, a colleague activist of Ines called it (together they do „Smarter than a car“ an initiative to promote cycling in Beijing). So even when cars are stuck, sneaking through on a bicycle is always possible. Also the atmosphere on the roads is less aggressive than in many European cities – car drivers are usually quite careful and drive rather slowly, which both might be because it’s many peoples first car that you see on the road.

At night time is when it is best – which is why Ines organizes night rides every once in a while. So if you ever make it to Beijing, rent a bicycle at Ines store or elsewhere and tour around at night. At day time you can even ride to the Chinese wall it’s only around 50k (I didn’t do it because it started to rain for the first time in months and so the streets were full of black oily grease when I was about to leave). So no Chinese wall for me, however do have a look at the pictures below to get an impression of the city (move mouse arrow over the image to see its title):

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Back to policy – what the city does to curb congestion and pollution

The trend to have more cars and more people in the city is an obvious problem. And despite doubtful projects such as the 7th ring road, the government does do some quite strong measures to go against it. They limit the use of fuel vehicles e.g. by:

  • not allowing any fuel scooter or trike into the city (it’s so much nicer to have only e-scooters around you when you cycle!)
  • not allowing fuel trucks into the city until 10pm (this is my personal favourite)
  • on polluted days allowing only cars with odd or even numbers on the road (I am not so convinced of that measure in terms of social justice – rich people have two cars – and ratio of cost and benefit, I was told that some people just don’t bring kids to school when they cannot drive)
  • restricting the number of new license plates for fuel cars, you have to play a lottery and can’t get a car of you don’t win
  • Give high subsidies when purchasing electric trucks or cars

In particular the ban of trucks has brought out a spectacular mode of goods delivery in Beijing and many other Chinese cities as Shannon pointed out: From any Chinese city to another on you can get goods delivered within 24 hours – from a hub near the airport or train station this works completely electrified on small e-trikes, they maneuver well in narrow streets and make no noise and pollution on the spot! (Having lobbied for sustainable inner city logistics and cleaner air in EU cities in a VCD project the last two years, I have to say that this is ground breaking! Any EU city who copies that will be the next European Green capital for sure!)

Cycling and public transport

At the same time the government invests in public transport – starting from 2 metro lines in 2002, now there are 17 (see metro plan among the fotos above and Wikipedia for more details). The Beijing network is the busiest in the world and the second largest after Shanghai – it does around 10 million trips per day, which I would guesstimate as a modal share of around 12,5% (supposing the usual; that every citizen does around 4 trips a day, so 20 million inhabitants altogether do around a total of 80 million trips per day, then 10 million are 12,5%).

The network does however not nearly meet the demand and even though it is to grow further until 2020 many say that it is poorly planned and was started too late in the process of the cities‘ growth (Shanghai apparently did better in that sense). Further the city started a trial with electric battery fueled buses in march 2015 and runs hundreds of electric trolley buses.

In terms of bike policy it’s all about stopping the dramatic downward slope – from 62% in 1986 the modal share declined to 30% in 2005 and further to 16% in 2010 (see this fact sheet of the German GIZ).

The city doesn’t do pro cycling campaigns or express other strong commitments for cycling, however to rise the number of cyclists again it has installed a new public sharing system in 2012. The first hour is free of charge! Renting works comfortably via a Transport IC card (also good for metro). In my impression the number of bicycles and rental stations seem to be really high, they were on every 2nd corner. However, compared to other cities I have seen lately (e.g. Taipeh and Lyon) the usage was not so abundant. There is few official information about the system available online, but this blog article gives some insights. Also the above mentioned GIZ fact sheet is helpful.

Cycling infrastructure wise, the issue is to maintain the existing network of cycle paths and prevent them from being blocked by parked vehicles. Further, as far as I saw, there needs to be a strategy on bike parking – there are hardly any good facilities – this makes bike use less comfortable and theft a serious and annoying issue.

Summing up, the city should definitely do more to make cycling more popular and preserve it’s rich cycling heritage. This job should not only be left to passionate activists. However when comparing Beijing’s actions for cleaner air, e.g. the investment in public transport and the policy to curb fuel cars in the city to what EU cities do, I really wish, the latter would take up Beijing’s pace.

(Re)animating cycling culture

Having said all this, I am back with Ines and Shannon who started „Smarter than a car“, organize events as night rides on bikes, work on bringing fancy bikes to Beijing and lobby for the protection of cycle paths. They succeed in many fields but at the same time, car orientated policy (such as the 7th ring road) and the wish to have a private car among Chinese middle class people is a strong enemy to tackle. The myth of liberty and status represented by a car withstands statistic facts: Too many cars will ruin every cities living quality blocking each other and everything else… Beijing is not far away from that, the two dynamics mentioned in the beginning have to change.

The e-Bike Tour in China and Taiwan

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Promoting e-Cargo Bikes in China

Highlight of my e-bike Study trip to China was to speak about cargo bikes in front of an audience of policy makers and CEOs of the Chinese bicycle business. One day before the opening of the China North Bicycle fair in Tianjin this top-level conference was organized by the CBA – China Bicycle Association.

Context

Cargo bikes are definitely not something new to a Chinese audience. However I talked about ones with electric motors (Pedelec25) and stressed the wide range of use cases they offer, just because of that additional motor: From alternative „family vehicles“, transporting kids to kindergarten to deliveries and services in inner city areas. I also used the opportunity to show the always impressive biggest cargo bike I know of, Nico Jungels 8rad (an 8-wheeler, see here for a German interview with Nico).

I thought – why would advantages such as low running costs, no congestion or parking problems and access to all inner cities not be valid for Chinese audiences? Taking into account that many Chinese cities have strict limitations of access for fuel vehicles, Beijing e.g. is closed for trucks till 10pm and no fuel scooters are allowed at any time (see this article for details).

On the other hand, in China nowadays nearly everyone wants a car as soon as the money is there – be it a private user or a company – and it is that trend that makes that all big cities in China have big traffic congestions and pollution problems. A lot of the popularity of cars has to do with the fact that people in China do care a lot about a western, „modern“ lifestyle.

Having that in mind the point I stressed most was that bicycles and in particular the use of cargo bikes is not a sign of poverty in EU-countries such as Germany, the Netherlands or Denmark: People don’t use cargo bikes because they are poor,  but because it’s fun to ride them and it is a statement. It’s lifestyle: modern, smart and cool. And it makes cities more liveable.

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Import and Export Perspectives

Looking at the domestic market, at first sight, the potentials for selling e-cargo bikes in China are big: Yearly 35 million LEVs are sold, there are about 200 million on Chinese roads. However the problem is price and legislation. Nearly all LEVs you see in China run without pedalling, most are e-scooters where you just twist the throttle or ebikes without the necessity to pedal. Cargo is usually transported on e-trikes. No one pedals and the law doesn’t favour pedalling. But that’s not all; the price for a cargo trike (see the fotos 17 and 18 in the series for an example) is far below 1000€, rather 500€. A European e-cargo bike will typically start at 3000€ retail price (compare this database for the German market).

So selling cargo bikes to China is only realistic in small numbers and in a high price segment. And for that purpose the products would have to become „famous“ among Chinese customers – famous for being top quality and super modern. The European and the Japanese car industry have reached that fame – many people in China are willing to pay high prices for these cars. It doesn’t seem very realistic to reach that goal for cargo bikes at the moment.

As for the other way around things are different, there is no anti-dumping policy for Chinese Pedelecs. And the price of cargo bikes is a critical limitation for their success in Europe at the moment. Chinese products thus have a potential market in the Pedelec business – until now they were not sold because the quality isn’t what the European market demands. However the Chinese industry grows fast and its companies learn fast. Simple models with solid quality and good service networks in EU countries could be sold in high numbers, giving the cargo-bike development in Europe a strong push forward. I personally do not think that this would be a bad thing – not even for European manufacturers: They could still satisfy a high price and specialized segment. And in the end more cargo bikes on the road is what brings the strongest effects for mobility and living quality in cities.

The e-Bike Tour in China and Taiwan

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