Bike Europe 1/2019

Volume 23, nr. 1/2019

ON TOP LEVEL WITH BIKE EUROPE

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Trade Journal for the Bicycle, E-Bike & Scooter Market

McKinsey: Will MicroMobility Market Boom or Bust?

MICROMOBILITY PHENOMENON HAS THE POTENTIAL TO DISRUPT INDUSTRY

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Stan Day and Ken Lousberg (l.) on: SRAM’s CEO Switch MARKET REPORT VIETNAM

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SHOW PREVIEW TAIPEI CYCLE

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INTERVIEW

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Investigation by European Commission now taking place; outcome to be announced 1 June 2019

Review of Dumping Measures on Regular Bikes BRUSSELS, Belgium – With e-bike anti-dumping measures now in place, it’s time to focus on the other dumping action Brussels is working on regarding bicycles imported from China.

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urrently it is being investigated whether China is still guilty of dumping conventional bicycles on the EU markets. Here’s an update on the deadlines involving this other anti-

X-CELL RT 2.0 THUN’s new torque sensor for pedelecs and e-bikes

dumping case and on the related import numbers.

In March 2018 the European Bicycle Manufacturers Association (EBMA) lodged a review request for the current anti-dumping measures enforced on the import of regular bicycles from China into the EU. These measures expired on 6 June 2018. With the review request accepted by the European Commission, the anti-dumping measures enforcing a 48.5% dumping duty stayed in place. On 4 June 2018 the European Commission announced its expiry review notice. It triggered an investigation for which verification vis-

its to bike companies took place at the end of 2018. Stakeholders had up to end of February to lodge their comments. On 1 June 2019 the European Commission must announce the definitive measures. Looking at the import of conventional bicycles from China, it becomes clear that it has grown considerably in the past two years.

With the 48.5% anti-dumping duty in place, next to an import duty of 14%, some 300,000 bicycles came from China into the EU in 2015 and 2016.

However, that import suddenly showed big increases. According to Eurostat the total of the January – September 2017 import accounted for

Accell Group Aims to Sell American Activities to Limit Losses HEERENVEEN, the Netherlands – Accell Group announced at the end of 2018 that it is considering the sale of its American activities. Accell North America Inc. (ANA) is continued in a separate entity for non-core activities. Besides a sale of the activities, a restructuring is also possible. As the main reason for this measure, Ac-

cell said that it wants to limit the impact of ANA’s losses of the holding company’s profits.

Like many other operators on the US market also Accell is having a hard time. In 2017 ANA’s turnover dropped by 14.4% to ₏102 million. In 2018 the US subsidiary continued to bleed with losses forecasted at ₏20 million.

466,000 units. The first nine months of 2018 showed a further increase to total of 540,000 conventional bicycles, according to Eurostat.

On what is causing the import growth, it’s said that it is due to Made in China bicycles that are destined to be used for public bike rental schemes. Such schemes have popped up in Europe’s biggest cities and are generally run by Chinese companies and, or by their European subsidiaries. Or is there more to this sudden import growth? That question is likely to be answered by the European Commission’s review investigation.

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BIKE europe 1/2019

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BUSINESS Jan-Willem van Schaik Editor in chief

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Bike Valley Portugal becoming ever more THE major European production centre for bicycles, e-bikes, and P&A. It’s expanding with brand-new facilities that assemble e-bikes. Bike Valley Portugal, or Bike Value Portugal as it’s officially named, is attracting more companies because, as a result of the anti-dumping duties on e-bikes, there’s a shift taking place now from import to production in the EU. Unibike is the latest e-bike producing company that’s now being set-up in Bike Valley Portugal while there’s also more frame production being based there. More on page 17.

Photo: Bike Europe

Biggest Retail Chain in US Closes its Stores PHILADELPHIA, USA – Performance Bicycle, once the biggest bike retail chain in the US with 104 stores and 1,700 employees, is closing all its outlets. The company is to continue as an e-commerce business. It’s the latest development in the collapse of Patrick Cunnane’s Advanced Sports Enterprises (ASE).

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SE was the roof company of ASI (as a wholesaler distributing the brands Breezer, Fuji, Kestrel, SE Bikes, Tuesday Cycles as well as the P&A brand Oval Concepts) and the American retail chain Performance Bi-

cycle. ASE was formed in August 2016 after Advanced Sports International (ASI) acquired Performance Bicycle’s retail business. Next to its 104 stores it operated online businesses through Performancebike.com and BikeNashbar.com.

These two webshops are continuing their operations under new ownership.

According to a report by the US trade publication Bicycle Retailer and Industry News the new ASE owners, as well as the PB webshops Performancebike.com and BikeNashbar.com, are three companies that formed Tiger Capital Group. This Group placed an (accepted) bid of US$ 23 million for the assets of ASE, which had filed for Chapter 11 bankruptcy in mid-November 2018. Among these three companies is Advanced Holdings Co. LTD. This is a Hong Kong based private equity firm that holds ties to the owner of Ideal Bike.

Ideal Bicycle Corp has been hit hard by the bankruptcy of Patrick Cunnane’s Advanced Sports Enterprises (ASE). Ideal is the 3rd biggest bike maker of Taiwan that for a very long time maintained a strong supplying relationship with Patrick Cunnane and his Advanced Sports Enterprises. In 2016 Ideal even increased its investment in ASE to support Advanced Sports’ acquisition of Performance and Nashbar. Ideal Bicycle Corp. also holds major interests within the European bicycle market. Not only is the company one of the investors in Ridley Bikes, but it also operates a facility in Poland. Ideal Bicycle Corp also holds strong ties with Advanced Sports Europe. This company, officially named Advanced Sports GmbH, is financially and legally independent from ASE as well as ASI. At the time of the announcement of ASE’s Chapter 11 it claimed not to be affected by it.

The business transformation to more online and the implications for the bicycle industry has been one of the topics on which we published frequently in the past years. For many parts and accessory suppliers online sales have become an important part of the business. However its market share varies between different countries. Implementing omni-channel distribution is less obvious for bicycle brands. Just selling their products online is not so easy in combination with providing the service level people are used to. And how to combine online and offline distribution in cooperation with the brand’s existing dealer network? The initial steps were taken some years ago and the implications become more and more visible in the industry. Also Bike Europe will step up its online presence. There is an increasing need for online information.

Also the Bike Europe readers turn more and more to one of our online products at www.bike-eu.com. Besides news reports, we notice a growing number of readers and views for our market reports, laws & regulations files, online & digital magazines and whitepapers on leading topics. In 2019 this will result in more frequent online publications while we reduce the number of print magazines from 10 to 8 issues. From now on we will accelerate Bike Europe’s online presence with more new products, including frequently published online magazines as well as our first webinar. See you at www.bike-eu.com janwillemvanschaik@vakmedianet.nl

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FINANCIAL Retail not allowed to undercut minimum sales price

ZEG to Pay Millions in Fines for Price-Fixing BONN, Germany – Germany’s national competition authority (Bundeskartellamt) announces that it has imposed an over ten million euro fine on the Cologne-based dealer cooperative ZweiradEinkaufs-Genossenschaft eG (ZEG).

According to a Bundeskartellamt press release, the imposed fine took into account that ZEG cooperated by clarifying its dealer agreements.

Therefore, the proceedings concluded through a fine’s settlement.

Jo beckendorff

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he fines are imposed on ZEG and its representatives for vertical price-fixing at 47 of its affiliated member/dealers. The total fine amounts to €13.4 million. The Bundeskartellamt proceedings against ZEG were triggered by a trade tip-off. What in particular matters to ZEG in the settlement agreement is that its 47 affiliated dealers are safeguarded for further measures “due to their secondary role in the matter in comparison to ZEG. They are therefore not accused of having committed a cartel offence.”

Raid on ZEG’s HQ Subject of the proceeding were agreements between ZEG representatives and 47 (German) affiliated retailers. According to these agreements the retailers were not allowed to undercut the minimum sales prices (referred to as “low price”) set by ZEG for specific models. These are bikes of ZEG’s own brands as well as special models of supplying manufacturers sold exclusively through ZEG’s affiliated member/dealers. Some of these dealer agreements date back to February 2007 – and ended with an early morning police raid on ZEG’s HQ in February 2015.

No price undercutting According to the Bundeskartellamt, ZEG’s representatives actively checked whether dealers adhered to the fixed sales prices. “They received

Bundeskartellamt: ZEG’s representatives actively checked whether dealers adhered to the fixed sales prices.

Photo: Bike Europe complaints from dealers about other retailers undercutting the prices. It prompted ZEG to conduct its own price research or had this carried out by others. Retailers that undercut the fixes prices were asked to strictly observe the set price. “ZEG agreed with its suppliers on retail prices for certain bicycle models. The independent retailers were asked not to undercut the minimum sales prices set by ZEG for certain bicycle models. This greatly restricted price competition between the ZEG member/dealers to the detriment of the consumer. Although short-term resale price setting is allowed under German and European law for dealer cooperatives like ZEG, e.g. for joint special offer campaigns, the measures taken in this particular case far exceeded what is permissible and have created a situation similar to a sales cartel among the participating retailers”, says Bundeskartellamt president Andreas Mundt in the press release.

ZEG’s dominant role Last but not least and for a better understanding of ZEG’s dominant role in its domestic market; the dealer cooperative has some 670 member retailers located in Germany. They are included in a total affiliated membership of about 960 independent retailers in Europe. ZEG sells bicycles and e-bikes under its own brand names (Bulls, Flyer, Hercules, Pegasus, Zemo) as well as special models of other manufacturers which are sold exclusively by ZEG.

European Subsidiary BionX Ceases Operation SALMDORF, Germany – E-bike rear hub motor pioneer BionX Canada Inc. was forced to file for bankruptcy on 27 February this year. At that time its European subsidiaries BionX GmbH and Elby Bike Europe GmbH were not affected. Since then, BionX GmbH has been searching for a European motor producer, without success.

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ionX GmbH officially announced it will close down after ten years. The sales were already discontinued on 10 December 2018.

Last year was full of ups and downs for German-based BionX GmbH. After an unsuccessful investor search its parent company BionX Canada Inc. filed for bankruptcy. Last June its European sister companies announced it will continue operation even if the North American BionX operation and production was closed down.

At the end of October 2018 the responsible receiver of the insolvent BionX Canada Inc. sold the company’s intellectual property, including patents, trademarks, software and domains as well as remaining inventory with court approval to Amego Electric Vehicles Inc. and its nominee Leisger Cycle Inc. The court order did not specify the exact relationship between the two buyers, the Toronto/Canada based e-bike re-

For ten years Salmdorf/Haar near Munich, Germany was home to Bionx GmbH. Photo: Jo Beckendorff tailer Amego Electric Vehicles Inc., and the Suzhou based e-bike drivetrain producer Leisger Cycle Inc. Apparently it was not possible to sell BionX Canada’s subsidiaries, including Germany-based BionX GmbH. And when buyer Leisger Cycle indicated that there will be no further cooperation with BionX GmbH it became clear: There is no other solution than closing down the European BionX business too. Warranty and guarantee claims will be processed until the beginning of 2019.

Elby Europe and Canada continue Both Elby Bikes Canada and Elby Bikes Europe GmbH will continue their operation. According to BionX marketing manager Sabrina Rill, “Elby Bikes are currently being delivered ‘while stocks last’ with BionX drivetrains.

Future spare parts supply is also secured via Elby Bikes. The question - what drivetrain Elby Bikes will specify in the future will be clarified in the coming year.” (JB)

Halfords Q3; Big Ticket Sales Drop REDDITCH, UK – The UK’s leading bricks and mortar cycle retailer Halfords have released their latest Q3 trading figures. In the past 14 weeks to 4 January, cycling sales were down 0.3% compared to a rise of 8% for the same quarter last year.

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rowth in cycle accessories and children’s cycling was offset by a decline in the more discretionary and ‘bigger-ticket’ adult bikes,” Halfords said. It shares slumped 20% to a six year low in the wake of the results. “Evidently, however, we are in an uncertain environment and will provide an update

alongside our preliminary results in May.” Total group revenue at the car parts and cycling retailer fell 2% in Q3 but is 0.6% ahead of last year aggregating all three quarters. The results prompted Halfords to issue its second profit warning of the year. Despite the disappointing figures the group remains confident in its plan, unveiled last September, to improve its stores under a ‘back to basics’ plan involving a focus on bikes and vehicles, increasing investment in stores to £60 million. Part of Halfords investment strategy has also been an online sales drive and the Q3 figures revealed group online sales were up 7.5% to 20% of total sales. E-bikes will no doubt feature strongly in future too and have been described by Halfords recently as a ‘standout performer’ in sales terms for them.

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FINANCIAL Finnish private equity firm acquired majority of shares

BAGB Market Data Service

Herrmans Has New Owners PIETARSAARI, Finland – Sponsor Capital has acquired the majority of the shares of Herrmans, the Finnish producer of bicycle components and heavy-duty light solutions. Also, Dan Liljeqvist has been appointed business unit director of Herrmans Bike Components.

CAMBRIDGE, UK – The Bicycle Association of Great Britain (BAGB) has ‘soft-launched’ its brand-new market data service that includes UK sales data covering bikes, parts and accessories.

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Positioned for future growth In a statement on the new financial structure of the company CEO Tom Nordström states: “Herrmans is one of the global leaders in its fields and is well positioned for future growth. We are glad to have Sponsor as a new majority owner that will embrace and support the execution of our plans for further developing the company.

We, the current owners, are extremely proud of how Herrmans has developed since we became owners in 2002. Many potential buyers from all over the world have throughout the years shown their interest toward Herrmans. Sponsor Capital, with strong competences to support our future growth, is the best partner for us,” says CajAnders Skog, chairman of the Board at Herrmans.

“Herrmans, with its two attractive business areas, has been a success story. This success has been enabled by very talented and committed management and employees. We are really looking forward to contributing to the future

Finnish private equity firm Sponsor Capital acquired the majority of the shares of Herrmans. success of the company,” says Thomas Sandvall, partner at Sponsor Capital.

The Herrmans Group develops, produces and markets light solutions for heavy-duty vehicles and bicycle components. The company has a strong tradition of manufacturing and marketing products since 1959. The products are sold to OEMs and the aftermarket worldwide. Total turnover in 2018 stands at about €57 million and the number of employees is 270.

Sponsor Capital is a Finnish private equity firm founded in 1997. The firm makes mainly majority investments in Finnish mid-sized companies that have an excellent management, stable market position and predictable cash flow. Sponsor Capital operates responsibly and long term as

Photo: Bike Europe

well as in a strongly profit-oriented mode and believing in management’s entrepreneurial spirit. Large Finnish institutions invest their capital through Sponsor Capital.

Herrmans also announced the appointment of Dan Liljeqvist as the new business unit director of Herrmans Bike Components. His early career was spent in engineering and R&D, followed by a role as the engineering manager at LKI Käldman, a leading supplier of automation solutions for sheet metal processing. Dan Liljeqvist also has a solid experience from leading sales & service organisations at LKI Käldman as well as being head of aftermarket for Amada Co’s Scandinavian organisation and as a managing director of Amada Norway.

he UK Cycling Industry has never had robust, timely data,” says the BAGB. “Our new not-for-profit audit, collecting data from retailers large and small, all of which is fully anonymised aims to provide just that.”

It’s not just meant to be a business tool to allow members to better understand the market and improve profitability, as the BAGB also hope the results of the new service will give the UK cycling industry greater political clout. “Market insight gives our industry greater influence to be able to lobby government for investment and better regulation,” the BAGB adds. The service will be free to bike shops with a turnover of under GB£ 5 million. The BAGB has worked with specialist data partner, Sports Marketing Surveys Inc. to produce a detailed monthly reporting service. SMS Inc will handle all the raw data on behalf of the BA. The BAGB are claiming the data will cover 70% at the end of 2019. Users will be able to compare their own data to market and sector averages at category, sub-category, and even SKU (stock keeping unit) level in some areas.

Strategic partnership was agreed for the development of a leading sports e-commerce platform in Asia

E-Commerce Giant Signa Sports United Expands Reach to Asia BERLIN, Germany – Signa Sports United expands its reach to Asia.

One of Europe’s leading online sports, outdoor and bicycle platforms partnered with Japanese Aeon Co. and Thai Central Group.

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ccording to Signa, both are “Asia’s largest retailers”. Aeon Co. is a powerhouse on its home market Japan. The company invests particularly in retail, finance, supply chain

development, services and foreign business.

Thai Central Group is a multinational retail, real estate and hospitality group with business relationships in Thailand, Vietnam and Europe. In addition, Central Group manages Supersports, a leading sports retailer in Thailand.

hof department store owner Signa Holding. Today it includes German Internetstores GmbH and operates e-commerce platforms like Addnature, Bikester, Brügelmann, Campz, Fahrrad. de, Tennis-Point, Outfitter and Stylefile in several European countries. In France Signa Sports United runs the online store Probikeshop.

Expanding from Europe Signa Sports United announces that the partnership underscores its long-term goal of becoming “the world’s leading e-commerce sports platform”. Signa Sports United (former Signa Retail Sports) was initiated by Karstadt and Kauf-

Investment in online platforms As part of the strategic alliance Aeon Co. acquired a 7.5% share in Signa Sports United while Central Group got 4%. “This capital increase will be invested in our online platforms,” Signa Sport United

notes in a press release. “In addition, a long-term strategic partnership was agreed for the development of a leading sports e-commerce platform in Asia based on the technology and the brands of Signa Sports United.” For Signa Sports United MD Stephan Zoll, the strategic partnership is “an important step forward. All parties involved are leaders in their respective home markets.

We are now joining forces to enter the Asian online sporting goods market. We look forward to partnering with our new shareholders Aeon and Central Group.”(JB)

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BUSINESS McKinsey Center for Future Mobility publishes study on what’s to drive further expansion:

Will MicroMobility Market Boom or Bust?

FRANKFURT, Germany – Is the buzz surrounding shared micromobility overwhelming its real-world potential? The business model has gained tremendous attention recently, as interest builds and new investment dollars flood into the space. But questions concerning the ultimate size and scope of the shared micromobility market have also emerged. The global management consulting firm McKinsey&Company made a thorough assessment of its potential.

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ccording to McKinsey, stakeholders have invested more than US$ 5.7 billion in micromobility start-ups since 2015, with more than 85% targeting China. The market has already attracted a strong customer base and has done so roughly two to three times faster than either car sharing or ride hailing. In just a few years, for instance, several micromobility start-ups have amassed valuations that exceed US$ 1 billion.

Accelerated expansion The McKinsey&Company micromobility report furthers with: “Two circumstances have driven this accelerated expansion. First, most launches of shared micromobility take place in conducive environments. Urban consumers already value and use solutions for shared mobility, such as car sharing, ridesharing, and e-hailing.

What’s more, micromobility appears to make people happy—it’s faster than car-based trips in many situations, and users often say the freedom of being in the fresh air traveling to their destinations while avoiding traffic jams puts a smile on their face. Micromobility is perceived as “intuitive mobility” by design—it’s easy and liberating to buzz through traffic. It’s really quite simple: people feel rejuvenated, and the experience takes them back to their first time riding a bicycle or a scooter.”

Lower break-even points On the second circumstance that has driven the accelerated expansion of micromobility McKinsey states: “The economics of shared micromobility are largely favourable to industry participants. Companies find it much easier to scale up micromobility assets (for example, electric bikes) compared with car-based sharing solutions. For example, the current acquisition costs of an electric scooter are about US$ 400, compared with the thousands of dollars re-

McKinsey estimates potential of micromobility market in Europe to stand at between US$ 100 billion to 150 billion in 2030.

Photo: Volkswagen quired to purchase a car. Thus, while today’s car-sharing solutions need several years to become economically viable, an outside-in business-case estimate of a leader in shared mobility shows that an e-scooter could break even in less than four months. More than a quarter of the world’s population lives in cities with more than one million inhabitants. And vehicle traffic speeds in many of those city centres are now averaging as little as 15 kilometres (km) an hour (nine miles per hour). This can be a frustrating and stressful experience. Micromobility offers some city dwellers an escape from that stress: higher average speeds, less time spent waiting or parking, a lower cost of ownership, and the health benefits of being outdoors.”

How big is the market?

Travel Far coming soon

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On how big the micromobility market is, McKinsey says: “It could theoretically encompass all passenger trips of less than 8 km (five miles), which account for as much as 50 to 60% of today’s total passenger miles travelled in China, the European Union, and the United States. For example, about 60% of car trips are less than 8 km and could benefit from micromobility solutions, which could also cover roughly 20% of public-transport travel (in addition to closing the first- and last-mile gap) as well as all trips done by private bike, moped, scooter, or walking today. However, we estimate that shared micromobility will cannibalise only about 8 to 15% of this theoretical market. Constraints include its suitability for relevant mobility use cases (for example, limited space when going shopping), customer adoption, weather conditions, age fit, and micromobility’s lower presence in rural areas.”

Modeling a base-case market Furthermore, McKinsey says on the scale of the micromobility market: “We modeled the baseline shared micromobility market and created a forecast, which revealed a 2030 market potential of roughly US$ 200 billion to US$ 300 billion in the United States, US$ 100 billion to US$ 150 billion in Europe, and US$ 30 billion to US$ 50 billion in China. The main differences across regions stem from unique pricing-per-kilometre strategies when comparing today’s micromobility businesses. For instance, EU pricing is about half that in the United States, while China’s is only roughly 20% of US pricing. In the future, such differences might shrink as pricing in some regions, such as China, increases. Our base-case estimate of the shared micromobility market across China, the European Union, and the Unit-

ed States is, thus, US$ 300 billion to US$ 500 billion in 2030. To put that into perspective, it equals about a quarter of our forecasted global shared autonomous-driving market potential of roughly US$ 1,600 billion in 2030.”

How to grow to disruptive trillion-dollar business?

The McKinsey report continues with: “While the base case represents a healthy market, the question arises: What would you need to believe to grow the shared micromobility market into a truly disruptive trillion-dollar business? For this market potential and mileage cannibalisation to become a reality, cities need to support shared micromobility proactively. They could, for example, boost the micromobility business model further to resolve traffic pain points and congestion problems. Actions might include banning cars (but not e-scooters) from congested or polluted districts, or creating incentives for the use of micromobility for short trips by significantly increasing prices for car-based shared mobility.

Cities could also install intermodal hubs to make the interchange between micromobility and public transport more convenient. However, micromobility players must tread carefully, since some cities today have been hesitant to adopt the service. Issues include customers who abandon old or damaged scooters on the street; safety concerns, which still play an important role; and the low entry barriers, which means that competitors could simply invest a bit more money to steal a player’s entire customer base.”

Disrupt the industry “The micromobility phenomenon has the potential to disrupt the industry. Whether the disruption it causes matches the hype generated so far will largely depend on how cities react to the service. While the industry is hoping urban governments view micromobility favourably as an antidote to congestion and pollution, and a way to provide consumers with an enjoyable alternative to gridlock, cities could instead see it negatively. In fact, some anecdotal evidence of the latter has already surfaced. Consequently, in addition to building their businesses, micromobility players will likely have to take proactive roles in lobbying for and shaping the industry in key urban areas.”

By Kersten Heineke (partner in McKinsey’s Frankfurt office), Benedikt Kloss (consultant), Darius Scurtu (analyst Munich office) and Florian Weig (senior partner).

More at McKinsey Center for Future Mobility

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CONFERENCE WORLD CYCLING FORUM 2ndd World Cycling Forum on industry’s role in combating climate change; registration now open

Conference on Bikes’ Sustainability Potential ROTTERDAM, the Netherlands – The World Cycling Forum 2019 sets the stage for an industry-level dialogue and provides a series of events perfectly suited for networking. Like the 2017 event, again some 200 of the industry’s top decision makers will be gathered - and how the bicycle industry can meet its sustainability potential will be explained.

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he 2nd World Cycling Forum will take place on Tuesday 4 and Wednesday 5 June 2019.

Following the successful first World Cycling Forum held in Porto in 2017, the World Federation of the Sporting Goods Industry (WFSGI) in cooperation with Bike Europe will organise the second edition of this International Conference that focusses on the top of the industry.

rum theme and topics says: “International Climate Conferences and national governments are setting ambitious sustainability goals. Goals that can only be met through radical changes.

Like doubling the modal share of cycling in the world’s biggest cities. These grand ambitions put the bicycle industry at the core of sustainable development.

“But what must the industry do to meet its sustainability potential? What’s needed for manufacturing processes? What kind of materials and technologies can we expect? And what will be the recycling and corporate social responsibility climate?

“The 2019 World Cycling Forum will address these in-depth questions. Don’t miss this opportunity to learn from the answers presented at the forum. Get better equipped to prosper as these massive changes make their impact felt on the bicycle industry. Join us on June 4 and 5, 2019 in Rotterdam, the Netherlands for the World Cycling Forum 2019.”

Landmark agreement Theme The main theme of the 2019 World Cycling Forum is ‘Putting the Bicycle Industry at the Core of Sustainable Development’. The Forum will focus on the consequences of climate change and the role that the bicycle industry can play in combating those changes.

A broader outline of the 2019 World Cycling Fo-

The 2nd World Cycling Forum is all about what’s currently being discussed in many countries and by many governments. It’s about the landmark agreement reached in 2015 at the COP Paris Conference. It has set ambitious sustainability goals which hold profound consequences and changes the landscape in the battle against climate change. And the bicycle can

Unique Communication Opportunities for Sponsors/Partners The 2019 World Cycling Forum offers unique communication opportunities.

These are precisely pointed out in a recently published proposition for sponsors/ partners. Packages have been put together which offer a wide variety of possibilities. These Gold, Silver and Bronze partner packages even include booths at the Info Market as well as the option of being on stage for a presentation on a non-commercial topic fitting the conference main theme. For more on this please contact Bike Europe sales manager Eelco Hermans. He is set for answering all your questions at +31610069230 or at: eelcohermans@vakmedianet.nl

2nd World Cycling Forum is all about what’s currently being discussed in many countries and by many governments. It’s about actions needed to combat climate change. play a vital role.

The 2019 World Cycling Forum will address the sweeping ramifications of this landmark agreement. It is increasingly clear cycling can play a very important role in the efforts to limit global temperature increase and greenhouse gas emissions. On how the industry is to meet its full sustainability potential, this 2-day international congress features a series of experts that will focus on issues such as:

Register now!

Organisers’ comments

For details: www.worldcyclingforum.org Entrance fee WFSGI members: EUR 850/CHF 1,000** (including BBQ dinner, 2x lunches) Bike Europe subscribers: EUR 1,050/CHF 1,200** (including BBQ dinner, 2x lunches) Others: EUR 1,250/CHF 1,400** (including BBQ dinner, 2x lunches) A group discount is available for WFSGI members and for Bike Europe subscribers only as follows: Groups* larger than 5 = 10% discount Groups* larger than 10 = 15% discount * please note that to be eligible for a group discount, participants must be employed by or represent the same WFSGI member or a Bike Europe subscriber. ** due to the fact that WFSGI is based in Switzerland participation fees are to be paid in Swiss francs. Please note that differences can occur in the exchange rate with other currencies.

WFSGI president and CEO Robbert de Kock: “We are proud and excited to host, together with our event partner Bike Europe, the World Cycling Forum 2019 in my hometown Rotterdam.

For more information please visit the 2019 World Cycling Forum website: www.worldcyclingforum.org

• • • •

UN Sustainable Development Goals Future manufacturing landscape Innovative materials & practices Sustainable processes & technologies

The World Cycling Forum 2019 offers chances to participate in the conversation, understand the issues, and in charting a course forward also relevant to your company.

The second International Conference for the bike industry will take place at a maritime conference location. Former cruise liner SS Rotterdam (located 7 km from Rotterdam The Hague Airport and only 50 km from Amsterdam Airport) is the floating venue for the 2nd World Cycling Forum on 4 and 5 June 2019.

Communication opportunities pointed out in sponsor/partner proposition. Photo’s: WFSGI- Bike Europe

It is the perfect place to have our WCF in a town and country where cycling is a cultural statement and fully integrated in society.”

Bike Europe chief editor Jan-Willem van Schaik: “What stood out after the World Cycling Forum of 2017 was that the main conference learning could still be heard in the sector for a long time.”

ROTTERDAM • NETHERLANDS

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Logo insertion in all WCF communication as BRONZE partner

4 free tickets for company management and booth crew

2 free tickets for company management and booth crew

Possibility to buy max. 4 tickets for business relationships for â‚Ź500 each

Possibility to buy max. 2 tickets for business relationships for â‚Ź500 each

Price: â‚Ź (excl. VAT)

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Possibility for presentation on Day 2 4 free tickets for company management and booth crew Possibility to buy max.

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Do you want your company to make the most of the World Cycling Forum?

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%*#- %/+",0 Key-account manager Bike Europe +31 (0)6-100 692 30 eelcohermans@vakmedianet.nl

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333 3-/*$#4#*(,'&-/2+ -/' See all the detailed information about the partners packs and all the news about WCF.

BIKE europe 1/2019

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INTERVIEW New CEO Ken Lousberg met with employees at all facilities to ensure a ‘firm hand-off of leadership’

Stan Day Steps Down as SRAM CEO CHICAGO, USA – The management shift at SRAM LLC has been well prepared to guarantee a smooth transition. The initial announcement was already made internally in October last year. Stan Day and new CEO Ken Lousberg met with employees at all of SRAM’s facilities to ensure a ‘firm hand-off of leadership’. After 31 years leading the company Stan Day stepped down on 1 January 2019. Together with the company’s new CEO, he looks back at his years at SRAM and the future for the company.

Jan-Willem van Schaik

Stan; despite stepping down as CEO you will continue to be involved with SRAM. What will be your new role?

“I will continue to be closely involved with SRAM as chairman of the board. In this position I will attend the quarterly management meetings, join the weekly management calls and attend events. Of course I will also be available for everything the team wants. I can bring in ideas, but it is now up to the team to decide what they want to do with it.”

Please reflect on the 31 years that you have been on the helm at SRAM. What has been the best decision you made in all those years?

“The best I did was to start SRAM of course!

Over the years we made headline news several times with for instance the introduction of the Eagle groupset or our announcement to enter the Road market. On a corporate level our decision back in 2011 to buy out our private equity partner was very important for the future of SRAM. Thanks to this decision we could maintain our independence and that was obviously very important for me.”

I will not ask about less fortunate decisions; but there’s one thing that in my opinion stands out in SRAM’s history and that is the fact that SRAM discontinued its presence in the e-bike motor market. Why was that?

“To go back in history on our e-bike market presence we can conclude that the Sparc we launched in 2000 was modestly successful.

However the quantities were too small to continue the Sparc. The second generation E-Matic was modestly successful too but way ahead in time. The market was not ready for such a product. And when Bosch entered the market we knew we were on the wrong side of the technology curve. This was not the kind of competitor we would have chosen. So we decided to focus on the adjacent components and looking back I am convinced we did the right thing. Today we focus on design and producing components; that is our innovative

“The decision back in 2011 to buy out our private equity partner was very important for the future of SRAM,” said Stan Day when stepping down as CEO Photos: SRAM of SRAM. edge. We did not want to take the same path others did before us.”

Mid last year two of SRAM’s founders who helped to unveil Grip Shift in 1987, Mike Mercuri and Jeff Shupe, changed roles with Jeff retiring. Now you are stepping back; are there any founders left? And who man’s SRAM’s Board now?

“Don’t worry, the band is still around! Of course my brother FK Day stays on as executive vice president. Though I’ve stepped down as CEO, there is no change in ownership, only in management. Scott King who left in 1991 already returned in 2010. Mercuri stepped down

“We look to online sales as an additional way of shopping.” as executive vice president in 2017 and was elected to SRAM’s Board of Directors. Of course we are often in contact with Jeff Shupe who retired in 2017.”

What made you decide to step down now and is it difficult for you?

“For the future of the company, I am convinced it is very important to step down in time. Often C-level managers and founders remain in their position for too long. We don’t have to do this, I still enjoy my work and I think I am not bad at it. With Ken we found a qualified manager who has been our COO for the past 18 months. He really fits in the team and I am super confident in the new leadership.

Besides, business wise the management transition has a good momentum.”

“Consistency in management style is very important,” said the new SRAM CEO Ken Lousberg.

Ken: “Stan puts a lot of trust in the leadership team and he is very good in delegating. For me personally as an enthusiastic biker, I won my dream job in the lottery. Before SRAM I was president of Terex Cranes and Utilities, which represented over US$ 2 billion in revenue and more than 5,000 employees.”

The market has seen tremendous changes in the past five years with a big drop in the production volume of regular bikes. How has that affected SRAM? Is OEM with 60% of sales still your biggest business and is Taiwan still your biggest market, as indicated in the 2011 IPO prospectus?

“Our AM and OEM split changed only modestly compared with 2011. Today 2/3 of our turnover is generated by our OEM business and 1/3 by the AM. Taiwan is still our main OEM market because so many OEMs are based here.

Overall Europe is our main market generating some 50% of our turnover. About 35% comes from the US market and the remaining 15% from the rest of the world. The past five years have indeed shown a major shift in the market thanks to the e-bike. However the upper 1/3 of the market remained very healthy and the developments were less disruptive for our business.”

Looking at the latest news, your North American home market is having a very hard time. Is SRAM able to adapt here to the new realities?

“The North American market is certainly not bad for us at the moment. We focus on the upper part of the market which is hardly affected by the trade war or other disruptions. For sure the cancellation of the 2019 Interbike was a disappointment for the US market but I think it is just shift in market approach. Interbike

had a difficult time over the past year with declining attendance and discussion over the location. However, events like Crankworx and Sea Otter Classic enjoy a very high level in participation of exhibitors and visitors.”

One of those new realities is consumers shopping online. How is SRAM tackling this? Is there an omni-channel strategy?

“We look to online sales as an additional way of shopping, different from what customers wanted in the past. Some distributors and dealers focus on adding value are getting stronger, while others fall down. You could call it a conflict of interests, but it is like in any competitive environment. There are differences in added value.

How we operate on the online market also depend on the brand. Each of them requires a different market approach, online and offline.”

What will be your biggest challenge for the next years as SRAM CEO? “As the new management doesn’t come with new ownership people don’t have to expect too many changes. Obviously I will continue to drive growth but on the other hand be prepared for changes in the market. I think consistency in management style is very important, it contributes to the stability of the company.”

In 2010 net sales of SRAM stood at US$ 524.2 million, according to that IPO prospectus.

Where will SRAM stand after 2020?

“In 2018 our turnover will hover in the range of US$ 750 million. We are a financially healthy company with ongoing investments. Also for the year ahead we expect growth and by 2020 our revenue could end up around US$ 800 million.”

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MARKET REPORT EUROPEAN UNION Big import drops for conventional bicycles stopped in 1st nine months of 2018

Are Sales of Regular Bikes Finally Stabilising?

BRUSSELS, Belgium – A small but significant growth showed the 2017 import of conventional bicycles into the EU 28 member states from countries outside Europe. Was this a first sign of a rising demand for regular bikes? Import figures for the first nine months of 2018 do not show continued increases.

However, neither are big drops indicated by the Eurostat data. Is it implying a stabilising sales trend for conventional bicycles despite the further rise in e-bike popularity all around Europe?

Jack Oortwijn

E

urostat data on the January to September 2018 import of conventional bicycles into the EU 28 member states shows a 1.8% drop to 4.9 million units. Compared to the big downward trend this import showed in the past decade, this 1.8% drop can be considered as minor. Is it an indication of an EU market for regular bicycles that has hit rock bottom as being pressurised by e-bike popularity? Or are there other market trends that come into play here?

Downward trend stopped What most definitely has hurt sales of regular bicycles is the e-bike trend. And there’s more to come as this trend is only in its early stages. Ebike market share in the total EU market for bicycles is currently estimated at some 15 to 20%.

Experts are propagating that it will flourish to over 50% with all bicycle categories being electrified. Will this further projected growth mean that the total volume of the bicycle market will continue to fall, like what happened since 2008?

In that year the total import of regular bicycles from countries outside Europe stood at close to 9.5 million units. Nine years later, in 2017 the import totalled 6.7 million bicycles. This accounts for a close to 30% drop!

As said the 2017 import figures showed some recovery as it increased by 1.3% to a total of 6.7 million imported bicycles. In the first nine months of 2018 that plus was again overturned into a drop. The conventional bike import into the EU was down by 1.8%. So, a limited drop to in units to a total of just below the 5 million units mark. That decline was limited despite the fact that in 2018 the sales of electric bicycle showed a big growth in various EU countries. It leads to the conclusion that the downward trend in import (and with that probably also in sales) of conventional bicycles has been stopped.

Import value wise Value wise the 2018 import showed a drop, but not as hard as in 2017. In that year the US dollar dropped significantly in value (some 13%) against the euro and as Far East procurement takes place in US dollars this seems the obvious reason. Note; hedging can provide the solution here which is now also available for smaller companies. See the separate report on this else-

What caused the sudden big import growth of regular bikes from China is likely to be answered by a review of anti-dumping measures currently taking place. where in this print edition.

After years of stable import values of between €165 and €170 on average per imported conventional bicycle, it dropped noticeably in 2017 to €156. In the first nine months of 2018 that value drop stood at 2.7% to €159.15 on average per imported bicycle.

Taiwan’s bicycle export to EU In 2017 Cambodia became EU’s biggest bicycle supplier. In 2018 the country confirmed its leading role as it managed to further grow its exports of conventional bicycles to the EU. And by no small means as Cambodia’s exports grew by close to 10% to some 1.2 million units.

In the January – September 2018 period 770,000 regular bicycles were imported from Taiwan; down a huge 20.7% on the 2017 total of the same

Imports from China increased by 15% despite 48.5% antidumping duty and 14% import tax. period. For the whole year of 2018 Taiwan’s regular bike export to the EU will probably stay below the one million units mark. Ten year ago, in 2008 the EU imported close to 3.5 million bicycles from Taiwan!

As for the reasons behind this huge drop; there are three obvious ones. The first is shown in the table of EU’s biggest supplying bicycle countries.

Here Cambodia stands now firm on the top position. However, all the bike makers in Cambodia come from Taiwan and still have their HQ’s there. Next to Cambodia there are other Far East

countries where currently Taiwan bike companies are based which export to Europe; like in the Philippines. So, production has been switched from Taiwan to other countries in the Far East.

Next to these countries Taiwan production has also shifted to Bangladesh and Tunisia. Particularly as from these countries bicycles can be imported into the EU without having to pay any import tax. This is reason number two.

Reason number three for the huge decline in bicycle exports from Taiwan to Europe is in the fact that the bike industry in the country is switching to e-bike exports. Since 2015 exports to Europe have tripled. And in the first nine months of 2018 again a 67% growth was recorded by Eurostat. A total of close to 155,000 electric bicycles came from Taiwan. Compared to the 770,000 regular bicycles imported by the EU countries, the import number for e-bikes is still small. But value-wise e-bikes form a much more profitable and interesting export product.

Photo: Bike Europe

Import from China up big What is also especially striking is that the imports from the People’s Republic of China increased by 15%. This despite the 48.5% antidumping duty levied on them, next to an import tax of 14%. In the first nine months of 2018 a total of 540,000 conventional bicycles were imported from China. It is said that this import growth is caused by bicycles destined to be used for public bike rental schemes that have popped up in Europe’s biggest cities which are operated by Chinese companies. Or is there more to this sudden import growth?

That question is likely to be answered by the review of the anti-dumping measures that are currently in place for regular bikes imported from China. This review is taking place now and must be concluded before 1 June 2019 as by that date the European Commission must announce whether it will again impose antidumping duties on the import of regular bicycles from China.

Bicycle EU-28 Imports January – September 2018/2017 Total import (in units & value)

2018 Jan-Sep

2017 Jan-Sep

2018 vs. 2017

Units

4.934.418

5.026.872

–1,83%

Value

€ 785.359.831

€ 822.366.339

–4,5%

€ 159,15

€ 163,59

–2,7%

2018 Jan-Sep

2017 Jan-Sep (rank in 2017)

2018 vs. 2017

1.193.684

1.088.798 (1)

+9,63%

Average price

Top-5 suppliers, 2018/2017 Jan-Sep (in units) Country

1. Cambodia 2. Taiwan

769.797

970.156 (2)

–20,65%

3. China

539.830

469.682 (5)

+14,93%

4. Philippines

526.252

603.457 (3)

–12,79%

5. Bangladesh

519.697

535.025 (4)

–2,86%

Source: Eurostat

BIKE europe 1/2019

11

MARKET REPORT EUROPEAN UNION Stockpiling contributed to big import rise as anti-dumping measures on China made e-bikes loomed

EU’s E-Bike Imports Grow to Over 1 Million BRUSSELS, Belgium – The import of electric bicycles into the European Union’s 28 member states has grown to over 1 million units last year. According to Eurostat, that showed a rise of 36% in the first nine months of 2018.

What contributed to this big growth is the rapidly rising imports from Taiwan.

H

owever, China again accounted for the main part of this rise. Stockpiling effects by various importers of Made in China e-bikes contributed to the import rise as anti-dumping measures loomed. In the January – September 2018 period close to 1,030,000 electric bicycles were imported; in particular from China, Taiwan, Vietnam and Switzerland. This total rose from close to 760,000 units in the same period of 2017, resulting in a 36% growth. The average value per imported unit showed a 5.5% drop to close to €531.

Import in units & value Units Value Average price

Country

1. China 2. Taiwan 3. Vietnam 4. Switzerland 5. Thailand

2017 Jan-Sep

2018 vs. 2017

1,028,646 € 545,776,789 € 530.57

757,786 € 425,734,473 € 561.81

+35.74% +28.19% –5.56%

2018 Jan-Sep

2017 Jan-Sep (rank in 2017)

2018 vs. 2017

718,052 153,134 117,072 28,359 6,620

545,048 (1) 91,723 (2) 91,524 (3) 19,044 (4) 6,753 (5)

+31.74% +66.95% +27.91% +48.91% –1.97%

Source: Eurostat

EU import of Taiwan made e-bikes increased by 67% in first nine months of 2018.

Photo: Bike Europe Imports from China In absolute numbers China accounted for the biggest part of the import growth. In the Jan-

uary to September 2018 period close to 720,000 e-bikes were imported from China; some 175,000 more compared to the same period in 2017. This accounted for a 32% rise which, as said, is caused by stockpiling effects as in the first half of 2018 the dumping case for e-bikes imported from China had a growing influence on trade. This is evidenced by Eurostat’s 2018 half year figures for e-bikes imported from China. In the first six months of last year that import was up by a huge 89% to 615,000 units. In the next three months e-

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2018 Jan-Sep

Top-5 suppliers, 2018/2017 Jan-Sep (in units)

Huge rise in imports from Taiwan What is in particular striking when viewing the import flows more closely, is the huge rise in the number of e-bikes originating from Taiwan. The import from the island off the coast of China showed a 67% growth in the first nine months of 2018. A total of close to 155,000 electric bicycles came from Taiwan.

Percentage-wise this is the biggest growth compared to the imports from other countries.

E-Bikes EU-28 Imports January – September 2018/2017

bike imports from China slowed down hard with only 105,000 units more that came from China to the EU. Looking at the other countries from which the EU member states imported e-bikes, it shows that next to Taiwan also the import from Vietnam showed significant growth. 117,000 units were imported from this country; up 28%. Also the e-bike imports from Switzerland rose big time with 49%. However, in absolute number that import is limited to 28,000 units.

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1/2019 BIKE europe

BUSINESS Brexit, Trump and more political uncertainty brings increased currency volatility posing mounting challenges

The Exchange Dilemma or Hedging Currency Risks HAMBURG, Germany - In an ideal world everything would be easy; all investments would blossom, customers would be easily convinced and currencies would fluctuate very predictably. Unfortunately, we don’t live in an ideal world. It means, the bike industry has to compete for the smartest talents, find the best distribution channels and face currencies on different markets behaving irrationally volatile. Especially the latter poses quite a challenge to Europe’s bike manufacturers. A challenge that could be faced. But not all companies are willing to.

Arne Gottschalck

I

n a nutshell, this challenge is all about prices.

About getting the pricing for products right so clients are still willing to pay for the goods while the margin for the company is as good as possible. While a mere European business, thanks to the euro, leaves currencies out of the equation; that changes as soon as the companies act beyond the borders of the euro-zone. And in the bike industry with many of its supply lines stretched to as far as Asia, that’s quite often the case when it comes to buying frames from Vietnam or mid-motors from Japan.

Ordering and purchasing Should the currency, be it Vietnamese Dong or Japanese Yen, appreciate in value against the euro, our aforementioned bike companies would have to spend more euros on supplies with the same price in Dong or Yen as before. Supply would become more expensive than before. That happens when order and effective purchase do not take place at the same time which presumably is practice in most companies.

In the younger past that did not prove to be a problem, as currencies developed rather calmly. But in 2018 volatility picked up due to e.g. rising political uncertainty. Be it Brexit or Trump, effects like that ramped up trade volumes of currencies.

In January 2018 the average traded volume traded for instance with CLS, a major FX-dealer (FX stands for foreign exchange, or in other words: currencies), marked a US$ 1.805 trillion. That is a 15% plus compared to December 2017. No problem for multinationals like German BMW or Dutch Royal Philips boasting specialised teams focussed on always securing their companies the best currency deal. But the European cycling industry, according to the European Bicycle Manufacturers Association (EBMA), consists mainly of small to midsized companies.

And small does often mean a certain lack of grasp concerning FX, as a survey conducted by the Economist Intelligence Unit shows.

When ordering and effective purchase do not take place at the same time hedging is a sensible approach for buffering foreign exchange volatility.

Photo: Shutterstock

Foreign exchange strategy But what’s the strategy of those diverse companies? It very much depends. On the company’s size for instance; or on its will to do the num-

Cost of Currency Hedging For euro-based investors wishing to hedge US dollar assets, the return drag from hedging has risen from 0% at the beginning of 2014, to over 2% today. Why has this happened?

Hedging costs can be decomposed into two parts: 1. Short-term rate differential: This is the difference between short-term rates in the domestic and foreign currency. When investors wish to hedge a foreign currency exposure, they implicitly pay the foreign cash rate and receive the domestic cash rate (known as covered interest rate parity). So any changes between these rates impact the hedging cost.

2. FX/currency basis: This is the additional cost investors pay to buy and sell currencies forward, on top of the rate differential. This factor largely depends on imbalances between supply and demand across different currencies.

ber-crunching. Hedging is a method of levelling out those volatile markets. It can be done e.g. with options. That again implies that a company understands the need of hedging and has a clear view on how currencies will develop.

“Winora-Staiger GmbH in principle hedges the most important currencies,” says Steffen Alberth, director of Sales & Service at WinoraStaiger. “Nonetheless price adaptions here or there might occur, for instance when season changes and with changed environment in terms of FX-exchange courses.”

Smaller companies can’t carry out that kind of service. Punch for instance is a small German manufacturer of titanium bikes. It’s owner Mario Sillack explains having deployed a calculation with a safety margin buffering FX volatility to a certain extent. Should volatility exceed that extent considerably, he might pass on the elevated price to his customers.

Other companies are less open concerning their

FX-policy. A few bigger providers for instance turned down press requests. And consultancy firms shrugged their shoulders.

The least publicly quoted strategy might be just pottering along. One could even find some sort of reasoning for a strategy like that: In theory, currencies tend to move around a certain middle value in the long run. That approach might be helpful for investors with a long-term perspective. But for someone who needs to purchase e.g. bike frames regularly, this is no sensible approach as he or she lacks the time to wait for an appropriate course.

One thing at least seems to be sure; volatile currencies have found their way into the cycling industry. Most of the companies have found a way of circumnavigating them. Some with an almost car-industry-like-way, some with a more practical hands-on-approach.

(Source: www.ft.com)

BIKE europe 1/2019

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MARKET REPORT JAPAN Regular bicycle sales drops to new lows as e-bikes are on the rise, but:

China is Taking Over Japan’s E-Bike Market TOKYO, Japan – Last year’s Market Report Japan reported on the ongoing drops in sales of regular bicycles, which is already happening for years. The only good news was the Made in Japan e-bikes as their 2017 sales increased in numbers as well as in value. Viewing the now available January to September 2018 statistics on production and imports of bicycles and e-bikes, it shows that Japan made e-bikes are faced with rising competition out of China.

Jo Beckendorff

D

ata on Japan’s bicycle production (including e-bikes) provided by Japan’s Bicycle Promotion Institute (JBPI) indicates a slight drop in units and in value when compared to the same period in 2017. So, no surprising news here. But what is striking is that both production data on units as well as on value dropped to the lowest level of the last 15 years for the January to September period. The 2018 nine month production total dropped by 4.1% to 623,500 units while their value dropped by 1.9 %. The only good news is that average value per produced unit increased 2.2% to JPY

63,469 (€509.36). However, these numbers show a strikingly different picture when e-bikes are filtered out of these production and value totals.

Home production relies heavily on e-bikes When singling out e-bikes from Japan’s domestic bicycle production (see Chart 2 on this page) then a 10% drop comes to light in the first nine months of 2018.

JBPI divides Japan’s overall unit production into 144,058 light cycles (Japan’s low-priced version of a city bike; down 13.8%), 421,888 e-bikes (up 0.5%) and 57,510 “others” (down 8.7%).

These figures bring to light the fact that e-bikes dominate Japan’s production with a 68% share.

But that e-bike production isn’t riding uphill like before. And the small 0.5% unit production increase isn’t because of a saturated home market. The stopped growth in e-bike production is caused by a dramatic increase in e-bike imports from China which come with serious competitive prices. As it stands now; China has been able to conquer a significant share of the market which has been dominated by local producers. Until now Japan’s e-bike producers rolled their products into their home market only and faced close to zero competitors. These times have changed.

Bicycle-only imports Next to Japan’s production of regular bikes also the imports of this category dropped to the lowest levels of the past 15 years. While total imports (excluding e-bikes) dropped 9.9% to 4.76

E-Bike Shipments to Dealers* Jan – Sep 2018

Jan – Sep 2017

+/- in %

421,888

419,792

+ 0.5

China import:

30,115

128,189

+ 79.5

Taiwan import:

3,630

402

+ 803.0

Rest of the world

501

203

+ 135.2

Total shipments:

656,134

548.586

+ 19.6

Jan – Sep 2018

Jan – Sep 2017

+/- in %

201,568

230,153

- 12.4

Imports:

4,755,301

5,279,296

- 9.9

Total Shipments:

4,956,869

5,509,449

- 10.0

Production:

Regular Bicycle Shipments to Dealer Production:

Source: METI/MOF/JBPI *All figures in units

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After regular bicycles China is now also taking over Japan’s market for e-bikes. million units, the import value decreased by 2.3%.

The import of regular bicycles is almost completely controlled by China with a 97.5% share in units and 86.2% in value. What’s left comes from Taiwan with a 2.2% unit market share and a 11.7% value market share as well as “others”.

New e-bike category Until now e-bikes have been categorised as part of Japan’s “Other motorcycles“ category that next to e-bikes also included e-wheelchairs or e-step-scooters. Now the Japanese government created a new category under the name “motorcycles with electric motor for propulsion”. Ebikes are now included in this category and with that JBPI is able to track the e-bike import flow.

That import amounted to a total of 234,246 ebikes, according to JPBI. That import comes almost solely from China. 98.2 % or 230.115 units were imported from China with the remaining 1.5% or 3,630 units from Taiwan.

What’s striking even more is that Japan’s e-bike import skyrocketed last year. Import grew by 81.9% in units and 81.6% in value. Import from China increased by close to 80%. With that it looks like that after the market for regular bicycles China is now also taking over Japan’s mar-

ket for e-bikes. And with that pushing out domestic producers.

The huge import growth from China contributed to the rise of Japan’s e-bike market in the January to September 2018 period compared to 2017. Sales were up by 19.6% in units. What this boils down to is that Japan’s e-bike market grew nearly one fifth. However, as said, Japan’s bicycle and e-bike producers are not benefitting from the e-bike popularity as Chinese exporters are taking over also this part of Japan’s two-wheeler market.

Export of abandoned bikes Japan does not export new bicycles and/or ebikes. But what it does bring to other (in particular underdeveloped) countries are socalled abandoned bicycles. They are found around in Japan’s biggest cities as the newly imported bicycles from China are sold at such low prices that the smallest defect results in the fact that they are left behind by their owners.

Such abandoned bikes are exported by Japan in big numbers; some 2.23 million bicycles collected by the police, are declared as exports and donated to so-called third world countries.

While this number was steadily increasing over the last years; in the first nine months of 2018 for the first time a 5.6% drop is noted.

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1/2019 BIKE europe

MARKET REPORT VIETNAM Bicycle industry holds strong production base in Southeast Asian country

EU-Vietnam Free Trade Agreement Delayed BRUSSELS, Belgium – The European Parliament elections, which will take place 23-26 May, are causing further delays for the EU-Vietnam Free Trade Agreement (EVFTA). At least that’s the outcome of the provisional agenda set by the new Romanian EU presidency.

I

t results in the fact that this already long-delayed trade deal won’t enter into force before 2020. The further delay for EVFTA was recently reported by renowned Politico Pro. This report states that, according to a provisional agenda set by the new Romanian EU presidency, EU countries are to ratify the EU-Vietnam trade agreement (plus the separated investment protection deal) at the next EU Trade Council on 28 May in Brussels. That’s not good news for those hoping for a quick ratification of the deal. In particular as under EU rules, EU countries need to give their consent to a trade deal before it can be officially signed with the partner country shortly afterwards. Only then, can ratification in the European Parliament begin. According to Politico Pro: “The tentative date of 28 May for an approval by EU countries means that the Romanians have given up hope that the Vietnam deal could still be ratified in Parliament before the EU elections on 23-26 May. Thus, the trade deal will have to pass the next European Parliament and won’t enter into force before 2020.” Negotiations for EVFTA were already concluded in August 2015 and initially it was expected that by the summer

Companies from the bicycle and e-bike industry that recently invested in Vietnam are (among others) KMC, Bohle/Schwalbe, Astro, Kenda, DDK and A&J. Photo: Bike Europe

boost labour demand due to foreign investment flows moving into Southeast Asia, including Vietnam,” said Michael Kelly chairman of the American Chamber of Commerce in Vietnam on a local forum last December. “However Vietnamese labour quality remains low and is expected to fail to capitalise on the benefits on this shift of investments.” Statistics from the Thai Maybank Kim Eng indicate that the foreign investment capital injected into the manufacturing sector in Vietnam rose by 20% over the first three quarters of 2018.” Vietnam has a young, abundant, active work force of 75 million people. However only 11% of the Vietnamese labourers are highly skilled and a mere 5% can communicate in English.”

DDK. The company’s long time involved in Vietnam, which gave him a lot of experience. Today he is often consulted by Taiwanese companies who want to invest in Vietnam. “The Vietnamese government is very supportive towards the bicycle industry and offers multiple tax schemes. They also develop a line of industry parks as well as infrastructure, including a new harbour in the Saigon river. Most of the bicycle industry is located on industry parks around Di An and New City, both North of Ho Chi Minh City. Logistics-wise these are the best locations as it is only 70 km to Cambodia and 1.5 km to the harbour.”

Local content rules of 2018 it would be ratified by the EU Parliament. However, it ran into difficulties as the European Parliament placed questions on how Vietnam as a one-party Communistic state is treating its workers. European Parliament’s trade committee chair Bernd Lange, claimed that it is unfair for big manufacturers to use Vietnam as a cheap manufacturing base, with lower environmental standards, and then export goods tariff-free into the EU. Despite EVFTA being delayed, Vietnam already benefits from a special trade arrangement granted by the EU under its Generalized System of Preferences. Currently regular bicycles imported from Vietnam have a GSP import tax of 10.5% while on Vietnam made e-bikes 2.5% import tax is levied.

While the European Union delayed its decision other countries step up their investment in Vietnam. “The US – China trade war will quickly

Taiwan important investor In the past 30 years Taiwan has been one of the major foreign investors in Vietnam. In different industries, the Taiwanese have invested in some 4,000 companies. Many of them are somehow connected with the Taiwan industry association. Some industries, like the bicycle industry, have their own departments. Today some 30 Taiwanese bicycle industry companies, like KMC, Bohle/Schwalbe, Astro, Kenda, DDK and A&J have their production facilities in Vietnam.

Most of them are components manufacturers, distributing their products to bicycle assemblers in Cambodia. As both Vietnam and Cambodia are members of the ASEAN Economic Community they can benefit from the favourable tariff reductions for export to Cambodia. “In the past years the supply chain for the bicycle industry in Vietnam developed to a high level,” explains Richard Tsai, chairman and CEO of

The products exported from Vietnam to Europe have to abide by the local content rules. These rules specify that 50% of the ex-works price of the (electric) bikes exported to Europe must be made with in Vietnam manufactured components like frames. However, there are ‘specially removed’ bi-lateral cumulation rules which apply here. They state that parts (like mid-motors) imported from Europe that are to be fitted on Vietnam made e-bikes, are considered local content. It boils down to the fact that EU made parts add value to the local content making it much easier to reach the named local content and with that the rules of origin of the by Vietnam exported e-bike.

All tyre production stages are done in-house

Vietnam Gives Schwalbe Opportunity to Expand HO CHI MINH CITY, Vietnam – Two large halls house the Vietnam facility of the Bohle Group which was opened in 2014. Together with its Korean partner Hung-A Ltd., Bohle set up the factory to meet growing demand for its popular Schwalbe products. One hall is fully dedicated to the production of tubes, while the tyres are made in the second hall.

factory to learn the skills of building tyres is now a common practice.

In one long production line the extruder prepares the triple compound. The nylon for the carcass is being coated with rubber and put on big 500 metre long rolls. These hold enough carcass for 2,000 tyres. Every day 24 of these rolls are produced to make up the factory’s capacity of 48,000 tyres. Quality control is an integrated part of each different production step.

In the second hall of the plant, which is fully

dedicated to the production of tubes, we see a number of extruder lines, which are needed to produce all the different kind of tube sizes. At the end of each production line all tubes are inflated and stored for 24 hours to test for air retention. Afterwards, every tube is carefully checked individually by visual inspection, to make sure they meet the high quality standards of Schwalbe. Unlike many other tyre factories, the penetrant rubber smell is fortunately missing at H.A. Tire Vina. The whole facility

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round the clock and during six days a week, 1565 employees work in the H.A. Tire Vina factory 60 kilometres west of Ho Chi Minh City. Although Bohle was already operating a facility in Indonesia together with its production partner, it decided to open another factory in Vietnam. The investment climate in this South-East Asian country was at that time and still is regarded as very good. The local market is emerging as well. However, skilled people on all levels are not easy to get in Vietnam, Bohle learned. Training people in the

One hall is fully dedicated to the production of tubes, while the tyres are made in the second hall.

Photos: Bike Europe

is clean, very tidy and clearly outlined. The tube talcum powder area is not covered in dust and even the curing department, which often feels like a hot oven, is not an inconvenient working space.

More than additional capacity only Bohle and Hung-A started the Vietnam plant not only to get more capacity for the European market - it also gave them the possibility to focus more on the company’s 2nd brand; Impac.

“With the new factory, we set up a second mainstay, to expand our production capacities,” explained Frank Bohle when the new factory was opened. “In addition, we are taking the strain off our main factory in Jakarta, Indonesia, where until now we have produced all the Schwalbe and Impac products.” He also stated that the delivery capability clearly improved: “Over the course of this year, the industry clearly saw the added capacity that has been provided by the new plant in Vietnam. When constructing the plant we once again saw that the German-Korean cooperation is alive and well.” The South Korean family-owned company Hung-A and the German family-owned company Bohle have now been manufacturing tyres together for the Schwalbe and Impac brand for more than 40 years.

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MARKET REPORT VIETNAM All production stages done in-house for maximum quality control

DDK Enlarges Saddle Factory HO CHI MINH CITY, Vietnam – The saddle pre-production hall is huge.

The saddle cover paint job is done manually while the production line looks endless. It gives a good impression of the size of DDK’s production capacity in the company’s facility in Vietnam. Once started as a motorcycle saddle manufacturer, today DDK has an annual output of 10 million bicycle saddles plus millions of grips in Vietnam only.

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ll production stages for the saddles are done by the company themselves in order to control the quality of the final product explains DDK’s global marketing director Joy Sung. Today’s factory was built in 2016 and fully complies with all chemical regulations.

This includes the Toxic Industrial Chemicals standard. DDK even improved the sustainability of this factory by building huge reservoirs to collect water during the rain season for the production and general use during the rest of the months. “While some 75% of the production is already for export, we expect to double our out-

put to 20 million saddles in five years from now,” says Joy Sung. To speed up the production of particularly the saddle rails, the seat posts, clamps and future projects, DDK is currently building another hall for steel rolling machinery adjacent to the existing facility.” 28 injection molding machines are operational in the factory where both vacuum and PU foamed saddles are made. Especially this last category requires a lot of skills. It takes some three months of training to fold the saddle cover properly and within requirements of DDK’s quality standard.

To boost the efficiency of the production DDK introduced the Toyota Production System in its Vietnam factory. “It not only increased our efficiency but also our flexibility. Today we have all raw materials and components in stock.

Once ordered we can deliver in 14 days.” Before shipping the products, all quality testing is done in-house. Fully equipped departments test the raw materials and final products whether they comply with Rohas and WEEE regulations as well as the D-HRB hardness standard.”

DDK started the Vietnam factory 17 years ago. It gave them a head start. to DDKs second own brand; Strace. These are designed in Italy and made in Vietnam.”

Brand building As exclusive SMP’s agent on the ASIAN market, the company has a lot of experience with branding. “Therefore we decided to launch DDK as a brand 12 years ago while we also continued our OEM business,” says Joy Sung. “All SMPs saddle are still made in Italy today. This doesn’t apply

DDK started the Vietnam factory 17 years ago.

It gave them a head start among others in the Taiwanese bicycle industry. While many of them decided at that time to move production overseas to China, DDK was among the group who choose to take a different direction. Soon

Photo: Bike Europe

DDK will even go one step further. The company is investing in an all new facility for the production of spokes and hubs, including the anodization facility. “Both products are not made in Vietnam for the export market yet, although it is in demand by the bicycle assemblers in Cambodia. That is why we decided to step into these new products,” says Joy Sung.

Taiwanese frame manufacturer firmly based in Southeast Asian country

Astro Preparing for Robotised Frame Production HO CHI-MINH CITY, Vietnam – For frame manufacturer Astro Engineering Co. Ltd. Vietnam was already in 2000 the best possible location for low cost production outside Taiwan. Founded in 1991 in Taiwan, the company today operates multiples facilities in Kim Huy Industrial Park and Dong An Industrial Park II nearby Ho Chi Minh City, Vietnam’s largest city.

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hough based in a low-cost country, the Astro factory we visit is well laid out and operated smoothly. To cope with increasing demand, Astro Engineering opened a second facility in 2017, next to 500,000 units factory opened in 2000. Also the company’s Vietnam head office is based at this new facility. The factory includes three large halls, each dedicated to a specific operation. One hall with a capacity of 250,000 units per year, is used for the production of alloy frame sets. While all welding is still done by hand, it immediately stands out that the hall is not yet fully in use. “We anticipate on increasing labour costs. That is inevitable, also here in Vietnam,” explains Camille Hung, Astro’s vice general manager. “In future the available floor space will be used for, partly, robotised frame manufacturing. We expect

One of the QC stations in Astro’s Vietnamese factories.

Photos: Bike Europe

to present more on this at the next Taipei Cycle Show.” When walking through the production halls it stands out that all frames have smooth welding. “Other welding technologies require another handling to finishing the final product.

For smooth welding you need skilled welders, but these are not available in this country. As a

result we have to train everybody who comes in, so we decided to teach them the skills for smooth welding immediately. At the same time they get Chinese classes to make communication easier.” The production of 50,000 carbon frames is done in the second hall of the facility.

With a capacity of 100 units a day, the produc-

tion is done is three separate rooms. During the production the total weight of the frame is checked regularly in order not to miss anything.

The third hall mainly includes the painting factory. Not only for the frame built in this factory, but also for the frame of Astro’s second facility in Vietnam.

Frame development and design is an important part of Astro’s added value and service for its customers. The company’s in-house frame testing facilities in both Taiwan and Vietnam are built by themselves. “The in-house frame development and design is a necessary part of our work as specialists in this field,” explains Camille Hung. “Most of our customers outsource this part of development of their bicycles. It means that we are at the table with many competing brands. Something like this is delicate but it never caused any problems. The bicycle industry is small so trust and reliability are very important. We implemented Abaqus software for high level element FEA and computer-aided engineering two years ago for all our frame designs. Our design team works year round to handle all request together with our three CAE engineers.” With this information it is not surprising to hear from Camille Hung that “90% of our production in Vietnam is ebike frames. In our product design we focus on MTB and e-bikes. That’s our background.

These categories also require more research and development. That’s what we have got to offer to our customers. The outlook in the market for e-MTB and e-bikes in general is very good.

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BUSINESS

next CEN TU RY please

The importance of MIK (Mounting Is Key) for the accessory market:

Open Source Click System for Luggage Carriers ULFT, the Netherlands – For bicycle bag and basket supplier Basil, developing a click system for a luggage carrier might seem obvious.

However, Basil’s MIK system is different than any other click system available on the market. MIK has been developed as an open source system and available for all luggage carrier manufacturers and accessory brands.

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he idea behind MIK (Mounting Is Key) is that the easier it is for consumers to put a bag or any other accessory on their bicycle, the better it is for the market. “As Basil we will also benefit from this market development,� explains Basil’s managing director Marc Roelofsen. MIK originates from a collaboration between bike accessory producer Basil and luggage carrier producer Massload.

While Basil owns the brand, Massload holds the patent. “For Basil owner Marthijn van Balveren, the idea of developing MIK was to generate more market volume by creating a new global standard in the bicycle industry. With this system consumers will never face the problem that their newly bought accessory does not fit on

their bicycle. The platform is open to all stakeholders and has been beautifully designed avoiding any loose wires and ‘old school’ parts.

The integrated platform can be used for more than just luggage. We call upon product managers to see for themselves that as soon as they start specifying a MIK-approved component, it can be integrated in the bicycle and it fits other MIK-approved parts.� While MIK was initially launched for bags and baskets, the heavy duty option to mount a child seat is currently being developed. Besides the two launching partners Basil and Massload, also Spanninga and Tracefy joined this project.

us. The market has changed drastically and you can’t focus on one category only, for example the distributors or the consumers. As a brand you have to pay attention to all stakeholders, from the suppliers to the consumer. Every year we launch 50 to 60 new products or upgrades of existing products. For product development we are in close contact with all our partners while we also closely watch consumer market developments and preferences. But we also carefully follow the online market. It is not our intention to sell online, but we are prepared to do so when our customers want us to step in.

Of course our products are available via webshops in many countries.

Partnerships For Basil the launch of MIK came more or less at the same time as the reorganisation of the company. “In the past decade Basil expanded on many different markets,� says Marc Roelofsen. “With the start of our three years strategic plan in January 2018 we have set new goals for the future. It is important for us to focus on our core business, to change our cooperation with distributors, dealer and suppliers into partnerships and grow the business. We are now one year later and we are very happy with the results so far. Last year we added 10 new distributors to our network. We have made a very selective choice of who we preferred in our distribution network and we approached them ourselves. Partnerships are very important for

New market position “One of the goals set in the strategic plan was to become market leader in our product category in those countries where our Basil products are available. The potential of the MIK interface is even much bigger as we aim at a global market. We are confident as MIK is an open system and not a monopoly while it comes with a quality standard. OEMs can still select their own luggage carrier supplier and MIK has no license fee. We have created an all new position for ourselves in the market and it puts Basil products in the spotlight. That’s our benefit,� says Marc Roelofsen. Together with its partners Massload, Basil, Spanninga and Tracefy, the MIK interface will be presented at

“We are confident as MIK is an open system and not a monopoly while it comes with a quality standard,�

Photo: Bike Europe says Basil’s MD Marc Roelofsen.

Taipei Cycle Show from 27 – 30 March. Booth number is S0522 and S0516 on the 4th floor of Nangang Hall 2.

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BUSINESS Industry veteran Sergio Ramos sets up new facility in Portugal named Unibike that specialises in:

OEM E-Bike Assembly, Painting & Logistics OIĂƒ, Portugal – A brand new company is currently being set-up in Portugal by industry veteran Sergio Ramos. He is the man behind Avantisbike which has been operating as an OEM bike maker since 2001.

His newest venture is named Unibike OEM Factory SA. The new company is already operating. It is located in the heart of Bike Valley Portugal, underlining the fact that Portugal is THE major European production centre for bicycles, ebikes, and P&A. Jack Oortwijn

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vantisbike’s expertise and qualifications are also to be deployed at Unibike, claims Sergio Ramos as his new facility is to provide production as well as painting (with skills for all surfaces including carbon), storage and distribution services for OEM clients. The new company is already operational but the construction of the Unibike facility is to start next May. The same goes for the new company’s logistics centre.

Doubled production capacity The new Unibike plant will get an annual production capacity of 70,000 regular bicycles and e-bikes. With that Sergio Ramos is doubling his current assembly capability in Portugal as Avantisbike’s has about the same production capacity. Unibike standard assembly capacity is 350 bikes per day but this number can be doubled as it is able to switch to a 2-shift per day operation.

Unibike OEM Factory SA will be built on a 28,000 m2 plot with the factory covering 7,500m2. Construction of the new facility is to start 19 May and is planned to be finished on 20 August 2020.

Next to the factory also a new storage & distribution centre for Unibike’s EU customers will be constructed. By the beginning of September the new facility will be up and running with in particular the production of electric bicycles and e-MTBs.

Speed to market Prior to the production Unibike’s logistic services are already up and running since last September. “What we offer are services from start to finish,� explains Sergio Ramos. “From production to logistics as well as warehousing. Our EU customers don’t need storage in each country. We will be their distribution centre.�

Of course for that Unibike and Avantisbike are benefitting from the fact that the two compa-

New Unibike plant will get an annual production capacity of 70,000 e-bikes and e-MTBs.

nies are part of Bike Value Portugal; meaning that the speed to market of the assembled ebikes, for OEM clients, are counted in hours instead of weeks.

Carbon painting expertise Since its start in 2001 Avantisbike focused on offering painting services for aluminium as well as steel frames and parts. Since, the company has worked consistently on increasing its capa-

bilities in painting. In 2015 painting carbon frames and parts started. That experience has resulted in the development of a unique painting process for carbon fiber. Avantisbike claims that it now has “processes that guarantee total reliability in carbon painting.�

With Unibike Sergio Ramos is expanding the capabilities in painting carbon frames and forks.

New equipment has been procured and the new facility will feature a top class paint shop.

FAIRAND SQUARE Discover THUN’s new torque sensor X-CELL RT 2.0 for pedelecs and e-bikes at BIKE MOTION 2019 (booth no. H10-A011) MADE IN GERMANY

Photo: Unibike

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LAWS & REGULATIONS On all kinds of e-bikes (from entry level to high-end) and speed pedelecs imported from China

EU Imposes Anti-Dumping Duties BRUSSELS, Belgium - The 18 January 2019 imposed anti-dumping and anti-subsidy duties on e-bikes imported from China, apply to all kinds of electric bicycles; from entry-level to high-end ones as well as to regular 250 Watt models and speed pedelecs. The European Commission document “Implementing Regulation 2019/73� of 17 January 2019 provides a very detailed account of why the European Commission is imposing these extra duties.

Here’s a summary.

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he document offers detailed reporting on claims made by various stakeholders. It also delivers equally detailed accounts on how the European Commission investigated the accusations of dumping by the European Bicycle Manufacturers Association (EBMA) during the period of 1 October 2016 to 30 September 2017, and on how it arrived at conclusions that refute the stakeholders’ claims.

Here’s an overview of these results and conclusions that formed the bases for the imposition of per company targeted anti-dumping duties.

• Commission found significant State interference in relation to the aluminium market as well as with the operation of market forces. • Commission found financial incentives significantly distorting competition; tax deduction for R&D expenses; non-payment for land-use rights. • Commission found no evidence that justified or allowed for a possible segmentation of the market. • Commission found substantial price undercutting and dumping. • Commission found that the Union industry suffered a significant loss of market share of 24 percentage points. • Commission found decreasing productivity and negative impact on profitability of Union industry. • Commission found Chinese imports to have gained 17 percentage points of market share. • The Commission confirmed its conclusion

that the Union industry suffered material injury. • The Commission found that importers have the possibility to source suitable electric bicycles from the Union industry, from other third countries and from the PRC at fair, noninjurious prices. • The Commission found no indication for reduced consumer choice.

Finally the European Commission’s document states: “In view of the conclusions reached with regard to dumping, injury, causation and Union interest, definitive antidumping measures should be imposed in order to prevent further injury being caused to the Union industry by the dumped imports of the product concerned.

A definitive anti-dumping duty is imposed on imports of cycles, with pedal assistance, with an auxiliary electric motor, originating in the People’s Republic of China. The product concerned currently falls within CN codes 8711 60 10

Bike Europe Whitepaper on E-Bike Dumping Bike Europe has gathered all the information related to the announced anti-dumping measures, on 18 January 2019 by the European Commission, on e-bikes imported from China. In this (free of charge) WhitePaper we present you with a manageable overview on all you need to know on these anti-dumping measures as well their implications. More at bike-eu.com/whitepapers

On behalf of the European Commission, president Jean-Claude Juncker imposed anti-dumping duties up to 80% on all e-bikes imported from China.

Photo: Shutterstock

(250W models) and ex 8711 60 90 (speed pedelecs.�

The Commission has opted for the imposition of per company targeted dumping duties: • Bodo Vehicle Group Co., Ltd. (73.4 %) • Giant Electric Vehicle (Kunshan) Co., Ltd, (24.6 %) • Jinhua Vision Industry Co., Ltd and Yongkang Hulong Electric Vehicle Co., Ltd. (18.8%) • Suzhou Rununion Motivity Co., Ltd. (79.3%) • Yadea Technology Group Co., Ltd (62.9 %) Other companies facing dumping duties are named in the Annex I, II and III of Regulation 2019/73 of 17 January 2019.

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BUSINESS All India Cycle Manufacturers Association (AICMA) joins World Bicycle Industry Association (WBIA)

Indian Industry Delegation Visits CONEBI and Port BRUSSELS, Belgium - Delegations of the All India Cycle Manufacturers Association (AICMA) and the United Cycle and Parts Manufacturers Association (UCPMA) recently visited Europe as part of the United Nations Industrial Development Organisation (UNIDO) project. During their visit in Brussels they attended meetings with CONEBI, WBIA and ECF as well as the European Parliament Committee on Transport and Tourism.

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he first stop of the European tour of the Indian delegation representing the country’s bicycle and components manufacturers was CONEBI (Confederation of the European Bicycle Industry) in Brussels. Manuel Marsilio who represented CONEBI as well as WBIA (World Bicycle Industry Association) welcomed All India Cycle Manufacturers Association (AICMA) delegation leader Dr Thakur. Later that week the six delegates travelled to Portugal to visit the bicycle companies in the Bike Valley, like Miranda, Triangles, Rodi. The tour was con-

cluded in Fulda, Germany meeting Erhard Büchel, CONEBI president and CEO of Büchel GmbH & Co. The European tour has been organized by the United Nations Industrial Development Organization who is currently implementing an extensive inclusive and sustainable program for India’s bicycle industry. This first edition of the so called ‘exposure tours’ was to Japan, followed by China and now Europe. To get the most out of these tours, the delegates vary per trip, to give as many people as possible the opportunity to learn from bicycle industries in other countries.

India’s bicycle industry organisation recently joined the World Bicycle Industry Association (WBIA) after attending the WBIA General Assembly which was held last July. WBIA was founded in December 2017 and represents the Bicycle, Pedal-Assist E-Bike and Parts & Accessories Industry on global levels. They participate in the World Forum for the Harmonization of Vehicle Regulations, organised by the United Nations Economic Commission for Europe.

WBIA also takes part in several Working Parties on General Safety Provisions, Passive Safety, Lighting and Light-Signaling, Autonomous and Connected Vehicles.

“Bridging the technology gap” “Sustainable urban mobility in European countries is the benchmark for the Indian bicycle in-

CONEBI GM Manuel Marsilio (r.) welcomed AICMA delegation leader Dr Thakur. dustry,” said Secretary General and Convener of AICMA Technical Committee Dr Kartar Babulal Thakur. He was clear about the objective of the European tour: “The Indian industry needs to be sufficiently connected with stakeholders nationally and internationally. We have to learn what the benchmark means for our market po-

Photo: Bike Europe

sition. For example, our mobility system is very unsustainable. Cycling is still an important part of mobility but nobody is interested, as it represents the poorest part of the population who is not represented in politics. Still the cycling industry has an economic relevance. Some 1.6% of our GDP is generated by the bicycle industry.

CONEBI President Erhard Büchel and CONEBI Vice President Paulo Monteiro Rodrigues:

‘We Expect More Industry Organisations to Join WBIA’ AICMA’s stop-over in Brussels during their European tour, gave Bike Europe the opportunity to ask CONEBI president Erhard Büchel of Büchel & Co. Fahrzeugteilefabrik KG and CONEBI vice president Paulo Monteiro Rodrigues of Orbita and Miralago what the industry can expect from the World Bicycle Industry Alliance (WBIA) and CONEBI. Indian AIMCA and Mexican ANAFABI recently joined the WBIA. Are you already

discussing with other organisation to join as well?

“We are very glad that AICMA and ANAFABI joined the WBIA,” said Erhard Büchel.

“The work in Geneva is very important for the industry and the geographical scope of the organisation is increasing since its foundation, which took place exactly one year ago. In this context, WBIA is also in contact with other industry associations: we are confident that 2019 will bring new members to WBIA. How important is it for WBIA that organisations like AIMCA and ANAFABI join?

“We have to acknowledge the worldwide impact of the regulatory work of the United Nations, the global rationale of its legally binding instruments and the need to make the worldwide regulatory framework governing transport in line with the implementation of the United Nations’ Sustainable Development Goals. Therefore we must gather as many associations as possible and work together for a strong international industry representation, which is now possible, at the United Nations.”

CONEBI president Erhard Büchel.

Looking back on the first year of WBIA. Did it bring what you expected and did WBIA realise its goals for the first year?

“The bicycle industry has never seen a

world association. I am proud that CONEBI has been one of its founding members and honoured that the industry associations of Japan, US, Taiwan, India and Mexico have seen the added value as well. Thanks to WBIA, the industry participates in the highest-level discussions with the UN representatives, Ministers from all over the world and key transport international organisations like the International Transport Forum (ITF), Federation Internationale de l’Auto (FIA) and the International Road Federation (IRF), only to mention a few. We are, in other words, in a new phase of regulatory and policy advocacy that goes alongside the current developments in terms of mobility patterns, innovation, digitalisation and safety requirements. Bicycles and e-bikes are a valuable response to the increased pollution, urbanisation and population of cities. As a consequence, during this first year WBIA has started to attend all the relevant meetings of both the World Forum for the Harmonization of Vehicle Regulations and the Global Forum for Road Traffic Safety.”

What steps have been taken in the past 12 month regarding C-ITS and what does it mean directly to the bicycle industry?

“Such a topic has been put high on the agenda of the UN and a new working party

was created some months ago: the socalled Working Party on Autonomous/Automated Driving and Connectivity,” said Paulo Monteiro Rodrigues. “The world association of the car industry is leading the process and the bicycle industry is in the position to support in Geneva, if needed, the Bicycle to Vehicle advisory board that was set up in the US this year.

What can you say about other topics being discussed in Geneva via the WBIA? “WBIA is currently following several discussions: from a technical point of view, the revision of UNECE Regulation 22 about helmets, the simplification process of the lighting requirements, the proposal by several countries to work on a global technical regulation regarding the procedure for determining the powertrain performance of electrified vehicles, battery performance and durability. Hard work and commitment always pay off, that is why I am also proud to say that WBIA has been invited by the UN to attend the 2019 edition of the Inland Transport Committee (ITC): such a meeting will focus on automation in transport, the masterplan for cycling promotion, Intelligent Transport Systems, the Sustainable Mobility for All initiative and the new developments of the Global Forum for Road Traffic Safety.”

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BUSINESS

Join us on our new adventure!

ugal Bike Value About 4,000 SME’s in our industry employ over 1 million people. Many of these companies are very small as the eight biggest companies in the industry have a market share of 90%. Looking at the e-bike market, the number of companies involved in this category is limited to 15, maybe 20. Everything is locally made, except for the batteries, which are imported from China.

‘United Nations Industrial Development Organization (UNIDO) supported us to take our national test institute to a European level.’ While the automobile industry gets Governmental support from two ministries, the bicycle industry had nothing until recently. The bicycle isn’t even mentioned in the Traffic Regulations Act. This together with the technology gap on the export market, made it very difficult for our industry to develop and expand.

Making the bicycle industry in Europe more sustainable is an important topic. What are CONEBI’s views on making the bicycle industry more sustainable? “Cycling is part of the solution for the current sustainable challenges the world is facing,â€? replied Erhard BĂźchel. “Like mentioned at the beginning of this interview, we as an industry contribute to the Sustainable Development Goals (SDG) of the United Nations. Examples are the goals of

CONEBI vice president Paulo Monteiro Rodrigues.

To bridge that gap the United Nations Industrial Development Organization (UNIDO) supported us to take our national test institute to a European level. In six months’ time it was upgraded and we can now test according to European standards and companies can obtain the certification of their products required for the European market. On the technology fronts concurrent initiatives are on to upgrade Common Bicycle R&D Centre with the support of UNIDO, setting up of HI -Tech Cycle valley for premium component making, company level multiple endeavors to reduce imports through indigenization. In India we set up for example three units to make reflectors as per ISO -67422 in the last two years as well as diversification in PBS, e-bike, cargo bikes and folding bicycles.�

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City governments also start seeing the benefits of cycling as a mobility. In line with the latest National Transport Policy Strategy, 100 cities have started to build cycling lanes and introduce bike sharing systems. It is good start, but the number of cities is limited. Another issue we are working on is the difference in import tax for bicycles and components made between India and our neighbouring countries. The European Union levies 14.5% tax on bicycles and components from India, while from most countries around us the import duty is 0%.

Krimpen aan den IJssel

good health and well-being and the ones related to creating sustainable cities and communities. Safe cycling also means high level of safety standards for all kinds of bicycles (including pedal-assist): the bicycle industry indeed plays a proactive role in creating state-of-the-art safety standards.

Nevertheless, being part of the solution does not mean we don’t have to focus internally in making our products and production more sustainable. End-of-Life of our products in today’s circular economy, batteries and take-back systems which are currently organised to secure responsible recycling of materials, energy reduction together with sustainable energy sources in production processes are important focus points. I would also like to highlight sustainable packaging and reduction of waste.

The bicycle industry has a moral obligation to produce in line with the green image of bicycles: this means we have to secure that our complete supply chain produces in a sustainable manner and this is why, as you know, within the WFSGI an audit system for suppliers on both social and environmental issues was setup and is called RSI (Responsible Sports Initiative). We welcome these very valuable initiatives.�

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BUSINESS For presenting environmentally-friendly and cost-effective lightweight electric vehicles

Deutsche Messe Launches Micromobility Expo HANOVER, Germany - In 2019, Deutsche Messe is launching a new event dedicated to micromobility. The premiere of the micromobility expo is on 2 to 4 May at the Hannover Exhibition Center. Comprising a forum, exhibition and test track, the event is designed to promote micromobility in urban settings and present environmentallyfriendly and cost-effective lightweight electric vehicles for passenger and freight transport.

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n terms of visitors, the first two days of the micromobility expo are aimed at leaders from industry, public administration and politics, while day three – Saturday, 4 May – is aimed at consumers. The expo is organised by Deutsche Messe in cooperation with the greater Hanover/ Braunschweig/Göttingen/Wolfsburg Metropolitan Region (in short: “Metropolregion Hannover”) and will be held annually.

“Urbanisation and its attendant mobility challenges, coupled with heightened environmental requirements, mean that there is significant potential for growth in the use of micro-vehicles.

With their small size and electric propulsion, they offer major advantages over conventional passenger cars in urban environments,” comments Deutsche Messe managing Board member Dr Andreas Gruchow. “Against this background, the new micromobility expo is a combined exhibition and conference event that will give the entire micromobility sector exposure and help lend it the necessary momentum.”

The micromobility expo will be held in the pavilions and on the open-air site under the EXPO canopy at the Hannover Exhibition Center in Hanover, Germany. Comprising a forum, exhibition and test track, the format offers a broad range of options for engaging with micromobility. The forum is where micromobility experts and users from industry, public administration and government will be able to discuss the latest innovations, examples of current best practice, and new solutions. It will be supported by an adjacent networking area, where participants can share ideas and mingle in a relaxed atmosphere.

Including e-bike and e-cargobikes The expo will cover three main theme areas: micro-vehicles, mobility infrastructure, and mobility services. The micro-vehicles area will feature displays by manufacturers, component suppliers, importers and service providers in the lightweight passenger and freight vehicles sector. It

The micromobility expo will cover three main theme areas: micro-vehicles, mobility infrastructure, and mobility Photo: Hermes services. will cover a wide range of vehicles, including monowheels and Segways, pedelecs, e-bikes, eCargo bikes, e-Scooters and light commercial vehicles. The mobility infrastructure area will be dedicated to solutions by providers of charging and traffic infrastructure, parking and garage systems and IT infrastructure. The displays on mobility services will focus on intermodal mobility concepts, mobility and energy consulting, shar-

ing systems (for bikes, scooters, etc.) and solutions and services for traffic safety.

At the test track (located on the open-air site and in the pavilions), visiting professionals and end consumers will be able to take a range of microvehicles for a test drive. And to keep hunger at bay, there will be food trucks on the open-air site, offering a wide range of food and refreshments.

E-Bike Motor Maker Go SwissDrive Liquidated GAMS, Switzerland – Within three months, the second maker of ebike drive systems is forced to stop its activities. After the receiver of insolvent BionX Canada Inc. sold the company’s assets in late October 2018; now the curtain drops for Go SwissDrive.

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fter operating in the e-bike market for eight years, this e-bike motor maker is liquidated by its owner, the Ortlinghaus Group. What’s striking is that both BionX and Go SwissDrive were makers of rear wheel hub motors. Go SwissDrive informed its business relations 8 January about its liquidation.

Recently, this news was brought to press. Go SwissDrive owner, the Ortlinghaus Group, decided “to terminate activities in the business area of electromobility and to liquidate Go SwissDrive AG in Gams in the Swiss Rheintal (manufacturing) and Go SwissDrive GmbH in Wermelskirchen near Cologne (service center).”

Both are subsidiaries of Ortlinghaus; a leading specialist in the production and sale of clutch and brake systems for various industries.

‘Price-sensitive market’ For outsiders, the announcement comes as a surprise; especially since there were no obvious financial problems in contrast to BionX. The global operating Ortlinghaus Group with 25

subsidiaries and 550 employees could easily afford even an only modest e-bike drive production. The company only vaguely mentions a reason for the Go SwissDrive liquidations. It says: “The further development of the peripherals (connectivity), which the customer expects more and more in the premium segment, raises an increasingly higher effort. In a price-sensitive market these investments are difficult to recoup in the long term.” For industry experts, however, it seems clear that the profitability was probably too low and the competition from mid-motor suppliers too fierce.

Services maintained Ortlinghaus emphasises that an imminent insolvency wasn’t the reason for the liquidation but that it had opted for an orderly withdrawal within the next twelve months. Ortlinghaus says: “We will continue to honour our contractually agreed obligations, deliver orders already placed and maintain all services and warranties.” For example, a second tranche with 2,000 drive system for the Swiss bike rental company Publibike, one of the largest Go SwissDrive customers ever, is due to be delivered this year. “Furthermore, we offer the opportunity to make last call orders with a warranty of twelve months. Until December 2019, the range of services and warranties will be handled like before by GO SwissDrive AG, Gams and GO SwissDrive GmbH, Wermelskirchen.

From 2020, Ortlinghaus GmbH in Gams will assume further responsibility,” as the Ortlinghaus statement says. (PH)

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BUSINESS ARƮV branded electric bicycles come in Germany, Belgium and the Netherlands

General Motors Launches E-Bikes DOETINCHEM, the Netherlands – The huge popularity of e-bikes in Germany, Belgium and the Netherlands is the reason General Motors introduced its new ARIV branded ebikes on these markets. The name ARIV was selected as part of a global crowdsourcing campaign announced in November 2018.

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he ARĥV line-up includes two integrated and connected e-bikes: the compact Meld and the folder Merge. The concept of the ARĥV launched e-bikes was revealed last autumn. Like other big automotive brands, also GM targets the urbanisation trend which is expected to cause more mobility problems in cities with people changing to two-wheeled mobility.

Electric vehicle software “The crowdsourcing campaign allowed us to bring consumers into the development of our

brand,” said Hannah Parish, ARĥV director.

“Combine that with our products and our blend of bike and automotive talent, and the result is a unique brand DNA. GM’s extensive experience with electric vehicle motor software and controls greatly influenced the patented GM motor that was built from the ground up specifically for ARĥV e-bikes. It enables speeds up to 25 kph with four levels of pedal-assisted power.” GM did not specify power and torque levels.

The battery charges in approximately 3,5 hours and according to GM “provide up to 64 kilometres of ride time on a single charge.”

Safety components The ARĥV Merge and Meld come standard with safety components such as integrated, rechargeable front and rear LED safety lights for increased visibility and oversized brake rotors to increase stopping power. The ARĥV e-bikes were engineered and designed in GM facilities in Michigan and Oshawa, Ontario.

The ARĥV Meld sells in the Netherlands and Belgium for €2,800 and €2,750 in Germany. The retail price for the ARĥV Merge is €3,400 in the Netherlands and Belgium while it retails for €3,350 in Germany.

Darfon Takes Over Kenstone to Build Bigger E-Bike Presence TAOYUAN CITY, Taiwan - Darfon Electronics Corp., better known for its e-bike brands Votani and Besv, acquired a 60% stake in Kenstone Metal Co Ltd.

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he investment in this Taiwanese OEM assembler is part of Darfon’s strategy to build a bigger presence in the global electric bicycle market. Darfon Electronics will invest US$ 23.36 million in Kenstone Metal Company, reports the Taipei Times. The Darfon Electron-

ics’ Board of Directors approved the strategic cooperation with Kenstone Metal Co., and the acquisition of 60% of their shares.

Over the past four decades, Kenstone has assembled premium bicycles, including BH, Masi and Cervelo in its factories in Taiwan, China as well as in Bad Salzuflen in Germany. Kenstone also operates a warehouse in Vista, California for the North American market. The facility in Taiwan has a monthly capacity of 12,000 units.

Kenstone’s location on three continents brings the Taiwanese company close to its main markets and customers. “We focus on exact plan-

ning, continuous monitoring of lead times, real time stock inventory checks and weekly reports all provide transparency and ensure agreed targets are reliably met,” says a Kenstone spokesman.

E-bikes did not bring significant growth.

Darfon is particularly known as a supplier for the electronics industry including keyboards for

laptops. In the past years Darfon has diversified into the green energy market by supplying key components such as battery packs for electric bicycles. To obtain a bigger market share in the e-bike industry, Darfon also developed and distributed Votani and Besv branded e-bikes.

Until now the electric bicycle market did not bring significant growth for Darfon, despite the opening of a European sales and marketing office in 2014. “The acquisition of Kenstone Metal would help us to build an extensive supply chain in the electric bicycle sector and secure more orders,” the company says.

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CONFERENCE 2019 WFSGI World Manufacturers Forum:

Future Production Requires Resources & Data Sharing HI CHI MINH CITY, Vietnam - “About every ten years the world experiences a mayor disruptive technology,” said Nicholas Russell of IDEA London, University of London at the opening of the 6th WFSGI World Manufacturers Forum. “25 years ago, we saw the introduction of the internet browser and 10 years the mobile telephone and now blockchain. Take notice of this development carefully but don’t dig too deep in the technology, it will come to you.”

Jan-Willem van Schaik

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he WFSGI’s decision to organise its 2019 World Manufacturers Forum in Vietnam’s largest city gave the sporting goods industry the chance to show the opportunities offered by this Southeast Asian country. Recent geo-political and economic developments put this country in the spotlight and made it a high potential for Foreign Direct Investment. The sporting goods industry already has a firm base in Vietnam. This was shown by one of the conference attendances who employed more than hundred thousand people in the shoemaking industry. Also Taiwan’s bicycle industry created a production base in Vietnam as reported on page 14 and 15 of this issue of Bike Europe.

‘Industry 4.0 implementation phase’ was one of the four themes of the 2019 WFSGI World Manufacturers Forum.

Block chain will come After his introduction, speaker Nicholas Russell asked the gathered industry peers whether they expect if it is possible to create a single global registration system of all plastic products produced and consumed around the world in real time. The overall opinion was no, not possible for commercial reasons. “The introduction of crypto coins, which was an outgrowth of demand for digital cash, has now resulted in block chain. Until now everybody created its own databases which are communicating which each other via complex protocols. Blockchain will make these obsolete, you don’t have to create and maintain your own databases any longer.

Blockchain will do this.” Russell showed the functionality of blockchain in distribution. Now multiple databases have to be used to get an ordered product from A to B. With blockchain there are no databases of the different mailing companies involved, only one functional database. He expects the use of blockchain will lead to a cost saving operation of some US$ 2 – 3 trillion. “The real function of data is describing the world. Industry 4.0 is manufacturing in the age of radical transparency. Data protection will lose its relevance as you can’t hide anything anymore. Also not where plastic was made, how it was made, when, who used and recycled it.

Don’t apply the old rules to the new situation.

In future you don’t have to worry about the source of your raw material, it will be 100% transparent. Which means you can focus on what you are good at.”

Combination of operational excellence and cost savings In Industrie 4.0 is the ability of machines to talk to other machines, exchanges information with systems, sensors and in the end also with people,” explained Martin Strommer, advisor to the Board of nCinga Innovations based in Singapore. “This ability to connect these elements together creates an unprecedented level of transparency; aggregate data and put it back in the system. Human intervention will only be necessary when machines disagree. The creation of Industrie 4.0 standard by the German Government enables German companies to compete on the international market despite a higher level of wages.”

Lean versus Industrie 4.0: the first is about reduction of complexity and costs while the second concentrates on the combination of operational excellence and cost savings. They both include the implementation of a distinct set of tools to achieve goals. Lean and Industrie 4.0 go hand- in-hand. You should not do either one or the other.

Strommer discussed the best options to implement Industrie 4.0, or simply how to do it. From how to get started, camera’s and sensors in the workshops to advanced analytics and real time adjustment in the production. “Industrie 4.0 allows us to go from mass production to mass customisation.” He admitted that it is not about implementing a system, “you need to create a culture shift in factories for employees to work with it. He concluded his presentation suggesting the audience, “to start small. See it as a journey from the least complex processes in your company to the most advanced. It is not only

for European or US companies as wages are rising in Asia as well.”

Do we have the right skill for future jobs?

Executive director of Hong Kong based Alvanon, Catherine Cole addressed the topic of ‘state of skills; human labour in the digital age’.

“People have always worried that machines or robots would take their jobs. The discussion whether computers will do this in the future is relevant, you have to ask yourself if you have to worry about employment. According to the United Nations the global workforce growth stabilised between 2007 and 2018. Only the sub-

‘The real function of data is describing the world. Industry 4.0 is manufacturing in the age of radical transparency.’

Sahara countries still show a growth in workforce. According our recent market study, the biggest challenge in Europe and the US lies in the high percentage of workers who will retire in the next five to 10 years. For our industry, this was the last generation who worked in production after we decided 30 years ago to relocate production to low cost countries. In future robots will take mainly jobs in office, administration and production, though you will see an important level of cobots, ‘collaborating with robots’. But do we have the right skill for our future jobs? Alvanon’s survey showed that people don’t have the time to train themselves as their day-to-day business takes all their time. “We need to find new ways to train our future skills.”

Free Trade Agreement and labour rights Labour rights in Vietnam are an important topic now the Free Trade Agreement between the European Union and Vietnam is currently being discussed in the European Parliament (also see page 14 of this issue of Bike Europe). Asia Pacific senior director of adidas Group Harry Nurmansyah explained how important worker empowerment in the supply chain is to be successful. “Our programs are aimed at changes in the factories but more important to get workers involved. You have to offer a fair working environment in which social compliance is crucial.

Highly engaged workers or labour development is not something you can buy and implement.

It takes time and you should facilitate it on all levels. One of the tools Harry Nurmansyah discussed was the grievance feedback digital platform in combination with supervisors training and worker’s survey on how their feedback has been dealt with. Today’s workers have more information as many of them have internet access via their smartphone. People also become more active and involved. Take that opportunity and engage them.”

“We are at the start of a new business model as far as consumers are concerned,” said World Textile Information Network managing director

Mark Jarvis. He based this conclusion on a market survey conducted by WTiN and the WFSGI. “Pull strategy will replace the push strategy with which we lived for generations. The companies always decided what consumers wanted to buy based on market studies. That’s going to end soon, and I hope that this is what reshoring to Europe is about.”

“As an industry we must work and think more as an eco-system. To achieve that we should be open to new forms of partnership. High-tech progress drives the process of change but is also disruptive. It is inevitable in our industry and we have to question ourselves on how to embrace it. Are we going to take advantage of the disruption and what should we do to be successful?” said Prof. Edwin Keh, of the Hong Kong Research Institute of Textile and Apparel in his summary as moderator of the 2018 WFSGI World Manufacturers Forum.

Are we aware of market disruptions?

Desma CEO Christian Decker said in his opening presentation on the second day of the forum; “Alibaba generated on the most recent singles day the same revenue in 24 hours as Nike worldwide in one year. For next year they expect an increase of 30%. Can you image how disruptive this is for the market and what we can expect for the future?” Christian Decker’s remarks on Alibaba made the over 200 attendees of the Forum again realise that the sporting goods industry faces disruptive changes. “We have to prepare for radical changes in manufacturing, including flexible production hubs,” Decker explained. “Today the production of a pair of sporting shoes takes 80 workers minutes. With the latest production technology we can take this down to two minutes which means you can produce anywhere in the world as the costs of labour are only marginal. “Where is the consumer in your supply chain?” asked Decker to the audience. “We need a cyber physical description of the production of the shoe and the total manufacturing process. In 10 years-time AI will design shoes based on today’s collected data including regional preferences of shoes people wear on photos posted on Instagram.”

Retailers gate keeper for feedback Mammut wants to be the digital leader in outdoor. The young company Foursource supports the Swiss brand implementing its digital strategy. Foursource’s chief sales officer Jonas Wand and head of marketing & PR Louise Leuchtenberger presented their case study on how digitalisation strategies challenge organisations, people, and processes along the entire value chain. One of the main messages was: most suppliers are not sufficiently integrated within the value chain and as a result have no connection with the consumer. A missed opportunity as a direct connection will foster vertical integration and speed in the supply chain. “In the last decades the solution for declining P+L (profit and loss) was looking for cheaper production, but that is not the best possible answer.” The buyer doesn’t want more speed because they want the product faster. They are blind, lack transparency and they don’t know the trends.” In a video message Mammut CEO Oliver Pabst said: “the retailer has always been

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CONFERENCE

The 2019 WFSGI World Manufacturers Forum took place last December in Hi Chi Minh City, Vietnam.

Photos: WFSGI

“The biggest challenge in Europe and the US lies in the high percentage of workers who will retire in the next five to 10 years,” said executive director of Hong Kong based Alvanon, Catherine Cole (right).

“You don’t have to create and maintain your own databases any longer. Blockchain will do this for you,” said Nicholas Russell of IDEA London, University of London.

the gate keeper for consumer feedback. And what they communicated to their supplier was not real time. As a result the suppliers were blind and had no idea what was happening in the market.”

The market for wearable technology either integrated in garments or as separate products is developing rapidly, showed Marius Janta, senior project manager Research, Application & BD at Wearable Technologies. By 2022 the market for patches, earwear, smart watches, smart glasses and smart garments will be doubled compared with 2016. “We see consumers adopting smart accessories rapidly while the interoperability improves thanks to narrowband technology. Smart apparel will be the biggest wearable technology growth market in

the upcoming years.”

Kanji Kajiwara, research fellow coordinator at the Shinshu University in Japan gave an over-

latest trend is Spiber which is characterised by strength while it has a high tenacity and elongation. This makes it stronger than Kevlar.”

“Alibaba generated in 24 hours the same revenue as Nike worldwide in one year.”

‘Eliminate your warehouse’

view of recent application of new materials to improve among them vibrations, drag and protection, like ice skating protective wear. “The

Prof. George Huang of the Department of Industrial and Manufacturing Systems Engineering of the University of Hing Kong made an appeal for more cooperation between companies located at the same industrial park. “Share common resources on industrial parks, like warehouses, transport and services like insurances and bank.” The easiest way for companies to save costs is to limit its warehouse. Some 50% of the costs of a typical warehouse comes from order picking while 20% is storage. But eliminating their warehouse is difficult for compa-

nies, they don’t dare to take the risk, while it is only a matter of planning. As a result we often see an unbalance in the floorspace used between the production and storage.”

Main themes of the conference •Industry 4.0 implementation phase •Raw materials disruptions •Software and innovative technologies •Disruption to workforce in a changing landscape

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SHOW PREVIEW TAIPEI INTERNATIONAL CYCLE SHOW 2019 2019 Taipei Cycle will see big changes in show and in exhibited products as:

Taiwan Industry Reinvents Itself TAIPEI, Taiwan – No, it will definitely not be as usual. Despite the fact that the Taipei Cycle Show returns to its original March dates, this year’s event will be different to what many industry peers are used to. That’s not only caused by the fact that a big part of the show will be taking place across the road; at the all new Nangang Exhibition Hall 2. It is also caused by the fact that Taiwan’s industry is reinventing itself. Instead of mountain bikes and sports the new focus is on e-bikes, mobility and connectivity.

Jack Oortwijn

A

s always, it’s all about the money. These dollars and especially euros are making the Taiwan bike industry change its face.

Finally, after years of decline in volume and value, more money is again coming in. And more even in double-digit percentages as between January - September 2018 the export value increased by some 15%. E-bikes are respon-

The rapidly growing relevance of electric bikes for the Taiwanese industry will of course be reflected in the exhibited newest products on the show floor. Last November’s show saw new suppliers of (mid) motors for e-bikes presenting themselves. More are expected to be at the upcoming event while the renowned suppliers of e-bike systems will be there too, to highlight their latest additions to the product portfolios.

But what will be particularly interesting is how the well-known names out of the Taiwan components industry are getting involved in e-bikes, mobility and connectivity; in how they are reinventing themselves. The Taipei International Cycle Show of 2019 will make that clear.

sible for the turnaround of Taiwan’s industry as the market is electrifying and getting digitised.

Result of return to original schedule This year’s Taipei Cycle is taking place only five months after the 2018 edition. That has all to do with the organisers Taiwan External Trade Development Council (TAITRA) and the Taiwan Bicycle Association’s (TBA) decision to turn back to the original schedule for the Taipei Cycle Show which is in March. The exact date for the Taipei International Cycle Show is 27 – 30 March 2019. As said, this edition of Taipei Cycle comes shortly after the 2018 edition which took place from 31 October to 3 November 2018.

What this will do to the number of visitors is hard to predict. But, what is clear is that lots of distributors, buyers and product managers skipped the 2018 event. According to show organiser TAITRA, last November’s Taipei Cycle was attended by 33,885 people, including 4,932 overseas visitors. For the 2017 edition TAITRA still reported 8,258 overseas visitors. So, will this mean that the ones that did not visit the show five months ago will be there end of March?

Nangang Exhibition Hall 2 The biggest part of the 2019 Taipei Cycle Show will take place in a completely new venue. Luckily that venue is just across the road at Nangang Exhibition Hall 2. Two floors of Hall 2 – the 1st

A big part of Taipei Cycle 2019 will be taking place across the road; at the new Nangang Exhibition Hall 2.

Photo: TAITRA

and 4th – will be in use and in particular parts makers will be exhibiting their newest products there. They shifted from the first floor of Hall 1 to the two floors at Hall 2. This suggests that the 2019 Taipei Cycle Show is taking place on a much larger floor area. However, that’s not the case as earlier TAITRA show managers said that the 2019 show will be the same size as last year’s event.

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2019 Taipei International Cycle Show Date and time: March 27 to 29, 2019 9 a.m. - 6 p.m March 30, 2019 9 a.m. - 3 p.m.

Location: Taipei Nangang Exhibition Center, Hall 1, Floor 4 & Hall 2, Floor 1 & 4 Theme Pavilions: EU, Japan, Korea and Italy

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SHOW PREVIEW TAIPEI INTERNATIONAL CYCLE SHOW 2019 How is organiser TAITRA fitting Nangang Hall 2 into the show concept?

Questions about Taipei Cycle Show 2019 This year’s Taipei Cycle will be very different compared to former ones. A new dimension is added to the event as a big part of the show will be taking place across the road; at the all new Nangang Exhibition Hall 2. Another new aspect is that with the 2019 edition the show returns to its original March dates. Bike Europe asked show organiser TAITRA how the new hall is fitted into the Taipei Cycle Show set-up and more on what the show dates will be in the years to come.

Jack Oortwijn

This year’s Taipei Cycle will be different compared to the 31 previous ones. There’s now Nangang Hall 2. What does this mean for exhibitors and visitors. Are there now for instance two main entrances for the show?

And what other changes are there to expect with Nangang Hall 2?

“With the launch of Taipei Nangang Exhibition Center, Hall 2, we are able to have more space to meet our exhibitors needs. From now on, the new show hall will be the parts/components pavilion while the original hall accommodates complete bikes, international exhibitors, and e-bike systems pavilions. It helps to create a different atmosphere for the show.

There are about 615 exhibitors at the new hall, and altogether we are looking at the total scale of 3,300 booths for the 2019 event with a total of 1,115 exhibtiors.”

This year’s Taipei Cycle is back to its original March dates. TAITRA must have received reactions to this switch back. Please tell more about these reactions?

“It’s true that we received various feedbacks from our exhibitors and visitors. However, most of the feedbacks are positive toward this switch back to March due to the growing challenges and market changes. After all, our show

A big part of Taipei Cycle 2019 will take place across the road; at the new Nangang Exhibition Hall 2. and the industry are in a very different positions compared to two years ago, when we agreed to move the dates. In the following years we’ll stay in March, in conjunction with TaiSPO (Taipei Int’l Sporting Goods Show). In 2020 we’ll use both Nangang Exhibition Hall 1 and Hall 2 and at that time, we’ll have enough space to serve our exhibitors.”

Nangang Hall 2 offers the possibility to house many more exhibitors. Will Taipei Cycle 2019 see many more booths and a much bigger show floor space?

“In 2019, Taipei Cycle will use the 4th floor of Nangang Exhibition Center Hall 1 and the whole of Hall 2. The capacity is 3,300 booths and the show is fully booked. The first floor of

hall 1 will this year be used for the Smart City Expo.

“From 2020 on we will use the full space of both show halls. The full capacity is expected to be 4,500 booths. Hopefully, the booth shortage issue will be resolved by then”.

Does Nangang Hall 2 also offer more facilities like restaurants and meeting rooms?

“Yes, Nangang Hall 2 is featured with over 35,000 m2 exhibition area, providing more restaurants serving Asian and Western cuisine.

The catering is located on the 3rd floor and on floor B1. There are also more exhibition spaces outside to be used by exhibitors for demos and test rides. Visitors can easily access the show via the underground connection path-

Photo: TAITRA

way between Hall 1 and Hall 2. Also there will be a mega convention centre on the 7th floor at Hall 2 which is to open next summer.”

Does this mean that Taipei Cycle in the near future will see a much expanded side-program with many more conferences, seminars and possibilities for exhibitors to host private meetings?

“Yes, the multi-functional convention centre on the 7th floor will be capable of housing 3,000 people. It can be converted to smaller meeting rooms to suit all kinds of purposes. With more space available, it welcomes all our exhibitors to hold more activities in the exhibition centre together with the Taipei Cycle Show.”

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PRODUCT REPORT

New Rechargeable Lights from Q-Lite/Spanninga

CD Components Carrier with Integrated Mudguard

New at Q-Lite, which is part of the Spanninga Group, are the QL-291 front and 301 rear lights.

Both come with easy (within 1.5 hours) rechargeable batteries and rubber bindings for mounting.

The QL-301 rear light is capable of 50 Lumen light intensity while the front light offers an output of 800 Lumen which is available in four different settings (high, medium, low and flashing).

The QL-291 front light comes with an auto-sensor in a white or black finished alloy housing. Detached from the bikes it is also a handy torch.

CD-271M is the latest components’ integration feature by CD Components.

This carrier with integrated mudguard is even suitable for use at road racing bikes with their narrow tyres. But, of course, main targeted categories for this CD Components carrier – mudguard combination are City and Trekking bikes.

The powder coated alloy carrier offers adjustable stays for 26 to 29 inched wheels. The carrier’s total weight stands at 585 grammes.

The mudguard comes in 50 or 60 mm and is made of PET material. Colours are glossy black and silver.

Kind Shock - Genesys Integrated Dropper Post

New BB Sets from First Components

Known for their high end dropper seatposts for the MTB market, Kind Shock is quickly developing new products to expand its market position. The integration of electronics is the next

phase in the development of dropper posts. The new Kind Shock series named Genesys is the newest example of such integrated, electronic dropper posts. At Taipei Cycle the company will highlight this new series that offers possibilities to be integrated in the bike’s frame design. Of course the Genesys dropper post has an electronically operated remote control mounted on the handlebar. The Genesys dropper post comes in diameters of 30.9 and 31.6mm; is available in three versions varying in lengths, min. inserts, minimum cut lines, maximum extensions as well as in travel (100, 125 and 150mm).

It’s named the 28.99 series and it’s the newest bottom-brackets sets by First Components.

There are four versions available with the

P3729A as a BSA system BB set and the other three (P4129A/O4229A and P4629A) using the Press-Fit system. The BB sets of First Components new 28.99 series are available for all kind of BB shells and in various widths and come with alloy adapters and sleeves. Next to the new BB sets First Components will also exhibit at the upcoming Taipei Cycle Show its new Single Speed Gravel alloy 7075 crankset which comes with integrated BB-Axle and 175 mm crankarm.

Also new at First Components are targeted to electric Cargo bikes threaded angle-limited headsets. Eight different versions are available in alloy or steel and with sealed bearings or ball retainers.

Shock Absorbing Stems at Satori – HL Corp

Sunny Wheel Presents Rearview Mirror for Speed Pedelecs

They are specifically targeted to the newest category which is named Gravel bikes.

For adding comfort when riding such models on dirt roads HL Corp, the company that operated the Satori brand, has developed a shock absorbing stem. Such stems have integrated elastomers while the stem itself is made of alloy 6066.

Also new under the Satori brand name is a dropper post lever. The handlebar mounted lever is designed for being positioned adjacent to one of the brake levers.

At the upcoming Taipei Cycle Show Sunny Wheel will present a rearview mirror specifically designed for use on speed pedelecs. This category is covered by European type-approval legislation that requires speed pedelecs to be equipped with rearview mirrors. This legislation also stipulates that such rearview mirrors must carry the E-marking indicating that they are homologated for use on speed pedelecs. The Sunny Wheel rearview mirror offers clear sights as well as anti-blinding characteristics and is multi-angle adjustable. The Sunny Wheel rearview mirror fits 14.5 and 19.5 handlebar ends.

Roxim Developed Lights & Horn Set for Speed Pedelecs

12o’clock Components; from Computers to Handlebars

Roxim Technology, the Taipei based company founded in November 2009, has developed a compact integrated lights – horn set specifically for speed pedelecs. This set complies to all

European type-approval regulations as well as to the specific homologation requirements set for all kinds of components that are to be used on speed pedelecs. The Roxim ECE R113 battery operated lights for speed pedelecs combines head and rear lights. The head light offers three settings (hi and low beam as well as flashing) that can be selected by a handlebar mounted button. A horn (legally required to be fitted on speed pedelecs) can be integrated into this set. The horn comes with a handlebar mounted button. The Z4E Pro headlight offers up to 900 Lumens and is operated by DC 12V batteries. Roxim also offers bike lights for regular 25 km/h e-bikes.

12o’clock bikes was established some ten years ago with a focus on providing high quality and

lightweight parts and accessories for OEM assembly as well as for aftermarket distribution.

The company, that focusses on servicing the worldwide leading brands and distributors, is located in Taiwan’s Changhua County which is the high-end manufacturing capital of the bicycle industry. 12o’clock bikes product portfolio includes a large variety of parts. It ranges from small and detailed products like bar-end plugs or derailleur pulleys to bigger, finished components. Handlebars, saddles, sprockets, stems, thru-axles and seatposts are also available at 12o’clock bikes. The same goes for cycle computers for which the company offers a variety of mounting possibilities.

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SHOW NEWS

CALENDAR

Eurobike Starts Urban Mobility Media Days in Frankfurt FRIEDRICHSHAFEN, Germany – Eurobike presented a new media event for urban mobility with product testing of top innovations from leading manufacturers. The event is scheduled for 10-11 July in Frankfurt am Main.

U

rban Mobility Media Days is aimed at putting the bicycle in the media spotlight as the (e-) mobility solution of the future. Over 30 renowned exhibitors will present their new models for MY 2020 to some 150 national and international representatives of the media.

Combination with alpine media days For five years now Messe Friedrichshafen organised the Eurobike Media Days, where sportive

bike innovations are subjected to the media test in an authentic alpine setting. In 2019, this concept is now being complemented by its urban equivalent. In the week after the alpine test event on 2-4 July, the Urban Mobility Media Days will celebrate its première in Frankfurt am Main.

“Media representatives from all over the world will learn about the latest innovations for everyday urban, trekking and cargo bikes,” explains Eurobike show manager Stefan Reisinger. We selected Forum Messe Frankfurt and the metropolis on the river Main as the prefect location for extensively testing in an urban environment. In addition, there will be ample opportunity to talk to manufacturers and shoot high-quality photo and video material in an authentic setting.” Similar to the Eurobike Media Days in the mountains, its urban counterpart in Frankfurt will provide ample opportunities for in-depth exchange between bike manufacturers and the press. The

Frankfurt will host the first Eurobike Urban Mobility Media Days.

Photo: Bike Europe event offers great flexibility and can accommodate all individual requirements from new product presentations, photo and video shoots, test rides on the exhibition grounds or a variety of routes in the adjacent city centre, exclusive interviews and networking.

Interbike Cancelled: Emerald Searching for Alternatives RENO, USA - Interbike organiser Emerald Exposures announced the cancellation of the 2019 edition of America’s leading bicycle show.

T

he reason for this cancellation was explained by Darrell Denny, executive vice president of Emerald Expositions’ Sports Group: “The past four years have been difficult for the US bicycle market. The US bi-

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BIKE europe Trade Journal for the European Trade in Bicycles and Scooters Bike Europe will be published 8 times in 2019 © 2019 Vakmedianet Hanzestraat 1 7006 RH Doetinchem The Netherlands Phone: +31 88 584 0675 E-mail: marianvanderzalm@vakmedianet.nl

Publisher Esther Scholten Chief editor Jan-Willem van Schaik janwillemvanschaik@vakmedianet.nl Phone: +31 88 5840 619

cycle market is already heavily struggling but this year’s announced import tariffs on bicycle products out of China was too much for Interbike. “The substantial increase in tariffs on bike related imports during 2018, and announced for 2019, is compounding these challenges,” said Denny. “As a result, we are rethinking how to best serve the cycling industry and will conduct a review of the possible timing, locations and formats with dealers, brands, distributors, reps, designers and me-

Deputy editor in chief Jack Oortwijn jackoortwijn@vakmedianet.nl Phone: +31 88 5840 601 Hedwig Berendsen - Hooman HedwigBerendsen@vakmedianet.nl Phone: +31 88 5840 661 Annemarie Visser AnnemarieVisser@vakmedianet.nl Phone: +31 88 5840 676 Sub editor Zana van Dijk Design colorscan bv, www.colorscan.nl Correspondents Belgium/EC: Annick Roetynck, Canada: John Palmer, Czech Republic: Jakub Ditrich, Finland: Heikki Kuva, France: Michel de Chavanon, German speaking countries: Jo Beckendorff, Italy: German Eslava, Poland: Marek Utkin, Portugal: Alexandre Silva, Russia: Andrei Khorkov, Slovenia, Baltic States: Grega Stopar, South East Asia: Satnam Singh, Spain: Ivan Perez Cudrada, Switzerland: Peter Hummel, Taiwan: David Frazier, United Kingdom: Paul N. Blezard, United States: Gary Boulanger, South Africa: Ron Thompson, Electric vehicles: Susanne Brüsch For all your advertising requirements contact: Sales B2B Eelco Hermans Phone: +31 6 10069230 eelcohermans@vakmedianet.nl

dia over the coming months. Our goal is to develop and deliver thoughtful solutions which provide strong returns on investment for all industry participants,” explained Denny. According to Emerald Expositions, they are now looking for alternative plans for 2020 and beyond, “including the opportunity to launch events featuring bicycling and bike-related components within or alongside its various successful, multi-sport trade franchises.”

Representatives per country: Taiwan & China Infotrade Media Co. Ltd. Peter Chu Phone: +886 (4) 23132189 # 101, 203 Fax: +886 (4) 23133239 service@trade-eye.com India Kapshan Solutions Kapil Suri Phone: +91 (11) 2 614 4712 Fax +91 (11) 2 467 9912 kapshan@hotmail.com All advertising copy should be sent to: Traffic department Vakmedianet P.O. Box 448 2400 AK Alphen aan den Rijn The Netherlands Phone: +31 88 5840 400 binnendienst@vakmedianet.nl Marketing Jildau Schroer Subscription rates Subscriptions can start at any chosen time. Sign-up via www.bike-eu.com/ subscribe or by telephoning our Customer Service. Subscriptions will automatically continue unless Customer Service receives a cancellation notification at least 3 months prior to subscription end date. Notification of

International Shows March 8 – 10 Aarhus Bike Show Aarhus, Denmark 15 – 17 N-A Handmade Bicycle Show Sacramento, USA 15 – 17 Copenhagen Bike Show Copenhagen, Denmark 15 – 17 Swedish Bicycle Show Gothenborg, Sweden 27 – 30 Taipei Int’l Cycle Show Taipei, Taiwan 30 – 31 Bike Expo Warsaw Warsaw, Poland April 10 – 12 Battery Experts Forum Frankfurt am Main, Germany 11 – 14 Sea Otter Classic Monterey, USA 18 – 19 Ekolo E-Bike Test & Fest Prague, Czech Republic May 6-9

China Cycle Shanghai, China

June 4-5

World Cycling Forum 2019 Rotterdam, the Netherlands 30 – 3 Outdoor by ISPO Munich, Germany September 4 – 7 Eurobike Friedrichshafen, Germany

subscription termination can be done either in writing or per e-mail. For information regarding running subscriptions, you can also contact Customer Service.

Prices Annual subscription worldwide €420,- (excl. VAT) by preauthorized debit or electronic invoicing. For beneficial introductory rates, take a look at www. bike-eu.com/subscribe.

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Scooter Market!

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Tire & Tube Manufacture

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