How to travel by train with your bike?
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Published on 6/21/23, modified on 4/3/26
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If you look at the label on your bike, chances are it has a little French flag on it, but its components come from the other side of the world. And yet, not so long ago, France was a cycling superpower. Millions of bicycles produced every year, factories all over the country, know-how recognized the world over.
So, how did we get here? In this new decryption, we retrace the thread of this industrial shift, with insights from Benoît Maurin, co-founder of Jean Fourche, a French brand now trying to relocate part of its production. Our full video deciphering 👇
By the end of the 19th century, France had established itself as one of the cradles of the bicycle. But beyond technical innovation, France's strength lay in its ability to structure a complete industrial sector. Unlike today, the country doesn't just assemble bicycles: it also manufactures all the necessary components.
In reality, a bicycle is a complex industrial object, made up of dozens of parts (frame, transmission, brakes, wheels, cables...), with a large part of its value based on these components. By mastering this entire chain, France is developing a dense industrial ecosystem, with specialized areas such as Saint-Étienne, Le Havre and Paris. Doubs or the Paris region.
At the beginning of the 20th century, France was one of the world's leading bicycle manufacturers. Brands such as Peugeot, Motobécane and Gitane became international benchmarks. The Tour de France, launched in 1903, played a key role in transforming the bicycle into a popular phenomenon and an industrial showcase.
It was this dynamic that enabled France to make the bicycle not only an everyday object, but also a source of national pride. However, from the 1950s onwards, this model began to erode.
From the time of the "Trente Glorieuses" onwards, usage evolved rapidly. Cars, scooters and mopeds became symbols of a rapidly modernizing society. The bicycle, on the other hand, loses its status as an essential mobility tool and becomes a "leisure activity". leisure object.
This change in perception has a direct impact on the industry. Demand is falling, investment is slowing down, and some incumbents are diversifying into more profitable products, accelerating the sector's decline.
But the real turning point is not only the drop in demand. It also lies in the gradual loss of component production, the strategic core of the industry. When these parts start to be imported, the entire industrial ecosystem is weakened.
In the 1970s and 1980s, this phenomenon accelerated with the rise of new industrial players in Asia, notably Taiwan.
"Until the 80s, we knew how to produce 100% of our bikes in France. Then mountain biking arrived at the end of the 80s and 90s, and supermarkets started selling low-cost bikes. To offer these prices, we had to look elsewhere for production, notably in Asia, in Taiwan. And little by little, the know-how moved there. Today, they even have more tooling than we do, and produce a large proportion of the world's bicycles. - Benoît Maurin, co-founder of Jean Fourche
Little by little, French industry was transformed, turning to distribution, importation and, at best, assembly.
Today, the bicycle is enjoying an unprecedented resurgence of interest, driven by ecological concerns, public policies and the development of cycling infrastructures. Sales are increasing, thanks in particular to the success of electric bikes.
However, this dynamic has not been accompanied by a massive return of production to France. The country remains largely dependent on imports, particularly for components.
As Jean Fourche sums it up: "We know who we're buying a product from, but we don't always know under what conditions it's made, because the industrial fabric is very complicated to understand. There are subcontracting networks, subcontracting networks..."
Today, the global bicycle market is dominated by a handful of major players, particularly when it comes to spare parts. This concentration makes relocation particularly complex.
"Today, we have the world leaders in bicycle spare parts. [...] they manage to achieve top manufacturing quality at a very low price. Today, it's very difficult to bypass these suppliers when you want to offer a durable product that can be repaired by any repairer or bike shop."
In this context, even French brands have to deal with a globalized supply chain.
Some companies, like Jean Fourche, are attempting to relocate part of their production. Their strategy is based on European production, with a significant proportion carried out in France.
"We have 75% of our components in Europe by value, and over 40% in France. And above all, we've relocated frame production to Europe, with painting and assembly in our own workshops near Bordeaux."
But this relocation quickly came up against an economic reality: cost.
"We could produce a 100% French bike today. But that would land us with a product that would go out at least twice the price [...] we wouldn't sell a single one. [...] we wouldn't sell a single one."
In addition to production, the revival of the sector also depends on usage and public policy. Without appropriate, secure infrastructures, demand will remain limited.
"There are two disincentives to buying today: bike theft, and not feeling safe on daily commutes."
The issue of bicycles therefore goes far beyond industry: it touches on regional planning, the ecological transition and mobility habits.
The history of the bicycle industry in France illustrates a broader phenomenon: that of gradual deindustrialization, linked to economic choices, changes in usage and the globalization of production chains.
Today, relocating part of this industry is possible, but it means rethinking the whole system: production, consumption, infrastructure and user expectations.
As Jean Fourche's co-founder reminds us, the first reflex is to get information: "The first thing is to find out how the bikes are made."
A central question remains: are we prepared to pay the price for a truly locally produced bike, or do we accept that this industry is now global?
Issue du monde de la communication et des médias, Sophie est Responsable éditoriale chez HOURRAIL ! depuis août 2024. Elle est notamment derrière le contenu éditorial du site ainsi que La Locomissive (de l'inspiration voyage bas carbone et des bons plans, un jeudi sur deux, gratuitement dans ta boîte mail !).
Convaincue que les changements d’habitude passent par la transformation de nos imaginaires, elle s’attache à montrer qu’il est possible de voyager autrement, de manière plus consciente, plus lente et plus joyeuse. Son objectif : rendre le slow travel accessible à toutes et tous, à travers des astuces, des décryptages et surtout, de nouveaux récits.
