Ethiopia’s Bike‑Sharing Service Grows Popular

Addis Bike, Ethiopia’s first station‑to‑station bike‑sharing operator, launched last August with a modest fleet of 20 mechanical bikes and has now expanded to 100 bicycles, a move coordinated with a government‑led buildout of city bike lanes. The expansion has been accompanied by a surge in 35,311 sign‑ups and 51,720 trips, according to data released by the company in a Xinhua interview with chief technical officer Yeabsera Yismashewa.

Yismashewa said the service and the new lanes “have created a demand for an affordable, convenient and environmentally friendly alternative to existing transport modes.” He attributes the demand to short daily journeys that “people often spend considerable time and money to reach their destinations,” and notes that it has become an attractive option for government staff who find taxis and buses scarce during morning peak hours.

Riders are charged on a per‑minute basis, with a 30‑minute ride costing 95 Ethiopian birr, roughly 60 U.S. cents. The company reports an average ride length of thirty minutes, a figure that has helped it shape its pricing model to accommodate the city’s typical commutes.

Yismashewa described the company’s operating model, noting that GPS tracking and a smart‑lock system underpin the digital fleet management that allows the operator to monitor bike status, trace usage and address misuse promptly. The technology has been a key factor in scaling the service while maintaining operational control.

“We recognized that many daily journeys in the city cover relatively short distances, yet people often spend considerable time and money to reach their destinations,” Yismashewa said.

“We want to offer an alternative transportation service that combines convenience, technology, and environmental friendliness.”

Among the users is student Eyoas Girma, who noted the difficulty of getting a taxi in the mornings. He said, “These days, it is very difficult to get a taxi during morning hours. I prefer to ride the bike to school.” He highlighted the service’s flexibility and economics as key draws for young commuters.

Despite the traction, Addis Bike acknowledges persistent challenges. Public awareness remains low in many boroughs, and a limited number of docking stations has curtailed the service’s reach, especially during first‑hour peak times. Yismashewa said that changing daily travel habits requires a cultural shift that is slow to materialize, even as the city’s non‑motorised transport policy continues to push bike‑friendly initiatives.

Environmental benefits have also been cited by the company as a selling point. Addis Bike’s mechanical bikes produce zero emissions, providing a cleaner option for city traffic and aligning with the Ministry of Transport’s goal of boosting non‑motorised and electric transport. However, the company cautions that the short average trip duration limits the total impact on city‑wide emissions unless usage rates continue to climb.

The expansion has coincided with a broader government push to promote cycling infrastructure. New bike lanes now connect key commercial districts, and the policy framework offers subsidies for non‑motorised vehicles, creating a conducive environment for services like Addis Bike to flourish. Yet, Yismashewa warned that without a measurable increase in public awareness, the potential of the service could remain largely limited to a niche segment of users.

Looking ahead, Addis Bike plans to add additional docking points and introduce electric bikes, with the aim of doubling both fleet size and user numbers by early 2027. The company’s growth trajectory reflects a growing global trend toward sustainable urban mobility, but Ethiopia’s experience also underscores that infrastructure, cultural adoption, and public outreach remain pivotal deciding factors for the success of shared mobility models.