Tag Archive: E-Bikes

  1. Shared bike parking – advantages of a hybrid model

    Comments Off on Shared bike parking – advantages of a hybrid model

    Source: Zag Daily

    Most shared-bike systems currently operate on either a docking station-based or dockless model, with both options presenting challenges for cities. Station-based systems require greater upfront infrastructure investment, while dockless systems can lead to street clutter and require redistribution. A new study looks into the advantages of a hybrid approach.

    A study conducted by York University, Toronto, in conjunction with micromobility operator Lyft Urban Solutions (LUS), has found that shared mobility does not need to be a binary choice between docked or dockless, and that an optimised hybrid scenario can provide the best of both worlds.

    In a hybrid system, a rider can unlock a bike from a docking station near public transport stops, then park it in a designated out-of-docking-station zone near their destination. Such a system is designed to enable four trip types that docked or dockless systems alone cannot support: station-to-station, zone-to-zone, station-to-zone, and zone-to-station.

    The hybrid approach is already being taken in San Francisco and Madrid, and the York University/LUS study has simulated various expansion scenarios across different cities to examine the effects on ridership, and infrastructure requirements. The simulation used a mix of publicly accessible open-source data, AI, machine learning and location data.

    The simulation results

    Hamburg, Germany, was selected as the initial simulation city for the study, thanks to its position as a large, expansive city with good potential for a hybrid model. The study’s aim was to address Hamburg’s areas which are currently underserved by the existing bike share system, while maximising utilisation, and providing strong links with the public transport network.

    Four scenarios were modelled – the existing system (Scenario A), and three expansion models, which introduce a similar scale of new vehicles, under different configurations:

    • Scenario B: a docking station-only approach, with 20 docking stations added near public transit in high-activity corridors.
    • Scenario C: a hybrid approach, with 10 docking stations added at high-density transit hubs, and 10 dockless parking zones in the surrounding periphery.
    • Scenario D: a reverse-hybrid approach, with 10 dockless parking zones added in high-density city-centre areas, and 10 docking stations added in the lower-density periphery.

    Scenarios B and C both boosted annual ridership by 5-6% compared to Scenario A, increasing it from 1.22 million trips to 1.3 and 1.29 million trips respectively.

    The capital expenditure required to see these ridership gains also needs to be considered. Scenario C, with only half of the new docking stations of Scenario B, was shown to achieve 99% of the ridership benefits of Scenario B, but with 50% of the upfront outlay.

    Scenario D saw a fall in estimated ridership to 970,000 annual trips (20.2%), while still representing a high implementation cost (+110% capital expenditure) compared to Scenario C.

    Caroline Samponaro, Head of External Affairs at LUS, said, “A hybrid model combining station-based and out-of-station parking can deliver the best results in terms of system performance.

    “But the critical nuance is that placement matters as much as model type: station-based infrastructure belongs in high-demand, transit-connected locations; out-of-station parking zones work better in lower-density areas.”

    The simulations were then applied to five other global cities – Paris, New York city, London, Copenhagen and Montreal. The hybrid model was consistently shown to capture the greatest share of potential ridership.

    Fleet electrification

    With cities tending to transition to electric shared bike fleets, the inclusion of docking stations in hybrid models has its advantages.

    “Electrification will accelerate the shift toward station-based infrastructure,” Samponaro says. “As e-bike fleets grow, in-dock charging becomes less of a differentiator and more of an operational necessity. Every bike trip that ends out of station results in a bike that may need a manual battery swap. When a charging station exists in the most popular parking locations, the shared e-bike fleet charges while not in use, improving e-bike uptime and reducing operational cost and complexity.”

  2. Almost a third of Germans own an e-bike

    Comments Off on Almost a third of Germans own an e-bike

    Source: SAZ Bike, E.ON Deutschland

    A recent survey in Germany has revealed that 31.4% of respondents own an e-bike or speed pedelec, with the 18-29 age group seeing the biggest proportional increase.

    The online survey, conducted on behalf of E.ON Deutschland by market research specialist Civey, contacted a representative selection of up to 30,000 German citizens and 2,500 e-bike and speed pedelec owners.

    The 31.4% of the population now owning an electric bike is more than double the figure recorded in 2020, when it stood at 15.2%.

    Growing popularity with younger riders

    When segmenting the respondents by age group, a clear trend among a younger demographic has emerged. In the 18-29 age group, the proportion of e-bike owners has risen from 19.4% to 27.2% in the space of just one year, while approximately 28% are considering an e-bike purchase within a year.

    Car journeys replaced

    40.4% of e-bike owners use their bikes for trips that would previously have been made by car. Not all car journeys are replaced; a large proportion of these respondents replace around a quarter of car trips with e-bikes, while smaller groups have switched to an e-bike for more than half of their journeys.

    Purchasing and charging habits

    Most e-bikes are privately purchased at 81.3%, while just under 11% have been purchased through employer-enabled schemes such as company bike leasing, or financial incentives.

    Awareness of renewable energy availability also appears to correlate with the increasing e-bike ownership numbers. 61.3% of e-bike owners would prefer to charge their bikes’ batteries when there is high availability from renewable sources – an increase from 57.8% in 2025.

    Regional variations

    Lower Saxony has the highest e-bike ownership rate, at 39.4%, followed by North Rhine-Westphalia at 34.1% and Bavaria at 33.7%. At the other end of the scale, Berlin has a rate of 15.1%.

  3. E-bike parking in Switzerland

    Comments Off on E-bike parking in Switzerland

    Source: Cycling Electric

    Taking data from the latest Swiss Mobility and Transport Microcensus, research has been published which highlights that a shortage of suitable parking for e-bikes in Switzerland is having a detrimental effect on uptake.

    The Microcensus is a statistical survey of the travel behaviour of the Swiss population, conducted every five years by the Federal Office for Spatial Development ARE and the Federal Statistical Office (FSO). The latest report is from 2021.

    The research paper based on the Microcensus, A residential e-bicycle parking mismatch? Unpacking a neglected issue in cycling policy, identifies a significant gap between Switzerland’s potential for e-bike ownership, and the availability of high-quality e-bike storage facilities. The researchers point to a “golden standard” of e-bike parking – accessible, sheltered and secure in a locked room – which is poorly supported by the country’s existing housing stock.

    The differing needs of e-bike parking

    The fact that e-bikes are generally a higher-value item than traditional bikes, and also require charging, are two key factors which make some existing bike-parking infrastructure inadequate. The report states, “As much of the older built environment was not initially designed with bicycle parking in mind, and because e-bicycle users have distinct characteristics from regular bicycle users, it was hypothesized that e-bicycle owners were likely underserved by residential bicycle parking. We found that this was quite systematically the case.”

    The Microcensus data showed that some cycle parking was available in 78.6% of cases, but only 12% of respondents viewed it as high quality, leading the researchers to infer low confidence in the risk of theft. This is then linked to potentially restricted e-bike take-up:

    “Surprisingly, the availability of quality bicycle parking does not differ importantly between individuals with an e-bicycle and without any regularly used bicycles. This suggest a limited success of e-bicycle owners at self-selecting in residences that are well designed for their chosen preference for mobility due to a tight housing market. Because low parking availability may also influence the decision to not own an e-bicycle.”

    How policy can help

    The study outlines that high-quality e-bike parking facilities should be included when new housing stock is developed, and suggests that on-street bike parking may be a viable alternative to retrofitting existing housing. “While existing standards can help shape new housing stock, retrofitting existing residential buildings is an important policy challenge. On street veloboxes may be more feasible.“

  4. Germany sees e-bike use in rural areas flourish

    Comments Off on Germany sees e-bike use in rural areas flourish

    Source: SAZ Bike

    Germans’ attitudes to e-bikes and, more widely, about cycle paths and bike parking facilities, have been revealed in the TÜV Mobility Study 2026, for which market researchers Forsa surveyed 2,504 German adults on a range of topics.

    An urban-rural divide

    The study shows that there is a difference in the use of e-bikes in smaller and larger towns or cities. In towns with fewer than 5,000 inhabitants, 18% of respondents regularly use either an e-bike or speed pedelec, while in metropolitan areas with more than 500,000 inhabitants, the figure is only 6%. This is in contrast to the use of non-electric bikes; 14% use these in small towns, compared to 26% in metropolitan areas.

    The study also found that car dependency remains high in smaller, rural towns, with 96% driving a car at least once a week, and only 8% using public transport. This highlights the importance of e-bikes in rural towns as an alternative means of transport.

    Support for enhanced cycling infrastructure

    The study shows that 83% of respondents want safe cycle paths and bicycle parking facilities, and this contrasts with poor rating of current conditions:

    • 67% rate the condition of their local roads, bike paths and pavements as rather poor or very poor.
    • 50% rate the availability of bike paths as insufficient.
    • 47% rate the availability of e-bike and bike parking facilities as insufficient.
    • 56% rate cyclists’ safety in their local town as low.
    • 47% believe their needs are insufficiently considered in traffic planning (rising to 75% among those who cycle almost daily).

    81% of respondents prioritise the expansion of cycle paths which are separated from car traffic.

    Dr. Joachim Bühler, Managing Director of the TÜV Association, said, “The needs of vulnerable road users must become the binding standard,”, and the association has called for Vision Zero to be more firmly anchored in transport policy development, and for the expansion of cycling infrastructure.

  5. E-bike use rising sharply in the Netherlands’ younger demographics

    Comments Off on E-bike use rising sharply in the Netherlands’ younger demographics

    Source: Fietsberaad

    The latest research from the Netherlands has shown that from 2021 to 2025, the percentage of young riders (aged 12-17) riding e-bikes has risen from 11-29%, and young adults (aged 18-24) has increased from 8-27%.

    The findings from RIVM also reveal that, generally, e-bike usage in the Netherlands from riders aged 12 and above rose from 29-43% over that period.

    Motivations for e-bike usage

    It has been reported that younger people use e-bikes primarily because they are faster, as they use them to travel to school or visit shops or friends. For trips shorter than 5 kilometres, they often still favour a regular bicycle.

    For older riders aged 55 and over, they use e-bikes because they find them easier to ride and enable them to cover longer distances. They use this mode of transportation mainly for recreational rides.

  6. Almost half of Q1 EU e-bike imports are from China

    Comments Off on Almost half of Q1 EU e-bike imports are from China

    Source: Bike Europe

    Latest Eurostat data indicates a significant shift towards China as a major exporter of e-bikes to the European Union, accounting for 47% of all imports in the sector from the first quarter of 2026. Former market leader, Taiwan, has seen its EU export market share drop substantially.

    A total of 186,000 e-bikes were imported into the EU between January and March 2026, which represents an increase of 42% compared with the same period in 2025. The unit import volume is the highest first-quarter figure since 2023, and the highest of any quarter since Q3 2024. In contrast, just 23% of e-bikes imported to the EU in Q1 originated from Taiwan; back in 2020, Taiwan dominated the market with a market share of 53%.

    The quantity of Chinese imports amounted to 88,000 in Q1 2026, compared to 41,000 units (31%) in Q1 2025. Information on the type of e-bikes being imported is not recorded in the Eurostat data, however the import value data suggests that items imported from China are in the lower-end segment, with an average import value of €329 per unit. This is in striking contrast to the import value of units from Taiwan, averaging €1,709 per unit in Q1.

    This lower import value has affected the overall import value of e-bikes imported, with value growing just 6% to €144 million, despite the increased import volume. Bike Europe states that this shift is being driven by growing demand for affordable e-bikes in markets such as Poland.

  7. UK industry publishes guide to identifying non-compliant e-bikes

    Comments Off on UK industry publishes guide to identifying non-compliant e-bikes

    Source: BikeBiz

    UK industry bodies the Bicycle Association (BA) and the Motorcycle Industry Association (MCIA) have together published a national guide to support police forces in urgently tackling the rapidly growing use of illegal, non-compliant, high-powered vehicles marketed as e-bikes.

    BA and MCIA highlight that such vehicles are capable of moped and motorcycle-level performance, and are increasingly being used on public roads with no registration, licensing, insurance or safety checks. This rising trend is creating a parallel unregulated mobility market, presenting significant implications for public safety, policing, and for legitimate mobility businesses.

    Steve Garidis, Executive Director of BA, said, “Reputable suppliers of road legal e-bikes go to considerable effort and expense to ensure that their e-bikes are compliant with UK legislation, and tested thoroughly to international standards. So it’s dismaying to see the strong safety record and public reputation of road legal e-bikes undermined by these illegal and unsafe vehicles.

    “Government action is essential to address both the supply of and demand for these vehicles, primarily through reform of the responsibilities of online marketplaces and gig economy delivery platforms. Meanwhile, if we can provide any additional technical advice or support to police and other enforcement agencies, we stand ready to do so.”

    Practical guidance

    In the absence of a national and enforceable framework, BA and MCIA have produced the practical guidance to help enable police officers consistently identify illegal, non-compliant, high-powered devices. It also gives guidance on assessing electrically assisted pedal cycles (EAPCs), with a focus on borderline cases where there is uncertainty due to modifications, design or real-world use. Guidance includes:

    • How to identify whether the vehicle meets the legal definition of an EAPC
    • Whether the vehicle requires type approval (including Motorcycle Single Vehicle Approval (MSVA) or Whole Vehicle Type Approval (WVTA)
    • How to identify whether the vehicle is being used within EAPC limits

    Impact of illegal, non-compliant devices

    • Registrations of new L1 mopeds have fallen by more than 40% since 2022, coinciding with the rapid rise of illegal devices which are outside of regulatory frameworks
    • Police forces consistently report that illegal devices are a growing and complex enforcement challenge, with the absence of clear national guidance a significant and critical obstacle
    • Police forces have indicated that when illegal devices are targeted, operations have uncovered wider criminal activity including illegal working, exploitation, weapons and drug offences

    Calls to action

    BA and MCIA state that guidance is necessary, but not sufficient. They call on the Home Office and Department for Transport (DfT) to:

    • Publish clear national guidance as part of coordinated national action, and an enforceable cross-government framework for identifying, seizing and prosecuting non-compliant e-bikes this year.
    • Strengthen oversight of the supply chain and delivery platforms, including mandatory compliance checks for fleet operators and penalties for platforms that rely on riders using illegal vehicles. This could include a review of the legal framework governing the use of self-employed riders.
    • Commit to a ministerial meeting with industry, police representatives and delivery sector regulators by the end of this summer to agree on immediate next steps.
    • Stronger enforcement against online marketplaces and high street retailers selling non-compliant vehicles and modification kits, including measures to prevent reliance on weak disclaimers to bypass responsibility.

    Tony Campbell, Chief Executive of the MCIA, said: “What we are seeing is the rapid emergence of an unregulated market in illegal, non-compliant and high-powered e-bikes. This creates real public safety risks, undermines legitimate manufacturers and retailers who invest in compliance, and places growing pressure on police forces.

    “Officers have told us they need clearer, consistent guidance on identifying and dealing with these vehicles. The guide we have developed with the Bicycle Association is a useful step, but not a complete solution. National clarity, consistent policy and coordinated action across government – including stronger oversight of the supply chain and delivery sector – are urgently required. Police cannot solve this alone.”

  8. Can an electric bike save you money?

    Comments Off on Can an electric bike save you money?

    Source: Electrek

    As energy prices remain volatile, habitual car users are beginning to consider whether an e-bike could save them money, according to e-mobility media Electrek. The positive answer goes beyond mere savings at the pumps.

    Following reports earlier this year that more Americans are starting to use shared mobility as fuel costs rise, a fresh look at the question of how an e-bike can save families and individuals money has been made, with insights that are relevant in Europe as well as North America.

    Running a car

    Of course, a direct comparison of an e-bike’s use of energy compared to a car’s shows it as being significantly lower. The Electrek report states that the average American drives around 21,700 km per year, and makes an assumption that 6,400 of those kilometres could be replaced with an e-bike on trips such as commuting, grocery and school runs and other shorter-distance examples. Based on calculations that a car’s fuel consumption for that distance would be approximately €450 annually, and the cost of charging a bike would be around €14.50 annually, there is a clear saving on fuel alone of well over €400.

    Reliable figures for average distances driven in Europe are not available, however the contrast in fuel and electricity costs would remain.

    The wear-and-tear of driving a car also generates associated maintenance costs; the avoidance of driving those 6,400 km is calculated at €344 in maintenance-related savings. E-bikes also require maintenance due to wear-and-tear naturally, but the costs are generally lower – though not calculated in the Electrek report.

    Parking

    Urban car users who need to pay for parking at home, work or on other general out-and-about trips can easily accumulate several hundred euros over the course of a year. On the whole, parking for an e-bike is free, or very minimal.

    Second vehicles

    Households with second vehicles represent a significant opportunity for saving with the use of e-bikes. Most of these households have two (or more) cars because there are adults needing separate transportation. However as e-bike range and cargo-carrying capabilities increase, many families are turning to an option such as a cargo bike instead of a second household car, as we recently reported.

    A second household car can incur significant costs including finance repayments, insurance and tax, as well as the fuel and maintenance detailed earlier. Electrek calculates that a modest second car can cost between €7,000-€10,000 per year to own and operate. In contrast, a good e-bike would involve up-front costs, but from then minimal costs in charging and upkeep.

    Replacing trips, rather than cars

    It is not always feasible for an individual or family to go car-free and completely replace a car with an e-bike. But even the replacement of smaller, shorter trips that are inefficient in cars can accumulate significant savings. Trips to the shops, a commute a few times a week, and other short errands are easily achievable by e-bike, and are the type of trip that cars are not best suited to. ICE engines burn proportionally more fuel during short trips and with cold starts, meaning that such errands are more expensive than drivers might realise.

    The feel-good benefits of replacing car trips with e-bikes are harder to quantify, but include factors such as not being sedentary in traffic, less stress finding parking, easier and more enjoyable commutes, and regular fresh air and exercise.

  9. Growth of Europe’s e-bike market stalling

    Comments Off on Growth of Europe’s e-bike market stalling

    Source: Bike Europe

    According to the combined market reports of European industry organisations, market growth for e-bikes has come to a stop in most countries, following a slowdown in sales growth that first became evident in 2023.

    The figures are in contrast to past predictions that the e-bike market share could reach 80%; Europe-wide, the market share remains at just under 40%, with some significant fluctuations in certain countries.

    It should be noted that the entire European bicycle market is seeing a downturn in sales; the market for non-electric bikes has seen a decline across all indicators, with a total drop in volume by 25% from 2022 to 2025. The industry is struggling to find an equilibrium after the pandemic-related boom and the following inventory crisis. Production capacity was expanded in response to market peaks during the first year of the pandemic – peaks which led to unrealistic extrapolations for ongoing market demand.

    Geographical highs and lows

    In terms of overall e-bike market share, the highest shares are in Austria, Germany, the Netherlands and Switzerland, all with shares over 40%. At the other end of the scale, the market share in France, Spain and Italy is below 30%, while the UK trails significantly with an e-bike market share of 9%.

    There is a slight contrast to this picture when looking at the year-on-year percentage difference in e-bike sales volume. Two of the countries with lowest market share – the UK and Spain – see some growth in this metric, at 2% and 21% respectively, alongside Belgium at 7.5%. All other countries shown in this metric see a drop however, with France and Switzerland the most marked at 14.5% and 14% respectively.

    Reasons for stagnation

    The causes for stalling growth are not yet clear, but it is suggested that market saturation could be a factor. Incentives such as subsidies and leasing programmes have provided a boost previously, but cannot be relied on for success, and returned lease models are creating a buoyant market for high-quality second-hand e-bikes.

    Options for creating growth include the introduction of innovations and connectivity features, but these are more likely to appeal to current e-bike users rather than first-time buyers.

    Will fuel price fluctuations have an impact?

    Half-year results from leading bicycle brands are keenly awaited, in light of worldwide rising fuel costs and a potential uptick in bicycle and e-bike use. Traditionally, sharp increases in fuel prices have seen correlating bike sales in markets where there is a well-developed urban cycling mobility segment. In many European cities, cycling infrastructure has seen significant investment over the last decade, which creates conditions to support sales of e-city bikes as well as regular bikes.