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1、E-bikes:Charging Toward Compact Cycling CitiesACKNOWLEDGEMENTSAUTHORS:Dana Yanocha ITDPJonas Hagen Independent ConsultantResearch and drafting support provided by Evelyn YuenCOVER PHOTO:It is common to find electric and mechanical bicycles on Bogots bicycle lanes during rush hour.SOURCE:ITDPEXPERTS

2、INTERVIEWED:The authors thank the following experts who generously provided their time and insights during the interview phase,which strengthened the quality of this report.Benjamin Hategekimana ITDP AfricaDanielle Hoppe ITDP BrazilShanshan Li ITDP ChinaQiuyang Lu ITDP ChinaMega Primatama ITDP Indon

3、esiaCiptaghani Antasaputra ITDP IndonesiaSyifa Maudini ITDP IndonesiaDeliani Siregar ITDP IndonesiaPhilip Amaral European Cyclists Federation(ECF)Noa Banayan PeopleForBikes (formerly)Jules Flynn Zoomo+ITDP BoardDaniel Guth Aliana BikeJustine Lee ITDP BoardMichael Linke Independent ConsultantMike Sal

4、isbury Denver Office of Climate Action,Sustainability,and Resiliency(CASR)Caroline Samponaro LyftSeble Samuel Transport Decarbonization Alliance and ITDP BoardSonal Shah The Urban CatalystsTejus Shankar LyftCeri Woolsgrove European Cyclists Federation(ECF)Published March 2024Support for this report

5、was generously provided by Climateworks Foundation.REVIEWERSCiptaghani Antasaputra ITDP IndonesiaBernardo Baranda ITDP MexicoShelley Bontje Dutch Cycling EmbassyJules Flynn Zoomo+ITDP BoardCamila Herrero C40 RodriguezDanielle Hoppe ITDP BrazilChris Kost ITDP AfricaJacob Mason ITDP GlobalLarry Pizzi

6、Alta Cycling GroupAshley Seaward PeopleForBikesTejus Shankar LyftDeliani Siregar ITDP IndonesiaAV Venugopal ITDP IndiaLi Wei ITDP ChinaJonathan Weinert 2 Billion Bikes FoundationCeri Woolsgrove European Cyclists Federation(ECF)CONTENTSE-BIKES:CHARGING TOWARD COMPACT CYCLING CITIESI.INTRODUCTION4Unlo

7、cking the Potential of E-Bikes for Climate,Equity,and Access in Cities Integration with the Built Environment Potential for Carbon Reductions Improving Access and Equity Stimulating Economic Opportunities A Growing Market8 Context for this ReportII.WHAT IS AN E-BIKE?Defining E-Bikes Classification o

8、f E-Bikes Around the WorldFostering E-Bikes in Indonesia,a Nascent MarketCreating Clarity in Brazil,an Emerging MarketThree Classes of E-bikes in the United States,an Emerging MarketRefining E-Bike Classifications in China,a Developed Market14III.WHAT IMPACTS CAN E-BIKES DELIVER?Climate Impacts Deca

9、rbonizing the Transport Sector by Replacing Car Trips Estimating the Climate Impacts of a Large-Scale Global Shift to E-Bikes Access ImpactsExpanding Access to Affordable,Clean TransportationProviding Alternatives for Underserved Groups Economic ImpactsProviding Economic Opportunity for Delivery Wor

10、kersUnlocking Domestic ManufacturingIV.SEVEN KEY BARRIERS TO E-BIKE UPTAKE23V.RECOMMENDATIONS TO SUPPORT E-BIKE UPTAKE284I.INTRODUCTIONUnlocking the Potential of E-Bikes for Climate,Equity,and Access in CitiesElectric bicycles(e-bikes)are vastly popular with their owners,and their use is growing by

11、leaps and bounds around the world.For the purposes of this report,we define e-bikes as electrically powered two-and three-wheeled cycles that are compatible in terms of size and maximum speed with conventional(nonmotorized)bicycles.Our definition of e-bikes does not include electric scooters or moto

12、rcycles(see Section II for a more complete definition).E-bikes have multiple positive impacts for the climate and access(see Section III),especiallywhen used in place of private vehicles like cars and motorcycles:Integration with the Built EnvironmentE-bikes are cleaner,quieter,and more space-effici

13、ent,and they integrate better into citystreets than cars and internal combustion engine(ICE)two-wheelers.They have the potentialto provide excellent mobility optionsfor people in cities,and for those living in more periph-eral urban and even rural areas too.Potential for Carbon ReductionsThe potenti

14、al for e-bikes to replace automobile(and,to some extent,ICE two-wheeler)trips is greater than for traditional bicycles,with electric motors reducing the challenges of hills,hot weather,and longer distances.E-bikes can also greatly expand the share of potential users of public transport,leading to fu

15、rther emissions reductions.This makes e-bikes a key piece in the puzzle of reducing carbon emissions from urban transport.Improving Access and EquityE-bikes have the potential to improve access to destinations particularly for historicallyunderserved groups,including women,the elderly,and low-income

16、 populations given theirlow cost(relative to cars)and ease of use.Shared e-bikes as part of bikeshare systems are alsobeing used at much higher rates compared to conventional bikeshare bicycles.SOURCE:City of Durham NCvia Flickr5Stimulating Economic OpportunitiesThe domestic production of e-bikes is

17、 an opportunity for countries to stimulate both manu-facturing and downstream jobs as a result of increased demand for e-bikes,such as in bicycle retail and mechanics.Further,e-bikes used in commercial applications provide a source of income and economic opportunity for bicycle delivery workers.A Gr

18、owing Market In 2022,the global market for e-bikes was valued at USD$37.5 billion,or about 15%of the global market for all electric vehicles(valued at USD$246.7 billion in 2020).1 With demand for e-bikes growing rapidly in many regions,the global market is expected to increase to$119.7 billion by 20

19、30,with an annual growth rate of 15%(total growth of 220%).2 Many countries in-cluding Japan,Brazil,the US,Australia are experiencing rapid growth in demand for e-bikes.In the US,for example,the number of imported e-bikes increased from 25,000 in 2019(pre-pan-demic demand)to 463,000 units in 2020 an

20、d 790,000 in 2021 an increase of more than 3,000%from 2019 to 2021.In the US,e-bike imports were higher than electric car and truck imports in 2020(463,000 e-bikes versus 325,000 electric cars and trucks)and 2021(790,000 e-bikes versus 652,000 electric cars and trucks).3 E-Bike Growth by Region 2020

21、20254 Fortune Business Insights.(May 2023).“Electric Bike Market Growth&Trends|Industry Analysis 2030.”Fortune Business Insights.(May 2023).“Electric Bike Market Growth&Trends|Industry Analysis 2030.”North American Bikeshare and Scootershare Association.(August 2022).3rd Annual Shared Micromobility

22、State of the Industry Report 2021 eBicycles(January 2024),Useful Facts&Stats of E-Bikes;Alexandru Arba(June 2023),Sales volume of electric power-assist(pede-lecs)bicycles in Japan from 2011 to 2020;Aliana Bike(April 2023),https:/aliancabike.org.br/mercado-eletricas-2023/;Confedera-tion of European B

23、icycle Industry(July 2022),Bicycle and E-Bike Sales Continue to Grow,Reaching Record Levels;PeopleForBikes(May 2023),Electric Bicycle Incentive Toolkit;Blueweave Consulting(September 2022),India Electric Bicycle(E-Bike)Marketby Propulsion Type(Pedal-Assist,Throttle);By Battery Type(Lead Acid,Lithium

24、-Ion,Nickel Metal Hydride,Others);By Region(North India,East India,West India,South India),Trend Analysis,Competitive Landscape,Market Share&Forecast,20182028;ITDP India(June 2022),Status of E-Micro Mobility in India;iResearch Consultants(August 2022),Chinas Two-Wheeled Electric Vehicle Industry Whi

25、te Paper 2022.SOURCE:City of Durham NCvia FlickrEuropean Union$2,2005,000,000India$240-$1,80091,142Japan$500-$1,000737,740United States$2,600 525,000Brazil$1,36944,833China$3004,670,000LOWMEDIUMHIGHGrowth of E-Bike MarketCountryAverage E-Bike Cost(USD)#E-Bike Sales/Year6The largest existing market f

26、or e-bikes is China,with more than 183 million e-bikes in urban areas5 and a reported 350 million e-bikes countrywide in 2021.6 The prevalence of e-bikes in China can be attributed to a variety of factors,including:1)bans on motorcycles implement-ed in the late 1990s,2)challenges associated with acq

27、uiring motorcycle licenses,3)relatively short travel distances in Chinese cities,and 4)affordability of e-bikes.E-bikes became a pop-ular replacement for motorcycles after major Chinese cities banned motorcycle licensing and use in the early 2000s.7 As a result,e-bikes in China are more visually sim

28、ilar to mopeds than bicycles,though their weight and power align with low-speed e-bikes.Many relatively low-cost e-bike options(low-end models start at around USD$300)are available,too.Chinese cities have also expanded investments in cycle infrastructure over the past decade,providing safe and comfo

29、rtable travel spaces for e-bike riders.Overall,the projected global growth in the e-bike market in the coming years represents an op-portunity for local manufacturing and assembly.Although most e-bikes are currently produced in China and the EU,companies in other countries,including the US,India,Ind

30、onesia,Brazil,Mexico,and Kenya,are beginning to produce e-bikes.Context for This ReportWhile e-bikes are growing in popularity,it is also relatively early days in the development of this technology.Local,regional,and national governments are grappling with ways to integrate e-bikes into transportati

31、on networks in cities and in peri-urban and rural areas.Many coun-tries and cities have not yet clearly defined what e-bikes are,what quality standards they must meet,and/or where they can be used.This lack of clarity has led to safety concerns around conflicts between people on e-bikes and other st

32、reet users,deadly e-bike battery fires,and other challenges.To avoid these regulatory confusions,governments must engage the topic.However,we recognize that there is no single“best”way to regulate e-bikes and introduce them into local markets,so governments must work to develop the solutions that wo

33、rk best in their context.Recognizing this pivotal moment in the trajectory of global e-bike uptake,this report aims to define e-bikes and evaluate how and where they are currently being used,the benefits e-bikes can deliver,factors preventing more widespread adoption,and how cities and national gove

34、rn-ments can respond.As part of this broader goal,the report has two main objectives:1)to showcase how e-bikes can contribute to climate-friendly,livable,equitable cities by reducing carbon emissions and ITDP.(December 2021).The Compact City ScenarioElectrified.Xu Bing,China News Shanghai.(June 18,2

35、023).奔赴賽道，中國兩輪電動車行業滿足消費者多元需求-中新社上海 Heading for the track,Chinas two-wheeled electric vehicle industry meets diversified consumer demands.”Guo et al.(2020).Personal and societal impacts of motorcycle ban policy on motorcyclists home-to-work morning commute in China.A family rides anelectric bicycle a

36、longa downtown street inBeijing.SOURCE:1000 Words viaShutterstock72)to provide guidance to municipal,regional,and national governments on how to encourage and integrate e-bikes into existing transport networks.We draw on existing research as well as lessons learned from government and private-sector

37、 successes and shortcomings from around the world.The report relies heavily on data gathered from 14 interviews with e-bike experts who work in nine countries across six continents,in-cluding ITDP staff and external consultants.Notably,this report aims to evaluate the use and potential impacts of e-

38、bikes separate from trips made by ICE two-wheelers(such as mopeds or motorcycles).E-bikes and two-wheelers are often conflated despite important differences in their use,requirements for safe oper-ation,and purchase price.Cities and countries where two-wheelers are prevalent have faced particular ch

39、allenges to adopting e-bikes(see Section IV).As the global e-bike market grows and a larger range of e-bike types becomes available,using them to replace ICE two-wheelers will likely become more competitive.Importantly,strategies to electrify two-wheeler fleets should include encouragement of modal

40、shift to e-bikes.8II.WHAT IS AN E-BIKE?Defining E-bikesE-bikes are electrically powered two-and three-wheeled cycles that are compatible in terms of size and maximum speed with conventional(non-motorized)bicycles.E-bikes come in vari-ous forms and serve multiple functions,including transporting pass

41、engers and goods.The ma-jor types currently on the market are detailed in Table 1.Notably,we do not consider e-mopeds and e-motorcycles without pedals and with maximum speeds above 45 kph(e-motorcycles can typically travel even faster)to be e-bikes.Table 1:What is an e-bike?As a first step to unders

42、tanding how e-bikes are being used and what their potential can be,this report will primarily focus on low-speed e-bikes,including ecargo cycles(see Highlight Box 1),where the electric assist shuts off when a maximum speed of about 25 kph(or up to 15 mph)is reached.Because the motor power is low(gen

43、erally 250 watts or less),low-speed e-bikes function similarly to a conventional bicycle8 even when the electric assist is activated.This report occasionally references,but does not focus on,medium-speed e-bikes and speed pedelecs,though we do consider these to be e-bikes.In this report,the authors

44、use the terms“conventional”and“traditional”interchangeably to refer to bicycles that do not have motors.TypeMaximum speed before assist shutoffAssist provided byE-bikesCompatible with conventional bicycles in cycle lanesLow-speed e-bikes25 kphPedal assist or throttleEcargo cycles25 kphPedal assist o

45、r throttleMedium-speed e-bikes32 kphPedal assist or throttleShould not be ridden in cycle lanesSpeed pedelecs45 kphPedal assistNot e-bikesE-mopedsNo speed limiter(top speed 50 kph+)Throttle onlyE-motorcyclesNo speed limiter(top speed 80 kph+)Throttle only9E-cargo cycle used by the German postal serv

46、ice in Munich.SOURCE:Anne Czichos via ShutterstockBOX 1:TYPES OF E-CARGO CYCLESElectric cargo cycles serve as a last-mile solution for urban freight as well as to transport passengers and goods by private users,and they have great potential to substitute for vehicle trips in these contexts.Compared

47、to standard electric bicycles,ecargo cycles have a larger carrying capacity and higher power output.Ecargo cycles are used by prominent couriers such as Amazon,UPS,DHL,and Germanys postal service(Deutsche Post)in place of cars and light-duty trucks.Freight deliveries are trending toward smaller pack

48、ages,with increased demand for tighter delivery time windows and same-day delivery.This trend makes ecargo cycles increasingly attractive to replace cars and light commercial vehicles for urban freight delivery.9 Another advantage of ecargo cycles is their ability to use cycle lanes when streets are

49、 congested,thereby saving time.This was the case for the operator of New York Citys public bikeshare system,which started using ecargo cycles to transport bicycles around the citys busiest streets,as vans performing the same task were frequently caught in traffic.10Researchers have found that 19%to

50、48%of courier trips made by autos could be replaced by ecargo cycles.11 The CO2 reductions from a large-scale shift to ecargo cycles for freight would be dramatic:Case studies from Porto(Portugal),12 the Netherlands,13 and So Paulo(Brazil)14 have found CO2 reductions of 73%,80%,and 90%,respectively,

51、when shifting delivery services from autos to ecargo cycles.In a growing number of places,personal ecargo cycles are used in place of cars to transport groceries,large-volume objects,and additional passengers.A program in Germany and Austria made cargo cycles(electric and conventional)available for

52、free for more than 9,750 users,and a survey indicated that about half of participants(46%)substituted their car trips with the shared cargo cycles.159 Rudolph,C.,&Gruber,J.(September 2017),“Cargo cycles in commercial transport:Potentials,constraints,and recommendations,”Research in Transportation Bu

53、siness&Management,24,2636.10 Lyft,Inc.,2022,How Were Rebalancing the Citi Bike System.11 Gruber,Johannes,Verena Ehrler,&Barbara Lenz.(2013).“Technical potential and user requirements for the implementation of electric cargo bikes in courier logistics services.”13th World Conference on Transport Rese

54、arch(WCTR).12 Melo,S.,Baptista,P.(2017).“Evaluating the impacts of using cargo cycles on urban logistics:integrating traffic,environmental and operational boundaries.”13 Moolenburgh,E.,van Duin,R.,Balm,S.,Altenburg,M.,&van Ploos Amstel,W.(2020).“Logistics concepts for light electric freight vehicles

55、:A multiple case study from the Netherlands.”14 Ormond Junior,P.A.,Telhada,J.,&Afonso,P.(December 2018).“Evaluating the Economic and Environmental Impact of the Urban Goods Distribution by Cargo Cycles a Case Study in Sao Paulo City.”15 Becker,S.,&Rudolf,C.(2018).Exploring the potential of free carg

56、o-bikesharing for sustainable mobility.Delivery bikeLong john bikeFront load tricycleHeavy-load tricycleLongtail bike10Classification of E-bikes Around the WorldWhile demand for e-bikes is growing globally,the regional realities of access to,perception of,and use of e-bikes differ considerably.Class

57、ification and regulation of e-bikes also varies from country to country(and,in some cases,within countries),which heavily influences how e-bikes are produced and sold(see Appendix I for more).There is also a wide range of contexts that cities and countries are experiencing with regards to e-bike use

58、.Nascent markets,like Indonesia,Rwanda,and South Africa,have a very small market share of e-bikes.16 In some nascent markets,e-bikes may be primarily used by rec-reational cyclists,for example,people using e-mountain bikes.In South Africa,most of the demand for e-bikes comes from wealthy mountain bi

59、ke riders purchasing high-end e-bikes to ride on trails,not for everyday transportation.17 In such places,a clear definition and classifi-cation for e-bikes may not be available because supply and use is so limited.Fostering E-bikes in Indonesia,a Nascent MarketMost trips in Jakarta and other major

60、cities in Indonesia are completed using ICE two-wheelers.Cheaper and easier to maneuver and park than private cars,ICE two-wheelers dominate streets,causing traffic congestion,air and noise pollution,and road safety challenges.The e-bike market in Indonesia is very nascent,however political will exi

61、sts for transport electrification broadly-the president of Indonesia is interested in accelerating electrification and supports efforts like financial incentives to purchase electric two-wheelers and electric cars.In 2021,the Indonesian Ministry of Transportation(MoT)sought to regulate micromobil-it

62、y in the country,implementing a regulation(PM45-2020)to address the gap between existing regulations and the new micromobility products on the market.However,the regulation has been poorly enforced,and safety issues have occurred when two-wheel-er users encroach in bicycle lanes designed for low spe

63、ed e-bikes and conventional bicycles.Further,circumventing the regulation by modifying lower-speed e-bikes to increase maximum speeds from 25 kph to up to 40 kph,making them incompatible with conventional bicycles,is common.The MoT has not released a clear definition of e-bikes,and how they differ f

64、rom electric(and ICE)two-wheelers.Because the e-bike market is so new,supply is limited,and it is more expensive to purchase an e-bike compared to an ICE two-wheeler due to the mature market for ICE two-wheelers.This has limited uptake of e-bikes in Indonesia.The government subsidizes electric two-w

65、heelers and electric cars,but not e-bikes.This makes it more challenging to purchase an e-bike compared to other electric vehicles.In several major Indonesian cities including Jakarta,Semarang,and Surabaya,bikeshare operators have expressed interest in providing low-speed e-bikes as part of their fl

66、eets.This is an important step in building public awareness around e-bikes and the types of trips they can service.Clear classification of e-bikes and their ability to safely use cycle lanes will be important to support and grow shared as well as personal e-bike use.In emerging e-bike markets like B

67、razil and the United States,where the supply of e-bikes is larger and use is more prevalent than in nascent markets,unclear classifications for e-bikes can pose significant challenges for regulators,retailers,and users.In these cases,unclear classification can inhibit growth of the e-bike industry b

68、y creating confusion,especially among potential users.E-bike users may be unsure whether they need a license,registration,and in-surance to operate an e-bike,and about where on the street e-bikes can be ridden.16 ITDP Indonesia,(May 17,2023),video interview by author;Benjamin Hategekimana(ITDP Afric

69、a),(June 1,2023),video interview by author;Michael Linke,(May 2,2023),video interview by author.17 Michael Linke.(May 2,2023).Video interview by author.ICE two-wheelers are popular across Indonesia,which has limited the uptake of e-bikes.SOURCE:ITDP Indonesia11Creating Clarity in Brazil,an Emerging

70、MarketIn recent years,the market for micromobility modes has grown in Brazil,with a large range of new vehicle types becoming available.An array of e-bikes,e-scooters,and electric two-wheelers were being imported and sold without adequate vehicle classi-fications and approvals.Some retailers misrepr

71、esented e-mopeds to customers,tell-ing them the vehicles they were buying were legal to use in cycle lanes and would not require a license or registration to use.This contributed to a diverse array of electric two-wheelers,including higher-speed e-mopeds,using cycle lanes and causing frequent confli

72、cts with pedal cyclists and pedestrians.Even transportation authorities and police were not well-informed about the differenc-es and whether these new vehicles were legally allowed to circulate in cycle lanes.18 This eventually led to the broad apprehension of e-mopeds,e-motorcycles,and e-bikes in S

73、o Paulo and Rio de Janeiro because they were circulating without license plates and users did not have drivers licenses.In the city of So Paulo,police apprehended 100 electric two-wheelers in the first four months of 2022.19This lack of legal clarity led cycling interest groups to advocate for a new

74、 national law that classified e-bikes separately from higher-speed e-mopeds.This law was meant to address the large array of new vehicle types that were already circulating in Brazilian cities and to facilitate registration and licensing for higher-speed vehicles with local traffic authorities.The n

75、ew regulation was implemented in July 2023,and it updated the classification of e-motorcycles and e-bikes.E-bikes now have the same registration requirements and rights to street infrastructure as bicycles,must be pedal-assist with a maximum speed of 32 kph(previously 25 kph),and have a motor power

76、of 350 watts to 1,000 watts.The new law aims to provide clarity for authorities and consumers.Notably,the law addresses the difference between vehicle maximum speeds and local speed limits.Ac-cording to Brazilian legislation,local traffic authorities,not federal legislation,define speed limits.There

77、fore,the increased 32 kph maximum speed applies to the vehicles capability and not to the speed limit on the street where the vehicle is being ridden.Despite attempts at clarity,the new legislation has faced some criticism,particularly for permitting moderate speeds for e-bikes(32 kph)and allowing s

78、mall e-mopeds in the self-propelled category to circulate on sidewalks(up to 6 kph)unless prohibited by local authorities.2018 Daniel Guth(Aliana Bike).(June 1,2023).Video interview by author.19 William Cardoso.(May 20,2022).Motos eltricas so apreendidas em blitze e proibidas nas ciclovias de So Pau

79、lo.20 Marcos de Souza.(June 26,2023).32 km/h no demais para uma bike na cidade?Before a recent regulation was adopted in Brazil,a lack of clarity about what can be categorized as an e-bike led to mopeds using cycle lanes,causing conflicts with lower speed e-bike and pedal bicycle riders.SOURCE:ITDP

80、Brazil12Three Classes of E-bikes in the United States,an Emerging MarketIn the United States,a federal definition adopted in 2002 states that an electric bicycle is a“two-or three-wheeled vehicle with fully operable pedals and an electric motor of less than 750 watts,whose maximum speedis less than

81、20 mph 32 kph”(2002 Public Law 107-310).This definition does not specify where on the road e-bikes are permitted,since state laws typically govern rules of the road.Therefore,individual state motor vehicle codes must define e-bikes and identify where and how they can be used.The vast majority(48 of

82、50)of state motor vehicle codes use a more detailed three-class definition based on speed and how the electric assist is delivered to identify which types of e-bikes are permitted to use bicycle infrastructure.All three classes are considered bicycles and do not require a license or registration.Cla

83、ss 1 and Class 2 e-bikes have a maximum speed of 20 mph,while Class 3 e-bikes can reach 28 mph(45 kph).Class 2 e-bikes have a throttle,while Class 1 and Class 3 are only pedal-assist.The two states that do not use the three-class system,Alaska and Rhode Island,define e-bikes more closely to that of

84、a motorized vehicle than a bicycle,which can mean a license,insurance,and registration are required.Finally,China and countries in the European Union(such as Germany,Switzerland,and Sweden)have developed e-bike markets.In these markets,supply and access to e-bikes is widespread and they have a clear

85、 definition in vehicle regulations.In the EU,e-bikes are defined as ex-clusively pedal-assist,with power cutting out at 25 kph.21 In China,e-bikes can be either ped-al-assist or throttle-powered,with a maximum speed of 25 kph,and they must have operable pedals.2221 Association Franaise de Normalisat

86、ion.(January 2009).Cycles Electrically Power Assisted Cycles-EPAC Bicycles.22 Government of the Peoples Republic of China.(September 6,2021).“電動自行車安全技術規范Safety Technical Code for Electric Bicycles（GB17761-2018）國家標準解讀.”http:/ cycles built to carry additional passengers can substitute for cars.Source:

87、Waltarrrrr,flickr13Refining E-bike Classifications in China,a Developed MarketWith clear definitions and strong national laws guiding the use of e-bikes,China has one of the most established e-bike markets.China has had a strong cycling culture since the last century.This facilitated the continual r

88、efinement of cycling policies,including a national standard for e-bikes that was enacted in 1999.In 2018,a set of new National Standards on Electric Bicycles fine-tuned the definition of electric bicycles,strictly rec-ognizing pedal-assisted e-bikes as bicycles but also adding tamper-proof and firep

89、roof requirements.Although subnational governments in China have comparatively less au-thority to define e-bikes,these governments help enforce the standards established by the national government.Provincial governments regulate parking and charging of elec-tric bicycles,while county governments fun

90、d law enforcement,emergency response,and administrative management of electric bicycles.In March 2023,policymakers submitted a proposal to update the 2018 National Stan-dards for Electric Bicycles to better accommodate e-bikes used in deliveries.E-bikes are widely used across China for delivery and

91、courier purposes.The new proposal address-es the regulation of ecargo cycles,calling for the existing standards to include a larger battery capacity and maximum loading weight.It also suggests the implementation of a smart system to prevent ecargo cycle modifications that circumvent the regulation,a

92、 practice commonly seen with personal e-bikes as well.The proposal also aims to in-clude a system to register ecargo cycles used for commercial deliveries so that they can be more easily monitored for safety and compliance.Pedal assist e-bikes are defined as bicycles in the Chinese National Standard

93、s on Electric Bicycles.SOURCE:Alpha from Melbourne,Australia,via Wikimedia Commons14III.WHAT IMPACTS CAN E-BIKES DELIVER?Like conventional bicycles,e-bikes currently account for a relatively small share of trips in most countries.However,the potential benefits they present,especially with a large-sc

94、ale growth in ridership,are significant.E-bikes can contribute to climate goals by shifting trips away from high-polluting ICE cars and two-wheelers;improve equity by expanding access to affordable,clean transportation,especially for women and low-income populations;and create domestic economic oppo

95、rtunities.Climate ImpactsDecarbonizing the Transport Sector by Replacing Car TripsExperts agree that keeping global warming below 1.5C is critical to avoiding the most serious and catastrophic impacts of climate change.Greenhouse gas(GHG)emissions from transport account for 24%of the worlds total en

96、ergy-related GHG emissions.Fueled by rapid urbaniza-tion and motorization in developing countries,this could increase by 60%by 2050.23Given this challenge,practitioners in the urban transportation sector are pursuing multiple avenues to decarbonize.Research and modeling conducted by ITDP and UC Davi

97、s show that both compact cities developed for walking,cycling,and public transit and a rapid and strategic transition to electric vehicles are needed to cut GHG emissions from urban transport by 50%by 2050,in line with a 1.5C scenario.24E-bikes can play a critical role in this transition as substitu

98、tes for automobiles for many types of trips because they can serve relatively long trip distances.25 This is especially important in areas where average trip distances are longer,including in large cities,low-density areas,and peripheral urban zones(see Highlight Box 2).Studies have also shown that

99、increasing cycling leads to a decrease in the frequency of car driving.In some cases,e-bike use resulted in im-pressive reductions of car trips,ranging from 25%to 60%.26 E-bikes also provide a more com-fortable ride for users while cycling up hills,in warm climates,and when carrying additional passe

100、ngers or goods,all trips that might otherwise be made with an automobile.23 World Bank.(2023).“Global Facility to Decarbonize Transport(GFDT).”24 Lewis Fulton&D.Taylor Reich.(December 2021).The Compact City Scenario Electrified.25 Hiselius,L.W.,&Svensson,.(2017).E-bike use in Sweden CO effects due t

101、o modal change and municipal promotion strate-gies.Journal of Cleaner Production,141,818824.26 Helga Birgit Bjrnar et al.(July 2019).From Cars to Bikes The Effect of an Intervention Providing Access to Different Bike Types:A Randomized Controlled Trial.Joost De Kruijf et al.(September 2018).Evaluati

102、on of an Incentive Program to Stimulate the Shift from Car Commuting to E-Cycling in the Netherlands.15BOX 2:CAN E-BIKES REPLACE VEHICLE TRIPS OUTSIDE OF URBAN AREAS?People in urban peripheral and rural areas often have few transportation options aside from private vehicles because of expensive,infr

103、equent,and/or nonexistent public transport services as well as longer trip distances as a result of lower-density development.E-bikes present a viable solution to improve mobility in lower-density areas because they are better suited for longer trips than conventional bicycles.A study of 10,000 Euro

104、pean cyclists reported an average e-bike trip of about 9 km compared to an average conventional bicycle trip of about 5 km.27 A US study estimated average trip lengths of 7.5 km for e-bikes and 5 km for conventional bicycles.28 However,a lack of protected cycle lanes and supportive infrastructure(i.

105、e.,convenient bicycle parking,repair locations,etc.)and limitations presented by inconsistent electricity access and charging infrastructure in rural areas likely present a more difficult environment for e-bike use than in urban contexts.How-ever,in high-income country suburbs,low-speed neighborhood

106、 roads could sup-port local e-bike trips,and theft may be less of an issue where space is available to store e-bikes indoors.Studies and interviews conducted for this report highlight the potential of e-bikes for travel outside city limits.On large farms or other agricultural properties,e-bikes are

107、being considered as quieter,cleaner options for moving around the property,substituting for gas-powered utility terrain vehicles.29 In Tanzania,researchers es-timated that e-bikes could save students traveling from rural areas to school up to 80%of commuting time,reducing a four-hour commute to 50 m

108、inutes.30 E-bike use is growing in rural areas of the Netherlands,too,where there is a greater opportunity for e-bikes to substitute for car trips and yield emissions reductions than in cities where car ownership is lower.31 In China,rural poverty is closely intertwined with rural immobility,but e-b

109、ikes are considered a way for rural residents to access op-portunities beyond those available in rural areas.3227 Alberto Castro et al.(June 2019).Physical activity of electric bicycle users compared to conventional bicycle users and non-cy-clists:Insights based on health and transport data from an

110、online survey in seven European cities.28 Michael McQueen,John MacArthur,&Christopher Cherry.(October 2020).The e-bike potential:Estimating regional e-bike im-pacts on greenhouse gas emissions.29 Noa Banayan(PeopleForBikes).(May 4,2023).Video interview by author.30 Kennedy Aliila Greyson et al.(June

111、 2021).Exploring the Adoption of E-bicycle for Student Mobility in Rural and Urban Areas of Tanzania.31 Michael Jenkins et al.(November 2022).What Do We Know about Pedal-Assist E-Bikes?A Scoping Review to Inform Future Directions.32 Zhao Yu&Pengjun Zhao.(February 2021).“The Factors in Residents Mobi

112、lity in Rural Towns of China:Car Ownership,Road Infrastructure,and Public Transport Services.E-bikes have the capacity for longer trip distances than traditional bicycles,allowing for the possibility of them replacing private vehicles for local trips.SOURCE:Bad Kleinkirchheim via Flickr16E-bike use

113、has also been directly linked to reductions in vehicle kilometers traveled and related emissions.In North America,using e-bikes for 15%of all miles traveled could result in a 12%reduction in carbon dioxide emissions from transport.33 In Denver,71%of participants in the citys e-bike purchase incentiv

114、e program reported reducing car trips(see Highlight Box 3).BOX 3:EXPANDING ACCESS TO E-BIKES AS A CLIMATE SOLUTION IN DENVERA citizen-led effort to push for more coordinated action to address climate change at the city level in Denver led to the passage of a ballot measure in 2020 to create a sales

115、taxsupported Climate Protection Fund.Since then,the tax has generated around USD$40 million per year,which the citys Office of Climate Action,Sustainability,and Resilience(CASR)has used to support climate actions across the transport,building,and energy sectors.In 2021,CASR began to look into potent

116、ial incentive programs for e-bikes in an effort to encourage more people especially low-income residents to pur-chase an e-bike as a way to reduce private vehicle use.The cost of an e-bike had been identified by low-income residents as a significant barrier to purchase and daily use.Because the prog

117、ram was primarily targeting low-income residents,a reimbursement or rebate received after the purchase would not be viable,be-cause many low-income residents would not be able to afford the upfront price,even if they would receive a rebate(partial refund)later.CASR decided to pur-sue a point-of-sale

118、 discount,which means that bicycle retail shops would cover the full cost of e-bike purchases through the program until the city reimbursed them.Consultations with local bicycle retailers indicated that they were gener-ally supportive of the program it would increase e-bike sales but were con-cerned

119、 about the reimbursement process and the time it would take.Given this feedback,CASR hired a third-party to implement and operate the program in an effort to deliver timely reimbursements to the bicycle shops.33 Michael McQueen,John MacArthur,&Christopher Cherry.(October 2020).The e-bike potential:E

120、stimating regional e-bike im-pacts on greenhouse gas emissions.In Denver,e-bike rebates are coupled with improved bicycle infrastructure in order to incentivize climate friendly transportation options.SOURCE:Lars Plougmann via Flickr17Denvers e-bike voucher program launched in 2022.The point-of-sale

121、 voucher can be used to purchase an e-bike or ecargo cycle from any Denver-based bicy-cle retailer,with$400 standard vouchers available for regular e-bikes and$900 vouchers for ecargo cycles.Income-based vouchers provided$1,200 toward the purchase of a regular e-bike and$1,700 toward an ecargo cycle

122、.CASR originally budgeted$300,000 for vouchers,but demand significantly dwarfed that amount more than 1,000 people applied for vouchers in the first few days of the pro-gram.CASR was able to allocate additional funds to support more vouchers,ulti-mately offsetting the purchase of about 4,700 e-bikes

123、 in 2022,about half of which were bought by residents using income-qualified vouchers.A survey of users of the e-bike vouchers showed promising climate impacts from the program.E-bike owners reported riding an average of 26 miles(42 kilo-meters)per week,with income-qualified voucher recipients ridin

124、g slightly more than average,at 32 miles per week.And 71%of respondents reported using their car less often,with the 4,700 e-bikes purchased through the program replac-ing approximately 100,000 vehicle miles traveled per week.Each year,the 4,700 e-bikes will offset approximately 1,450 metric tons of

125、 greenhouse gas emissions,or the equivalent of taking more than 300 cars off the road.34The program was renewed for 2023,and demand for e-bike vouchers is well be-yond what CASR can provide.Meanwhile,the city is investing in complementary infrastructure,like protected bicycle lanes,that can support

126、more frequent and longer e-bike trips and greater modal shift away from private vehicles.35Finally,as the share of electricity generated by renewable sources(e.g.,wind and solar)increases around the world,and particularly in low-and middle-income countries,the potential for GHG re-ductions from e-bi

127、kes will grow.The promise of inexpensive,clean transportation from e-bikes can also add incentives for the creation of sustainable,consistent electricity supply to areas that cur-rently have inconsistent(or no)supply and/or a GHG-intense electricity supply.Estimating the Climate Impacts of a Large-S

128、cale Global Shift to E-bikesAs outlined above,the emissions-reduction potential from replacing vehicle trips with e-bike trips is high,especially in places where car ownership is high.This is because for most people conventional bicycles are well-suited for trips under 5 kilometers,whereas e-bikes e

129、nable riders to cover longer dis-tances(10 km or more)with less physical effort.As such,e-bikes are a useful addition to the active mo-bility fleet,substituting for cars over longer distances compared to conventional bicycles.Using data from The Compact City Scenario Electrified,we can estimate the

130、impact of a large-scale global shift to e-bikes(away from polluting vehicles)by 2050.36 In this high-shift scenario,we assume that cycling,walking,and public transport are the dominant and prioritized modes,supported by sustained funding and street space allocation.Vehicle travel still increases in

131、the years leading up to 2050,albeit at a much slower rate than we currently see year over year.Overall,the share of urban passenger kilometers traveled(PKT)by car would decrease,and part of that decrease would be the result of an increase in e-bike PKT.Using research on ex-isting conditions for e-bi

132、ke access and use,we can estimate the percentage of the mode shift away from cars that e-bikes would be responsible for in each region and the associated emis-sions reductions(shown in Table 2).Table 2.Projected Impacts of a High Shift to E-bikesCountry/RegionE-bike mode share in 2050Number of e-bik

133、es in use to support shift(millions)Millions of cars taken off the roadMillions of ICE 2W taken off the roadAnnual emissions reductions due to e-bike shift(Mt/year)Non-OECD Europe/Asia10%32525.925.1105India14%20025.11584United States7%557.80.154Other Americas11%807.12.144Europe(OECD)9%1209.83.243Chi

134、na16%36011.65.240Africa/Middle East3%803.93.231Brazil11%252.71.311E-bike refers to low-speed electric bicycles(not e-mopeds or e-motorcycles)as defined in Section II.34 City and County of Denver et al.(2023).Denvers 2022 E-bike Incentive Program Results and Recommendations.35 Mike Salisbury(Office o

135、f Climate Action,Sustainability,and Resiliency,City of Denver).(May 4,2023).Video interview by author.36 Lewis Fulton&D.Taylor Reich.(December 2021).The Compact City Scenario Electrified.18Worldwide,approximately 1.25 billion e-bikes are needed to support a shift that would yield about 400 megatonne

136、s(Mt)of annual emissions reductions.This means that more than 1 bil-lion additional e-bikes are needed worldwide by 2050.After the non-OECD Europe and Asia region,the individual countries with the largest emissions reductions potential are India and the United States,where a high shift to e-bikes co

137、uld take more than 40 million private vehi-cles(cars and ICE two-wheelers)and 8 million cars,respectively,off the road.Access ImpactsExpanding Access to Affordable,Clean TransportationThe integration of e-bikes with public transport can further reduce emissions,especially for first-and last-mile tri

138、ps.37 E-bikes can significantly expand public transport station catchment areas beyond walking and conventional bicycles,enabling more people to consider using public transport.38 E-bikes are more likely to become a viable transport option for both personal and commercial vehicle trips when they are

139、 integrated with existing sustainable transport modes like rail and buses,and especially when coupled with complementary policies.Such policies in-clude enabling safer,more secure cycle trips by providing protected cycle lanes and convenient bicycle parking,or policies like low-emission zones and pr

140、icing parking,which disincentivize driving.Notably,e-bike battery fire concerns have led some transport agencies such as PATH,which operates commuter trains between New York City and New Jersey to consider banning e-bikes onboard metro trains,indicating a need to balance integration and safety goals

141、.39 40Providing Alternatives for Underserved GroupsE-bikes can also improve mobility for underserved populations by connecting to transit or ful-filling entire trips.Women,older adults,people with disabilities,students,and even informal street vendors report being more willing to use an e-bike compa

142、red to a conventional bicycle.41 In the Copacabana neighborhood of Rio de Janeiro,Brazil,women make up 33%of e-bike users compared to 25%of traditional bicycle users.42 E-bikes make carrying goods and extra passen-gers tasks often required by women more manageable than when using conventional bicy-c

143、les,and e-bikes offer more route flexibility compared to public transport.In the Netherlands,production of adapted e-bikes is growing,offering active mobility options for people with physical disabilities.4337 Michael Jenkins et al.(November 2022).What Do We Know about Pedal Assist E-Bikes?A Scoping

144、 Review to Inform Future Directions.38 TUMI.(2023).Increasing catchment area for public transport through e-bikes39 Henry Beers Shenk.(June 23,2021).The PATH Train Just Quietly Banned E-Bikes at All Times.40 Jules Flynn(Zoomo).(May 16,2023).Video interview by author.41 Samantha J.Leger,Jennifer L.De

145、an,Sara Edge,&Jeffrey M.Casello.(May 2019).“If I had a regular bicycle,I wouldnt be out riding anymore”:Perspectives on the potential of e-bikes to support active living and independent mobility among older adults in Waterloo,Canada;ITDP Indonesia.(May 17,2023).Video interview by author.42 Transport

146、e Ativo.(August 2014).Contagem de Ciclistas.43 See:Van Raam.In New York City our low-income members use bikeshare very frequently.And they disproportionately choose electric bikes.”Caroline Sampanaro,LyftSOURCE:Antonio Reynoso,Flickr19“In Jakarta,womensurveyed said theyprefer to use e-bikesbecause i

147、t was moreadvantageous.Theythink its easier touse them in this kindof humid climate,and they are usuallycarrying goods.”Deliani Poetriayu Siregar,ITDP IndonesiaSOURCE:Toto Santiko Budi via ShutterstockIn some cities,e-bikes have been integrated into bikeshare programs,providing access without the up

148、front cost to users.For example,Tembici,a Brazilian bikeshare operator,offers shared e-bikes in eight of the 10 Brazilian cities it operates in,as well as in Bogot,Colombia.44 Shared e-bikes are growing in popularity:Data from eight bikeshare systems in the US operated by Lyft in 2022 shows a 107%in

149、crease in new e-bike riders since e-bikes were added to their systems in 2020.Data from the North American Bikeshare Association(NABSA)shows a similar trend,with the percentage of bikeshare systems offering e-bikes growing from just under 30%in 2019 to 50%in 2021,and shared e-bike trips tripling fro

150、m about 6 million to 18 million over the same period.45 Income-qualified riders who use Lyfts reduced-fare membership take twice as many e-bike rides compared to standard members.46Though e-bikes are increasingly popular among users,bikeshare operators face challenges,as they cost more and have the

151、higher operational costs of battery swapping and charging.This has limited the availability of e-bikeshare,especially in low-and middle-income countries(see Highlight Box 4).44 Tembici.(2020).Tembici Tem coisa boa.45 North American Bikeshare and Scootershare Association.(August 2022).3rd Annual Shar

152、ed Micromobility State of the Industry Report 2021.46 Lyft.(2023).Lyft Multimodal Report 2023.20Tembici electric bikes are part of the companys bikeshare fleet in Sao Paulo.SOURCE:Toto Santiko Budi via ShutterstockBOX 4:DESPITE DEMAND,OPERATIONS COSTS HOLD BACK SHARED E-BIKESSince 2018,both public a

153、nd privately operated bikeshare systems have been inte-grating e-bikes into their fleets.Most bikeshare systems that include e-bikes see high utilization of e-bikes compared to conventional bicycles;for example,in New York City,electric Citibikes are used for two out of five(40%)trips,despite making

154、 up only 20%of the fleet.47 Shared e-bike riders in New York have also reported con-necting with public transport more than twice as often as conventional bikeshare riders.48 Globally,as of 2022,29%of all bikeshare systems worldwide(567 total)offer e-bikes,up from 18%of systems in 2021.49 While shar

155、ed e-bikes can greatly improve urban access,especially for low-income residents,the cost of purchasing shared e-bikes compared to traditional bicy-cles as well as the cost and logistics of ensuring shared e-bikes remain charged complicate bikeshare operations.50 Existing bikeshare stations may need

156、to be retrofitted to connect to the electricity grid and enable e-bikes to charge when docked at a station.The cost of this varies widely by region because of labor and construction costs as well as permitting.Bikeshare operator Lyft estimates that if 20%to 30%of a systems stations are connected to

157、the grid,that can offset up to 90%of vehicle miles traveled to conduct battery swaps.51 Indeed,battery swap-ping,where the bikeshare operator replaces low e-bike batteries with charged ones throughout the day,presents a different set of costs and limitations.Cities interested in integrating e-bikes

158、into existing or planned bikeshare systems must understand these potential challenges and work with utility providers and other relevant stakeholders to identify feasible solutions.In low-and middle-income cities,financing might be available to support such solutions.For example,Brazils National Ban

159、k for Economic and Social Develop-ment(BNDES)financed Brazilian bikeshare company Tembici so it could expand its fleet of electric bicycles and increase its capacity to manufacture bikeshare bicycles domestically in Manaus,a hub for bicycle manufacturing in Brazil.The in-vestment is meant to address

160、 the negative impacts of climate change and reduce harmful emissions by encouraging people to switch from driving to using clean mobility options like e-bikes.5247 Lyft.(2023).Lyft Multimodal Report 2023.48 Lyft.(May 18,2023).Video interview by author.49 The Meddin Bike-Sharing World Map.(December 2

161、022).The Meddin Bike-Sharing World Map Report.50 Justine Lee(25Madison).(April 27,2023).Video interview by author;Caroline Samponaro and Tejus Shankar(Lyft).(May 18,2023).Video interview by author.51 Lyft.(May 18,2023).Video interview by author.The right percentage of grid-connected bikeshare statio

162、ns will vary based on system design,as well as constraints as a result of permitting and site selection.52 Brazilian Development Bank.(February 2023).BNDES Finances Tembici in an Unprecedented Micromobility Operation.21Economic ImpactsE-bikes can improve access to destinations(education,jobs,etc.),g

163、enerating economic returns,though these can be difficult to quantify.E-bikes have also contributed to economic growth by supporting local delivery companies and expanding domestic manufacturing opportunities.Providing Economic Opportunity for Delivery WorkersGiven their relatively low cost and abili

164、ty to cover longer distances,e-bikes can help people(especially those without access to a car)access economic opportunities.With the rise of app-based and traditional delivery companies,demand for delivery drivers is high.For example,in China in 2022,more than 7 million e-bike delivery drivers53 ear

165、ned income from Meituan and Ele.me,the two largest food delivery apps in the country.54 55 Experts estimate that the total number of app-based delivery workers in China may be around 10 million.56 Many of these are low-income workers:According to Meituan,approximately four out of five of the apps de

166、livery workers in 2022 were low-income“rural transfer laborers”and 6%report being impoverished.A large percentage of New York Citys reported 65,000 delivery workers57 use e-bikes(many also use motorized scooters;however,data on specific modes used by these workers is unavailable)largely because it i

167、s easier to maneuver and park an e-bike around the city than an automobile.Many of these delivery workers are low-income immigrants to the US,a group that faces high rates of unemployment.These economic opportunities are only accessible if potential drivers can afford a vehicle to use for deliveries

168、.Though they are less expensive than cars,e-bikes can still be unaffordable,especially for people with limited income.In Brazil,bikeshare operator Tembici launched a partnership with a food delivery app to offer reduced-rate bikeshare plans for delivery work-ers.58 This includes special rates for e-

169、bikes in seven major Brazilian cities.These plans put e-bikes within reach of low-income delivery workers,improving daily incomes with the greater speed and range that e-bikes provide.Unlocking Domestic ManufacturingBeyond their potential for emissions reductions and access to clean transport in cit

170、ies,e-bikes can present positive impacts for the economy.China and countries in the EU have been leveraging the economic opportunity presented by e-bikes for some time in the form of domestic production and sales.Consumers in EU countries are buying between 5 million and 6 million e-bikes per year,w

171、hich is about a quarter of the total bicycle market(about 22 million bicycles sold per year).The e-bike market has yet to plateau in the EU,with about 30%growth each year.59 Alternatively,in Brazil,demand for e-bikes is largely concentrated in wealthier cities such as So Paulo and Rio de Janeiro,and

172、 e-bikes make up a relatively small share about 1.5%of the overall bicycle market.Experts forecast e-bikes to grow to around 5%of the Brazilian bicycle market in the next few years.6053 Many app-based delivery workers in China use vehicles that would not be considered e-bikes in this report(instead

173、riding e-scooters or similar);however,some use true e-bikes(e.g.,pedal-assist or throttle e-bikes with a maximum speed of 25 kph).54 Meituan.(February 2023).美團發布2022年騎手權益保障社會責任報告：624萬騎手通過美團獲得收入 2022 Meituan Rider Rights Protection Social Responsibility Report.55 Ele.me.(October 2022).2022藍騎士發展與保障報告：

174、全職或兼職送外賣-云快賣，移動點單服務商 2022 Delivery Rider Develop-ment and Protection Report.56 Shanshan Li(ITDP China)&Qiuyang Lu(ITDP China).(May 4,2023).Video interview by author.57 Nathaniel Meyersohn.(May 2023).How On-Demand Delivery Services Hobbled an American City.58 Tembici.(January 17,2024).Planos Ifood Pe

175、dal.59 Ceri Woolsgrove(ECF)&Philip Amaral(ECF).(May 23,2023).Video interview by author.60 Daniel Guth(Aliana Bike).(June 1,2023).Video interview by author.E-cargo cycles serve as a lower cost option for delivery drivers that may otherwise be unable to enter the market.SOURCE:Angus Gratton via Flickr

176、22Demand and potential for domestic design and manufacturing is also growing in African coun-tries,where dozens of local private start-up companies are offering e-bike fleets for local deliv-eries,personal transport,and ambulance services.61Given that the global e-bike market is projected to grow by

177、 about 220%from 2022 to 2030,62 e-bikes are a viable product for the growth of domestic green manufacturing.Countries seek-ing to lead the way to greener industry have an opportunity in the coming years to bolsterdomestic production of e-bikes,contributing to their own national supply and,potentiall

178、y,offering e-bikes as exports to other countries as demand grows.Additionally,as production ofelectric cars ramps up in many places,demand for lithium-ion batteries will grow.Industrialpolicies that prioritize e-bike production will be a more equitable,sustainable use of limitedbatteries and materia

179、ls for example,because an e-bike battery capacity is 0.5kWh and anelectric cars is 80kWh,many more(e.g.,160)e-bikes can be produced for every electric car.6361 Emilie Martin et al.(2023).African Electric Bicycles Start-Up Booklet.62 Fortune Business Insights.(May 2023).Electric Bike Market Growth&Tr

180、ends|Industry Analysis 2030.63 Authors calculations.SOURCE:International Labor Organization via Flickr23IV.SEVEN KEY BARRIERSTO E-BIKE UPTAKEIn nascent and developing e-bike markets and even in established ones,many barriers to ac-cess and use exist.These barriers limit e-bike uptake and thereby lim

181、it potential climate,ac-cess,and economic benefits from these vehicles.It is important to understand these barriers so that infrastructure and policy interventions promoting e-bikes can be most effective.1.Streets and policies prioritize vehiclesMany barriers to e-bike use are the same as those limi

182、ting the use of bicycles for everyday trips,and interventions that enable more and safer cycling also enable e-bike adoption.In many cities,even those where the majority of people do not own or have access to a car,streets are designed primarily for car users.Critical infrastructure that makes cycli

183、ng safe,convenient,and comfortable includes:a network of interconnected cycle lanes(both for local and longer-distance trips between cities),low-speed streets with low volumes of vehicle traffic for travel within neighborhoods,and secure bicycle parking near all destinations.Without this infrastruct

184、ure,women,young children,and older adults groups who consistently report not feeling safe or comfortable riding a bicycle without separation from vehicles are not likely to consider using an e-bike even if other major barriers like affordability,storage,and charging concerns are minimized.64 Without

185、 safe spaces on the street to ride an e-bike,and in the face of policies that heavily in-centivize and prioritize driving,e-bike uptake will be marginal at best.Policies that promote vehicle use include fuel subsidies,discounted or free parking provided by employers,and free municipal on-street park

186、ing.Even free on-street parking/charging and rebates for electric au-tos make e-bikes less attractive compared to private cars.This is especially true when there are no similar subsidies to offset the cost of purchasing an e-bike or provide cash-outs for cy-cling to work.64 Jennifer Dill,Tara Goddar

187、d,Christopher Monsere,&Nathan MacNeil.(January 2015).Can Protected Bike Lanes Help Close the Gender Gap in Cycling?Lessons from Five Cities“Without safe infrastructure,few people will actually consider shifting from cars to e-bikes.”Jules Flynn,ZoomoSOURCE:LarsPlougmann via Flickr242.Limited supply,

188、high cost,and legacy market for competing modesIn nascent e-bike markets especially,supply of e-bikes and replacement parts is limited be-cause of a combination of low(or no)domestic manufacturing,high import tariffs,and few secondhand bicycles or parts.There also may not be accessible,low-risk alte

189、rnatives to pur-chasing an e-bike such as community e-bike libraries or e-bikes integrated into bikeshare systems which allow people to try an e-bike before committing to purchasing one.Limited supply makes e-bikes and their parts expensive for people to purchase,especially compared to the mature ma

190、rkets for competing modes like ICE two-wheelers and used cars.In secondary cities in Ethiopia,potential for bicycle ridership is higher than in major cities be-cause trip distances are shorter and there is less traffic;however,tuk-tuks dominate short-dis-tance trips because most people do not have t

191、he disposable income to pay upfront for a bicy-cle(or e-bike).65 Similarly,e-bikes are more expensive than ICE two-wheelers in many African cities,where people have less disposable income compared to other regions,and e-bikes are too expensive to consider for personal use.66 Further,insufficient ele

192、ctrical grid capacity and inconsistent electricity access in general,especially for low-income populations,currently make it difficult to substitute e-bikes for ICE two-wheelers,which can be more reliably fueled with gas or diesel.67In Indonesia,e-bikes are also more expensive to purchase than ICE t

193、wo-wheelers because the two-wheeler market is very well-established and benefits from subsidies and econo-mies of scale.68 Commercial use of e-bikes is also limited by a lack of supply.For example,in a pilot aiming to use bicycles for goods delivery in Mexican cities,none of the participating cooper

194、atives used ecargo cycles because they were not able to afford them.Some organizations attempted to adapt e-bikes to transport cargo,but the added weight and limited carrying capacity made this unsuccessful.69 Substituting e-bikes for higher-polluting,higher-speed ICE two-wheelers(to reduce pollutio

195、n and emissions)is challenging when e-bikes that are built to carry extra weight(i.e.,ecargo cycles)are not readily available.65 Seble Samuel.(June 15,2023).Video interview by author.66 Michael Linke.(May 2,2023).Video interview by author;Benjamin Hategekimana(ITDP Africa).(June 1,2023).Video interv

196、iew by author.67 Seble Samuel.(June 15,2023).Video interview by author.68 ITDP Indonesia.(May 17,2023).Video interview by author.69 Eloy Gonzalez(ITDP Mexico).2023.Email communication with author.Well-established legacy markets for ICE two-wheelers and the lower upfront cost of tuk tuks inhibit the

197、uptake of e-bikes,particularly in nascent markets.SOURCE:Katell Ar Gow via Flickr253.Unclear classification for e-bikesAs noted in Section II,classifications of e-bikes vary widely from country to country(and,often,subnationally).For example,in the EU,e-bikes must be pedal-assist,while in the US,e-b

198、ikes can have pedal-assist or a throttle.In the EU,China,and India,e-bikes are classified as bicy-cles and do not require riders to be licensed,carry insurance,or pay for registration,whereas in Vietnam and Singapore,registration for e-bikes is required,adding an extra barrier to their use.70 In oth

199、er places,such as Indonesia,e-bikes exist in a poorly classified gray area between bicycles and motor vehicles.Unclear classification causes confusion for potential riders,who may not feel confident pur-chasing an e-bike if they are unsure of the rules for where e-bikes can be ridden and what doc-um

200、entation is required.71 Fear of policy changes that may cause e-bikes or their parts to fluc-tuate in cost also reduces consumer confidence.72 It also creates challenges for retailers,who may choose not to stock e-bikes because of low consumer demand.Furthermore,unclear visual distinctions between v

201、ehicle classifications make it difficult to enforce regulations on where e-bikes versus heavier,faster two-wheelers are permitted to be ridden.4.E-bikes are perceived,taxed,and regulatedas luxury goodsSimilar to bicycles,e-bikes are often seen as something used for recreation rather than for everyda

202、y transport in cities.The perception of e-bikes as recreational not only impacts how individual people make choices about how to move around their cities but it underscores how e-bikes are taxed and regulated.E-bikes are often taxed as luxury items.This is especially truein Brazil,where 85%of the co

203、st of an e-bike is taxes;the IPI tax(a national tax on manufac-tured products)makes up 35%of the taxes on e-bikes,which is a higher share than on cars,guns,and certain alcohols.73 Regulators also look at e-bikes as a recreational vehicle,not amode of transport,which leads to unclear and uninformed c

204、lassification.7470 ITDP Indonesia.(September 2023).Road Map and Timetable of Two-Wheeler Electrification in Greater Jakarta:Electric 2W Inte-gration to Urban Traffic Guideline.71 Noa Banayan(PeopleForBikes).(May 4,2023).Video interview by author.72 Adam Mayer.(2019).Motivations and barriers to elect

205、ric bike use in the U.S.:Views from online forum participants.73 Daniel Guth(Aliana Bike).(June 1,2023).Video interview by author.74 Jules Flynn(Zoomo).(May 16,2023).Video interview by author.Unclear distinctions between e-bikes and two-wheelers causes confusion for those trying to enforce regulatio

206、ns and those considering purchasing an e-bike.SOURCE:V.T.Polywoda via FlickrRegulators often see e-bikes as recreational vehicles,not transport modes,resulting in extraneous taxes that inflate e-bike purchase costs.SOURCE:Canyon Bicycles265.Few secure storage and theft-prevention optionsEven in esta

207、blished e-bike markets,secure storage and theft prevention are important factors that influence whether or not to purchase an e-bike for daily use.Because of their size and weight,it can be more difficult to lock e-bikes at traditional bicycle parking racks,and users may be unsure if they can safely

208、 lock an e-bike at every destination.E-bikes are also generally known to be more expensive than conventional bicycles,making them targets for theft.Recom-mendations to use more than one lock or a lock and chain also pose additional upfront costs its expensive to purchase high-quality locks.Furthermo

209、re,e-bike battery theft can be difficult to mitigate depending on the design of the e-bike.It is preferable to store an e-bike in a covered,dry location because battery degradation can occur more quickly with exposure to moisture.In dense cities,many people do not have the space or physical ability(

210、i.e.,to carry an e-bike up several flights of stairs)to store an e-bike inside their building or apartment,and few,if any,alternative secure storage options are avail-able.In some cities,such as in China,it is illegal to store e-bikes indoors due to concerns sur-rounding battery fires(see Barrier 7

211、for more).6.Perceived lack of safetyMany people have never ridden an e-bike and likely will not feel comfortable purchasing one without having that experience.People often perceive riding an e-bike as less safe than riding a conventional bicycle because of its weight,ability to accelerate quickly,an

212、d motor.However,data shows that the risk of a crash involving e-bikes is only slightly higher than for convention-al bicycles,and this is mainly attributed to balance problems.75 E-bikes have not been found to be more likely to cause a serious crash than conventional bicycles.76 77 7875 A.Fyhri,O.Jo

213、hansson,&T.Bjornskau.(November 2019).Gender differences in accident risk with e-bikes.76 Ibid.77 Institute for Road Safety Research.(May 2022).Pedelecs and speed pedelecs:Is a pedelec or speed pedelec more dangerous than a conventional bicycle?78 German Insurance Association.(November 2014).Compact

214、accident research:Traffic safety of electric bicycles SOURCE:Katell Ar Gow via FlickrUse of e-bikes on shared paths causes concern for potential conflicts with pedestrians.Infrastructure that separates cyclists from pedestrians,such as protected bicycle lanes,deters unsafe incidents.SOURCE:V.T.Polyw

215、oda via Flickr“If you dont have a good place to store an e-bike,that becomes an issue.Youve got more to lose.Park-ing is an issue.”Philip Amaral,ECF27Other related safety concerns exist around e-bikes and potential conflicts with lower-speed conventional bicycles in bicycle lanes and pedestrians in

216、shared paths or sidewalks.A Dutch study that compared adult and elderly cyclists each riding e-bikes and conventional bicycles along the same route found that the speed of elderly cyclists riding an e-bike was about the same as adult cyclists riding a conventional bicycle.79 Both groups slowed their

217、 speeds when riding an e-bike in“complex traffic situations,”indicating that e-bike riders self-regulate their speed based on their surroundings.Observations of e-bike riders,conventional bicycle riders,and pedestrians in Shenzhen showed that conflicts between e-bike riders and pedestrians were most

218、 frequent,exposing pedestrians to higher injury risks.80 Cities that lack sufficient infrastructure separating e-bike(and conventional bicycle)riders from pedestrians are more likely to experience these conflicts.Nonetheless,the vast majority of pedestrian injuries and fatalities come about in crash

219、es with heavier,higher-speed motor vehicles.817.Charging and battery handlingCharging an e-bike battery is much simpler than charging larger electric vehicles like cars and buses;most e-bike batteries can be removed from the bicycle frame and charged using a standard wall outlet.As the market contin

220、ues to mature,the range for e-bike batteries is ex-panding,making charging and what is often referred to as“range anxiety”82 less of an issue.83 However,in places where residential access to electricity is intermittent,needing to charge an e-bike at home presents a serious barrier to use.84Improper

221、charging of lithium-ion e-bike batteries has also led to serious fires,especially when batteries are left to charge over long periods of time or when low-quality or incorrect voltage chargers are used.Repairs using low-quality or incorrect components can also increase risk of fires.In New York City

222、during the first six months of 2023,13 people died as a result of more than 100 fires caused by e-bikes(likely by faulty lithium-ion batteries overheating).85 Without national battery or charging standards in the US,state and city-level legislators are pursuing safety standards for batteries and cha

223、rging in New York.86 In Chinese cities,where one in five people owns an e-bike,concerns about battery fires means that people are not permitted to charge their e-bike batteries inside their homes.Large cities like Beijing provide public charging cupboards,similar to public cell phone charging statio

224、ns,where people can pay a fee to leave their e-bike battery to charge.79 Willem P.Vlakveld,Divera Twisk,Michael Christoph,Marjolein Boele,Rommert Sikkema,Roos Remy,&Arend L.Schwab.(January 2015).Speed choice and mental workload of elderly cyclists on e-bikes in simple and complex traffic situations:

225、A field experiment.80 Xinyu Liang,Xianghai Meng,&Lai Zheng.(August 2021).Investigating conflict behaviours and characteristics in shared space for pedestrians,conventional bicycles and e-bikes.81 World Health Organization.(June 2018).Global status report on road safety 2018.82 Range anxiety refers t

226、o the concern that an electric vehicle will run out of power before the user is able to reach a charging station.83 Ceri Woolsgrove(ECF)&Philip Amaral(ECF).(May 23,2023).Video interview by author.84 Seble Samuel.(June 15,2023).Video interview by author.85 Winnie Hu.(June 2023).How E-Bike Battery Fir

227、es Became a Deadly Crisis in New York City.86 Bicycle Retailer and Industry News.(November 28,2023).Bill would require all NY State shops selling e-bikes to have fire suppression equipment.Public charging stations for e-bikes serve as a solution to charging indoors,which can be a fire hazard.SOURCE:

228、Herzi Pinki via Wikimedia Commons28V.RECOMMENDATIONSTO SUPPORT E-BIKE UPTAKEThe following recommendations are meant to address the barriers discussed in Section IV and to expand access,affordability,and ridership of e-bikes for both personal and commercial uses,as well as to cultivate a stronger cyc

229、ling culture more broadly.Doing so will position cit-ies and countries to benefit from the climate,economic,and equity gains presented by a large-scale growth in e-bike use.Some recommendations should be implemented at the national level,some at the city level,and some at both national and subnation

230、al levels,as shown in Table 3.Table 3.Recommendations for Scaling E-bike UseE-bikes open up cycling to more people and trip types.SOURCE:ITDP IndonesiaLevel of governmentRecommendationNationalCityDevelop a definition for e-bikes and their use(or higher)Ensure quality manufacturing standards for e-bi

231、kes,batteries,and battery recycling(or higher)Improve affordability of e-bikesFund cycle infrastructure(or higher)Educate potential e-bike usersIncrease access to shared e-bikesDevelop an enforcement plan for e-bikes and cycle infrastructureImprove ability to import and/or produce quality e-bikes do

232、mesticallyDisincentivize private vehicle useAlign e-bikes with climate pledgesPursue universal charging for e-bikesIncorporate e-bikes into electrification plans29Recommendation 1|Develop a definition for e-bikes and their use Define weight,width,speed,and power maximums for e-bikes separate from IC

233、Etwo-wheelers.Identify where e-bikes are permitted,such as on bicycle infrastructure,off-streettrails,and the street.With regard to traffic laws and regulations,national governments should clearly define e-bikes as bicycles for use on roads.Defining e-bikes as bicycles(for use on the road)facilitate

234、s their operation without obtaining a license,insurance,or registration.This is keyto enabling broad,easy use of e-bikes.A national standard helps consumers know what typeof e-bike is safe.Local road rules can then point to the national standard and permit the useof compliant e-bikes in bicycle lane

235、s.A national standard also safeguards customers fromfalse or misleading information,such as companies branding electric mopeds as e-bikes.Aclear definition of e-bikes helps define what is not an e-bike.For example,electric mopeds ormotorcycles,which are heavier and can reach top speeds higher than 3

236、2 kph,should not bedefined as e-bikes and should not be permitted to use bicycle lanes.National governments should also use an industry standard for accepting e-bikes into consumer markets.For example,the European Union uses industrial standard EN15194,87 the worlds first comprehensive safety standa

237、rd for electric-assisted bicycles,and requires all electric-assisted bicycles to comply in order to be sold in the EU.China uses the GB 4229588 standard.A national,regional,or federal definition helps to ensure consumer safety,standardizes production requirements,and enables enforcement for violatio

238、ns.Such standards should also require anti-tampering to reduce instances of after-market modifications of e-bikes to exceed speed restrictions.Another reason to develop a national definition is to facilitate national funding streams.A standardized national definition facilitates the deployment of na

239、tional subsidies and grants to regional or municipal programs.For example,the Swedish ministry struggled to award funding from a 125 million fund for e-bikes and ecargo cycles because it lacked a clear national definition for what qualified as an e-bike.89 Recommendation 2|Ensure quality manufacturi

240、ng standards for e-bikes,batteries,and battery recycling Introduce,disseminate,and enforce quality and safety standards for e-bikes and batteries.Develop a plan for e-bike battery(and other parts)recycling that mandates how materialsare recovered or disposed.Encourage manufacturers,retail shops,bike

241、share operators,etc.to maximize inter-changeability and reuse of e-bike components and materials.The two main types of batteries used in e-bikes today are lead-acid and lithium-ion.Lead-acid batteries are not easily flammable and are much less expensive,but lithium-ion batteries are lighter,hold mor

242、e energy,last longer,and charge faster.Lead-acid batteries are widely used in China because of their low cost.Unfortunately,their widespread use has also caused serious lead pollution in that country.9087 The European Committee for Standardization.(August 2023).Cycles Electrically power assisted cyc

243、les EPAC Bicycles.88 National Standards.(December 2022).電動自行車電氣安全要求.89 Cycling Industries Europe.(2023).CIE Expert Group on Cargo Bikes and Cycle Logistics.90 Min Liu et al.(January 2023).Life Cycle Environmental and Economic Assessment of Electric Bicycles with Different Batteries in China.“It is r

244、eally import-ant to have the Ministry of Trans-port launch the specification,de-fine what e-bikes are,and talk about safety,because we dont want mopeds in bike lanes.”Deliani Poetriayu Siregar,ITDP IndonesiaThe cycling industry has lacked standardization of components but the electric evolution of b

245、icycles can change that.SOURCE:aerogondo2 via ShutterstockNationalNational30Lithium-ion batteries are widely used in e-bikes outside of China.As mentioned in the previous section(on barriers to e-bike uptake),low-quality lithium batteries are the cause of most e-bike fires,as they are highly sensiti

246、ve to high temperatures and can burst into flames.Water seepage can also lead to fires.91 Low-quality batteries(not conforming to any existing standard)coupled with improper charging,storage,and maintenance of e-bikes increases this risk.National authorities can prevent these deadly fires by introdu

247、cing,disseminating,and enforcing existing standards for e-bikes and batteries.Batteries for e-bikes are relatively tightly regulated in the EU,and there have been few safety issues in the region.In the EU,a Batteries Regulation ensures that batteries entering the EU market are sustainable and proper

248、ly disposed of.92 An equivalent standard used in the US and elsewhere around the world is Underwriters Laboratories(UL)2849,93 the Standard for Electrical Systems for E-bikes.Further,UL 227194 is specifically for batteries used in light electric vehicles.Lawmakers in the US have introduced legislati

249、on to ensure higher levels of safety by taking faulty lithium-ion batteries off the market and setting consumer guidelines.This legislation is currently under consideration at the national level95 as well as in New York City.96Battery fires have also been a concern in China,where more than 6,000 e-b

250、ike related fires were reported in the first six months of 2021.97 Although China has a standard for e-bike batteries,it is not compulsory,with lax implementation by manufacturers and enforcement by authorities.98 A compulsory standard for lithium-ion e-bike batteries is in development;however,lead-

251、acid batteries will not be covered.Further,technical training and certification for e-bike retailers and guidance for users on proper e-bike storage,maintenance,and battery charging is essential to prevent dangerous fires from occurring.National governments should also help ensure responsible batter

252、y recycling and disposal,especially as e-bike use expands and legacy models reach the end of their life span.The EU provides perhaps the most comprehensive example to date of battery recycling.The union has taken a unified approach to e-bike battery recycling,addressing this through the European Gre

253、en Deal and as part of the circular economy.99 Beginning mid-2025,a more comprehensive regulatory framework on Extended Producer Responsibility will come into enforcement,with new rules for production,recycling,and repurposing of batteries.This will include higher collection and recycling targets be

254、ing introduced over time:All collected batteries have to be recycled and high levels of recovery have to be achieved,in particular of valuable materials such as copper,cobalt,lithium,nickel,and lead.100Conversely,the US has not sought to address e-bike battery recycling in a coordinated way.In lieu

255、of a national-level mandate,private-sector firms are leading the way in battery recycling.For example,Redwood Materials101 is working with Lyft the operator of several major bikeshare programs in North America,including New York Citys system(which has e-bikes)to recycle shared e-bike batteries.Anoth

256、er industry-led program enables private owners to easily recycle e-bike batteries.102 While these initiatives are a step in the right direction,without a national mandate,they are not compulsory,and there is little oversight of how materials are being recovered or disposed of.In addition to batterie

257、s,national governments should seek to improve recovery of other materials used in e-bikes.An emerging area for e-bike recycling is electric motors.This is particularly important,as e-bike motors are one of the components with a large environmental footprint because of the high use of copper in motor

258、 production.103 Overall,governments should nudge the e-bike ecosystem(manufacturers,retail shops,bikeshare operators,etc.)toward maximum interchangeability and reuse of e-bike components and materials.Including e-bikes in an overall effort to achieve a circular economy will increase the environmenta

259、lsustainability of this transport mode.Recommendation 3|Improve affordability of e-bikes Offer e-bike purchase incentives.Reduce import or other tariffs that inflate the cost of e-bikes.91 HDFCErgo.(June 2022).Why Do E-Bikes Catch Fire?Check Out 12 Tips to Prevent It.92 EUR-Lex.(July 2023).Regulatio

260、n(EU)2023/1542 of the European Parliament and of the Council of 12 July 2023 concerning batte-ries and waste batteries,amending Directive 2008/98/EC and Regulation(EU)2019/1020 and repealing Directive 2006/66/EC.93 UL Solutions.(n.d.).E-Bikes Certification:Testing to UL 2849.94 UL Standard.(Septembe

261、r 2018).UL 2271|UL Standards&Engagement|UL Standard.95 United States Congress.(March 2023).H.R.1797 Setting Consumer Standards for Lithium-ion Batteries Act.96 E-bike Lovers.(March 2023).New Law Requires Certification for Electric Bicycles and Batteries in NYC to Improve Safety Stan-dards.97 Shawn L

262、in.(October 2021).Chinas 300 Million E-Bikes Cause Alarming Number of Fires98 Shanshan Li&Qiuyang Lu.(May 4,2023).Video interview with ITDP China.99 European Commission.(December 2022).EU agrees new law on more sustainable and circular batteries.100 European Commission.(August 2023).Batteries.101 Re

263、dwood Materials.(n.d.).Redwood Materials.102 eBike Battery Recycling.(n.d.).Hungry for E-bike Batteries.103 Liu et al.(January 2023).Life Cycle Environmental and Economic Assessment of Electric Bicycles with Different Batteries in China.“Technical stan-dards and certifi-cation are import-ant to impr

264、ove safety,particularly for commercial e-bike fleets.Say you have a fleet of 500 e-bikes,and one or two catch fire,you could be looking at a ca-tastrophe.”Michael LinkeNational City31While mid-range e-bikes cost 10 to 15 times less than a mid-range car,104 they are still more expensive than the majo

265、rity of conventional bicycles and therefore remain unaffordable for many.In recent years,local and national governments(particularly in wealthier countries,such as the US,Australia,and EU members)have offered incentives such as point-of-sale vouchers,rebates,and credits for trading in a vehicle to r

266、educe the cost of purchasing an e-bike or ecargo cycle.105 106 Incentive programs in other cities and countries have alsobeen extended to businesses to purchase e-bikes for deliveries or other commercial uses.National-level examples of this include the Netherlands(up to 62%of purchase offsetthrough

267、tax deductions),Germany(up to 4,200 purchase subsidy),and Belgium(up to4,000 purchase subsidy).107Of course,initiatives to improve the affordability of e-bikes should reflect each countrys economic reality.An example of such an initiative from a middle-income country comes from India.As part of the

268、Delhi EV Policy adopted in 2021,offering a 25%discount to 10,000 e-bike customers and a 33%discount to 5,000 ecargo cycle customers is meant to generate both personal and commercial demand for e-bikes.108 The design of these incentive programs is important:Many offer vouchers or credits on a sliding

269、 scale based on income,with lower-income residents able to receive more support.Point-of-sale vouchers(like those used in Denver;see Highlight Box 3)are preferred over rebates,because people do not have to be able to pay the full amount up front and wait for reimbursement.Ensuring support and buy-in

270、 from bicycle retailers is also critical.Notably,Delhis incentive program includes a scrappage scheme where e-bike and ecargo cycle buyers can receive an extra Rs 3,000(USD$36)to scrap or deregister an ICE two-wheeler.109 Incentive programs could also be tied to quality standards,where only certifie

271、d e-bikes and batteries qualify for the incentive.110Jurisdictions that offer tax advantages for the purchase of an electric car should work to ensure that these can also be applied to e-bikes.Compared to EVs,subsidies for e-bikes may do more to incentivize purchase because the cost offset by the su

272、bsidy is much higher.For example,a$1,000 subsidy offsets 66%of the cost of a$1,500 e-bike compared to 3%of a$30,000 EV.In this hypothetical scenario,the presence of the subsidy likely reduces the purchase price enough to change the demand for e-bikes,while those who could not afford a$30,000 electri

273、c car or truck will most likely not be able to afford one that is 3%cheaper.A survey of e-bike voucher users in Denver showed that 67%of low-income respondents would not have purchased an e-bike without the subsidy.111Securing and allocating funding for e-bike purchase incentives may be challenging

274、for local and even national governments with limited budgets.However,many governments have been able to introduce and dedicate funding for incentives to offset the cost of purchasing an electric automobile(as well as for electric car charging on public rights of way)as a means of encouraging electri

275、c car or truck uptake.City and national governments should revisit these incentives and explore how allocating some of those funds or designing similar programs to support the purchase of e-bikes could be a more effective path to reducing harmful emissions and achieving related environmental and acc

276、ess goals.Revenues generated from policies intended to reduce demand for driving,such as priced on-street parking or congestion pricing,could also help fund e-bike purchase incentives(see Recommendation 9).Alternatively,market-based interventions,such as supporting the local production and distribut

277、ion of e-bikes across a range of price points,could increase supply and lower overall purchase costs for consumers.112 While some governments may not be able to offer upfront purchase incentives for e-bikes,they may be able to reclassify e-bikes so they are no longer considered“luxury goods”or forgo

278、 import tariffs(see Recommendation 8).This is what Brazil has done with electric cars since 2015113,and Ethiopias national NMT strategy suggests this for bicycles.114 Countries could consider lowering taxes for,or otherwise incentivizing,the domestic production of e-bikes to boost local supply and d

279、rive down the cost to purchase.104 Dana Yanocha and Mackenzie Allan.(2019).The Electric Assist:Leveraging E-bikes and E-scooters for More Livable Cities.105 Noa Banayan,Ashley Seaward,&Kyler Blodgett.(2023).Electric Bicycle Incentive Toolkit.106 European Cyclists Federation.(n.d.).Money for bikes:Ta

280、x incentives and purchase premiums for cycling in Europe.107 Urban Arrow.(November 2022).Receive Subsidies When Purchasing Cargo Bikes for Businesses.108 Transport Department of NCT of Delhi.(2021).Delhi EV Policy.109 Express News Service.(April 2022).Delhi government includes e-cycle under its EV p

281、olicy.110 Connecticut Department of Energy and Environmental Protection.(July 2023).Electric Bicycles eBikes.111 City and County of Denver et al.(2023).Denvers 2022 E-bike Incentive Program Results and Recommendations.112 Michael Linke.(May 2,2023).Video interview by author.113 Waldheim Garcia Monto

282、ya.(March 2023).EV import subsidies divide Brazils auto industry.114 ITDP.(May 2020).Ethiopia Non-Motorized Transport Strategy 20202029.“We know that if we only make progress on EVs electric cars and trucks or e-bikes,we wont get any-where near our climate goals.We know that we need to make action o

283、n both fronts.So we want to promote EVs,but we also know that we need to get people out of their cars,so just investing in EVs is not going to get us to our climate goals;we need to invest in e-bikes as well.”Mike Salisbury,City of Denver32Recommendation 4|Fund cycle infrastructure Develop,finance,a

284、nd implement a network of bicycle lanes and supportive bicycleinfrastructure that accommodates e-bikes.Designate annual,national-level funding for active mobility.E-bikes thrive when cycling is an irresistible choice for travel.A connected network ofprotected cycle lanes,greenways,safe intersections

285、,and low-speed streets is critical tosupport many types of people cycling for everyday trips.The same is necessary to support theuse of e-bikes.115 Cities in China and Western Europe,where e-bike use is highest,also havesome of the worlds most extensive cycle lane networks,coupled with low speed lim

286、its forvehicles and safe crossings at intersections.While providing cycle lanes and bicycle parkingis an important first step,these should be designed in a way that also accommodates e-bikes.For example,allowing for wider cycle lanes and including a passing lane in the design canmake maneuvering an

287、e-bike easier and more comfortable.Bicycle parking racks should be farenough apart that an e-bike can fit between racks with other parked bicycles present.Parking racks should also be located far enough away from walls or other items so it is easy to maneuver a larger,heavier e-bike into the parking

288、 space.E-bike chargers could be installed in high-demand bicycle parking areas.National and local governments play key roles in creating environments that support people using bicycles and e-bikes,including through:Creating standards for infrastructure design(national governments).Providing funding

289、for implementation of infrastructure and programming(nationaland local governments).Creating platforms for local governments to exchange information to facilitatepeer-to-peer learning about cycling(national governments and/or civil societyorganizations).Recently,Ireland and France have both made sig

290、nificant progress in supporting cycling(and e-bike use)at the national level.Irelands National Transport Authority allocated 290 million euros(USD$323 million)to deliver hundreds of projects to support cycling and walking in line with thegovernments Climate Action Plan.116 Similarly,in 2023,the Fren

291、ch government committed 2 billioneuros(USD$2.2 billion)through 2027 to improve cycle infrastructure and help people buy bicyclesin an effort to reduce car use and boost cycling across the country.E-bikes are gaining popularityin France,with one in four bicycles purchased in 2022 being electric,117 a

292、nd 65 million euros($72.3million)have been allocated to help people buy e-bikes as part of this program.National governments can also be particularly important players in stimulating e-bike use in suburban and rural areas where municipal authorities may not have jurisdiction or sufficient resources.

293、Another key role that national governments can play is in stimulating countrywide,inter-city cycle networks.E-bikes are particularly well-suited for longer-distance trips,such as between cities.When cyclists can complete these trips on high-quality off-road paths specifically designed for cycles(or“

294、bicycle highways”118),e-bikes become a very attractive substitute for vehicles for more types of trips.115 Shanshan Li(ITDP China)&Qiuyang Lu(ITDP China).(May 4,2023).Video interview by author.Noa Banayan(PeopleForBikes).(May 4,2023).Video interview by author;Justine Lee(25madison).(April 27,2023).V

295、ideo interview by author.116 National Transport Authority.(n.d.).Active Travel Investment Programme.117 Sandy Dauphin.(May 2023).The Government Releases Two Billion Euros for Its New Bicycle Plan.118 ITDP.(February 2020).Will E-Bikes Make Cycle Highways Happen?SOURCE:ITDP MexicoNational City33Recomm

296、endation 5|Educate potential e-bike users Develop educational campaigns to encourage e-bike use across demographic groups.Shift perception of cycling(and e-bike use)from recreational to transportation.Because e-bikes are less familiar than traditional bicycles to most people,cities should work to ed

297、ucate the public about what an e-bike is(classification,speed,etc.)and how they differ from higher-speed vehicles like mopeds and motorcycles.Education on e-bike safety,regulations for use on the street,and related policies is also needed.This could include partnering with local cycling advocacy gro

298、ups or bicycle retailers to disseminate information and communicate new programs,like the availability of e-bike purchase incentives or community e-bike libraries.Outreach events where people are able to test-ride e-bikes and receiveinformation on incentive programs or sign up for a bikeshare member

299、ship could help peoplefeel more comfortable integrating an e-bike into their daily life.Furthermore,promoting thesafe use of e-bikes and noting the dangers associated with improper charging or battery usecan help to curb accidents and injuries.Cities might also consider partnering with privatesector

300、 companies,such as those that employ delivery workers who use e-bikes,to ensure thatcommercial e-bikes and batteries meet safety standards.Recommendation 6|Increase access to shared e-bikes Offer e-bikes as part of public bikeshare programs.Consider incentives for local delivery companies that offer

301、 employees long-termaccess to shared e-bikes instead of vehicles.Even if people know how to ride a bicycle,they may never have tried riding an e-bike.Giving people a low-risk opportunity to experience riding an e-bike(i.e.,without the responsibility to purchase,store,or maintain one)can help people

302、better visualize how an e-bike might fit into their life and work for the types of trips they make.Many cities have done this by integrating e-bikes into existing bikeshare programs.Similar to integrating e-bikes into bikeshare systems as a low-risk way for people to try them,long-term e-bike rental

303、s are also gaining popularity,especially in the United States and Australia.Long-term e-bike rental programs are also increasingly used by local delivery workers who do not have access to a car or two-wheeler.Monthly subscription programs typically provide access to an e-bike whenever its needed,as

304、well as maintenance and even spare batteries.While these programs are largely offered by private companies,cities might consider incentives for local delivery companies that offer their employees access to e-bike rentals,or subsidizing e-bike rental programs for public employees.Though much smaller

305、than a citywide bikeshare system,e-bike libraries function similarly in terms of expanding access and awareness and reducing barriers.These programs are typically run by community-based organizations and enable residents to borrow an e-bike free of charge for weeks or months at a time.Users can char

306、ge and store their rented e-bikes at home,or they can drop them off at a designated location between uses.This model can be particularly ideal if a short-term grant or local funding is secured for a limited number of e-bikes.E-bike libraries can be a good option to provide access to e-bikes in place

307、s where a full bikeshare system may not be available.119119 Noa Banayan(PeopleForBikes).(May 4,2023).Video interview by author.SOURCE:Ana NassarCityNational City34Recommendation 7|Develop an enforcement plan for e-bikes and cycle infrastructure Designate responsibility for citing noncompliant vehicl

308、es that use cycle lanes.Ensure enforcement officers can visually distinguish between e-bikes and higher-speed mopeds and motorcycles.With speeds comparable to conventional bicycles,low-speed e-bikes should be permitted to ride in bicycle lanes and other bicycle infrastructure citywide.For speed pede

309、lecs and other e-bikes that can reach speeds of 45 kph,we recommend differentiating between the ability touse bicycle infrastructure in high-and low-density urban areas.In high-density urban areas,where vehicle speeds tend to be lower and there are many people cycling and walking,speedpedelecs shoul

310、d not use cycle or pedestrian infrastructure unless that infrastructure has beendesigned to accommodate them,such as the inclusion of passing lanes.However,in lower-density areas farther from the city center,where vehicle speeds may be higher and cyclinginfrastructure is likely to be less crowded,sp

311、eed pedelecs could be permitted to use cyclelanes where available.Higher-speed(ICE or electric)mopeds and motorcycles should not be permitted to use cycle lanes,and there should be clear and enforced penalties for doing so.Cities will need to designate responsibility for citing mopeds and motorcycle

312、s that use or block cycle lanes this could fall under the purview of municipal police and therefore will require coordination between police and the transport agency.It is important to establish clear,visual distinctions between e-bikes and faster mopeds to ensure enforcement officers can more easil

313、y identify violating vehicles.In other words,high-speed devices should look out of place in low-speed infrastructure.Strict penalties should be set and enforced for modifying e-bikes to travel at higher speeds,as well as for counterfeiting manufacturer labels that differentiate between devices.Recom

314、mendation 8|Improve ability to import and/or produce quality e-bikes domesticallyRemove(or reduce)import tariffs on foreign-produced e-bikes.Offer incentives to attract e-bike manufacturers to produce domestically.One of the biggest barriers to e-bike uptake,especially in nascent markets,is a lack o

315、f supply of e-bikes and e-bike parts,which leads to high prices and a sense of scarcity.Governments need to ensure that safe,quality e-bikes(see Recommendation 2)can be imported or manufactured domestically and sold to consumers at affordable prices.It is also important to have measures in place to

316、avoid dumping of low-quality e-bikes from foreign markets.Foreign brands may be subject to import taxes and other restrictions that contribute to supply issues.Reducing import tariffs can be very helpful to stimulating emerging modes.This was the case in Brazil,where electric cars and parts have bee

317、n exempt from the countrys 35%vehicle import tariff since 2015,helping make Brazil the biggest electric car and truck market in Latin America.120 A more welcoming tax structure for e-bike production would help stimulate job creation as well as e-bike supply.Ethiopias national NMT strategy identifies

318、 the existing 20%import tariff on bicycles and bicycle parts as an impediment to accessing high-quality bicycles,and it recommends removing the tariff as part of the implementation of the strategy.121 Currently,Ethiopias Ministry of Transport and Logistics and Ministry of Finance are coordinating on

319、 such an exemption on taxes for importing bicycles and e-bikes.National(and in some cases subnational)governments could also consider offering incentives to attract local manufacturing of e-bikes and e-bike parts,increasing overall domestic supply and ensuring a range of models are available at diff

320、erent price points.Introducing a simple,lower-cost,good-quality e-bike model to the market could be even more impactful at spurring uptake than a government-sponsored subsidy scheme that lowers the purchase cost of a higher-priced model for a small subset of potential users.122 Experts warn against

321、encouraging very inexpensive,low-end e-bikes,though,as these have very limited ranges and low-quality batteries,which greatly increases the risk of fires(in the case of lithium-ion batteries)or serious environmental damage(in the case of lead-acid batteries).120 Waldheim Garcia Montoya.(March 2023).

322、EV import subsidies divide Brazils auto industry.121 ITDP Africa.(May 2020).Ethiopia Nonmotorized Transport Strategy 20202029.122 Michael Linke.(May 2,2023).Video interview by author.NationalCity35Recommendation 9|Disincentivize private vehicle use National CityImplement parking pricing and/or zone-

323、based vehicle restrictions such as congestionpricing or a low-emission zone,and direct revenue to e-bike programs.Making the implicit costs of driving explicit through policies like pricing parking,fees per vehicle kilometer traveled,congestion pricing,and emissions-based pricing can nudge people an

324、d companies to rethink using a private vehicle for every trip and shift some trips to cycling/e-bikes.123 The City of London(a one-square-mile commercial district within Greater London)announced in 2018 that it would restrict vehicle access on half its roads and limit vehiclespeeds to 15 mph to redu

325、ce emissions and improve comfort and safety for pedestrians andpeople riding bicycles.124 Five years later,pedestrians account for the majority of trips in thisarea,and cyclists make up 40%of road traffic during peak hours.125Low-emission zones designed to levy a fee on or restrict access for the hi

326、ghest-polluting freight vehicles could encourage delivery companies to switch to a model where last-mile deliveries are done using ecargo cycles.Focusing on commercial fleet transitions that integrate e-bikes as opposed to individual uptake is a helpful entry point for broader e-bike adoption,especi

327、ally in cities where e-bikes are relatively expensive or difficult to find.126 A portion of revenues from low-emission zone or congestion-pricing entry fees could be allocated to e-bike purchase subsidy or e-bikeshare programs.Importantly,these policies need to be coupled with cycle infrastructure t

328、hatsupports direct,comfortable trips by bicycle or e-bike.123 ITDP.(March 2021).Taming Traffic.124 Eillie Anzilotti.(October 2018).The City of London is kicking cars off half its roads.125 Carlton Reid.(March 2023).“Cyclists Now Outnumber Motorists in City of London.126 Danielle Hoppe(ITDP Brazil).(

329、June 1,2023).Video interview by author.SOURCE:waltarrrrr via FlickrSOURCE:ITDP ChinaNational City36into countries Nationally Determined Contributions(NDCs)to the Paris Agreement on Climate Change.This could make efforts to promote e-bike use in low-and middle-income countries eligible for carbon cre

330、dits.NDCs detail what actions countries will undertake across all sectors to align with the Paris Agreement goal to limit global warming to 1.5C.A search of NDCs127 revealed that only three countries Nepal(Second NDC),Sierra Leone(Revised First NDC),and Tuvalu(Revised First NDC)mention e-bikes.128 I

331、ncluding e-bikes in NDCs would help align national institutions,create plans with measurable outcomes,improve Monitoring,Reporting,and Verification(MRV)of GHG emissions avoided through e-bike uptake,and improve funding prospects for programs to support e-bikes and cycle infrastructure.Furthermore,as

332、 carbon markets mature in coming years,additional funding for carbon-reducing projects will become available under Article 6 of the Paris Agreement.Article 6 establishes mechanisms for selling carbon credits,and plans to support e-bike use could be candidates for international funding under Article

333、6.To ensure that e-bike projects are eligible,countries should add e-bikes to their NDCs.Recommendation 11|Pursue universal charging for e-bikes Gather knowledge from manufacturers and other stakeholders around challenges andopportunities related to universal e-bike charging.SOURCE:John-Fs-Pic via ShutterstockNational127 Conducted using Climate Watchs NDC Search Tool.128.Nepals NDC mentions“e-vehi