Tag Archive: ebikes

  1. UK government rejects proposed e-bike regulation changes amid industry opposition

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    Source: Cycling Industry News

    The recent consultation period on changing two key areas of e-bike regulations in the UK has come to a close, with no change to the 250W power output limit, or to allow ‘twist and go’ throttle assistance up to 15.5mph (25km/h) without the need for type approval.

    In early 2024, the UK government initiated a consultation proposing significant changes to e-bike regulations, including increasing the maximum continuous motor power from 250W to 500W, and permitting throttle assistance up to 15.5 mph without the need for pedalling. These proposals were met with substantial opposition from key industry bodies, notably the Bicycle Association (BA) and the Association of Cycle Traders (ACT).

    Industry concerns

    The BA and ACT outlined several concerns regarding the proposed changes:

    Unnecessary Alteration: They argued that the existing regulations function effectively, with ample potential for market growth as evidenced in other countries. They emphasised that enhancing e-bike adoption would be better achieved through improved cycling infrastructure and financial incentives to address affordability, rather than altering technical specifications.

    Safety and Regulatory Risks: The organisations highlighted that increasing motor power and allowing throttle use without pedalling could blur the distinction between e-bikes and mopeds. This shift might lead to calls for moped-like regulations, such as mandatory insurance, registration, and helmet use, potentially diminishing the appeal of e-bikes. Additionally, there were concerns about the safety implications of more powerful and heavier e-bikes sharing cycle lanes.

    Inappropriate Approach: The BA and ACT contended that the proposals did not offer a sustainable framework for emerging micromobility options. They have advocated for the introduction of new vehicle categories, like 500W throttle-assisted e-bikes or e-scooters, under a comprehensive Low-speed Zero Emission Vehicle (LZEV) framework, leaving the current Electrically Assisted Pedal Cycle (EAPC) regulations largely unchanged.

    Following the consultation, the government acknowledged the concerns raised by these stakeholders and decided not to proceed with the proposed changes. As a result, the existing e-bike regulations remain in effect, maintaining the classification of e-bikes as bicycles rather than mopeds, and preserving their associated regulatory benefits.

  2. LEVA-EU Calls on European Union to Review Community Interest Test in EU Trade Defence Measures

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    LEVA-EU, the leading trade association advocating for the light electric vehicle (LEV) sector, is calling on the European Commission to review the Community interest test in EU trade defence measures, following the example of the UK’s economic interest test implemented post Brexit.


    This call comes as concerns persist that the Community interest test, in its current form, is overly focused on protecting EU producers, often neglecting the broader impact on importing and other businesses, retailers, and consumers—particularly regarding finished consumer products. These concerns were first recognised by the European Commission in its 2006 communication on trade defence instruments, which was meant to initiate a dialogue on the issue. Unfortunately, that dialogue did not lead to any meaningful reform. LEVA-EU believes it is now time to revive that discussion and reassess the role of the Community interest test in shaping EU trade policy.

    The European Commission itself raised the need for a broader approach to trade defence measures almost 20 years ago,” said Annick Roetynck, Managing Director at LEVA-EU. “However, no concrete results followed, and the concerns identified in 2006 remain just as relevant today. The introduction of the economic interest test in the UK demonstrates how trade defence measures can be assessed in a more balanced and transparent way. The EU should take this as an opportunity to revisit and improve its own approach.

    Under the current EU framework, trade defence measures such as anti-dumping and countervailing duties are primarily designed to safeguard domestic manufacturers against unfair competition. However, the Community interest test, which is meant to ensure that such measures also align with the broader interests of the EU economy, is often applied in a way that prioritises the interests of EU producers over those of the wider market.

    The UK’s economic interest test was applied in the review that resulted in the recent decision to revoke measures against e-bike imports from China. The Trade Remedies Authority concluded: “Overall, extending the existing measure is very likely to lead to a significant overall welfare loss of between £1.7m to £79.0m per year. The average impact across all scenarios is £31.1m per year. The highest benefits for UK producers occur in the scenarios with the highest costs to importers/retailers and consumers, and there are no scenarios in which extending the measure would have a positive impact.”

    This economic interest test provides a valuable example of how trade measures can be assessed with greater consideration for their impact on the entire supply chain, including importers, distributors, retailers, and consumers. The outcome of that assessment clearly shows that similar concerns should be addressed in the EU, particularly in relation to trade defence measures affecting bicycles, e-bikes, and especially essential bicycle components from China.

    Annick Roetynck continues: “We urge the European Commission to reassess the Community interest test in light of the UK’s approach and to restart the discussion it initiated in 2006. The EU must ensure that its trade defence instruments are applied in a way that truly reflects the interests of the entire market, rather than disproportionately favouring one group of stakeholders.

    LEVA-EU will continue to engage with policymakers, industry stakeholders, and trade experts to push for this much-needed review of EU trade defence policy.

  3. LEVA-EU Calls for Strengthened Market Surveillance + Removal of Duties on Bike Components in Response to EU Decision on Chinese E-Bikes

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    The European Commission has decided to extend the anti-dumping and countervailing measures against imports of electric bicycles from China for another five years. This decision follows an expiry review investigation and aligns with expectations. The remaining imports of electric bicycles from China predominantly consist of extremely low-cost products. For LEVA-EU, this provides strong grounds to call for significantly enhanced market surveillance.

    Three Key Reasons Behind the Decision to Extend Measures
    The European Commission extended the measures based on the following findings:

    1. Continuation of Subsidisation
      The Commission claims that the investigation confirmed that Chinese electric bicycle producers continue to benefit from substantial subsidies, including preferential loans, tax exemptions, and government-supported provision of essential components such as engines and batteries at below-market prices. These subsidies create unfair competition within the EU market.
    2. Likelihood of Recurrence of Injury
      According to the Commission, evidence demonstrated that removing the duties would likely lead to a resurgence of harm to the EU’s electric bicycle industry. The potential influx of low-priced, subsidised imports could jeopardise the sustainability of EU producers and employment in the sector.
    3. Union Interest
      The Commission also believes that retaining the measures aligns with the EU’s broader economic and strategic goals, including advancing the green and digital transitions. Safeguarding the domestic electric bicycle industry allegedly supports innovation and sustainable transportation solutions within the EU.

    Current Trade Measures: A Double-Edged Sword
    While the expiry review concluded that repealing the measures would likely result in a surge of dumped imports, LEVA-EU contends that these measures inadvertently facilitate the entry of extremely low-cost electric bicycles that cannot realistically comply with EU technical regulations. This poses safety risks, as evidenced by several accidents, including a fatality, caused by non-compliant products.

    During the review period, nearly 221,000 Chinese electric bicycles were imported at an average price of €298. For comparison, e-bikes imported from Vietnam averaged €790, while those from Taiwan reached €1,393! LEVA-EU questions how Chinese e-bikes priced so low can adhere to stringent EU requirements, such as testing according to EU standards, maintaining technical files, CE-labeling, appointing authorised representatives and organising end-of-life battery collection.

    Market Surveillance and Compliance Gaps
    LEVA-EU highlights the proliferation of non-compliant electric bicycles, mostly models with motor assistance exceeding 25 km/h. In the Netherlands, inspections led to confiscation of thousands of illegal e-bikes, though not before a fatal accident occurred. Similar problems persist across the EU, often worsened by online sales channels.

    Adding to the complexity is the potential circumvention of trade measures. Millions of vehicles under HS code 8711 60 90 90 are imported annually, raising concerns about the misclassification of electric bicycles to evade duties. There are no duties on products under this code.

    Challenges with Component Duties
    LEVA-EU also underscores the ongoing major difficulties caused by dumping duties on conventional bicycle components. These duties are subject to complex exemption processes, and European production capacity for components remains insufficient to meet demand. Many EU assemblers therefore have no other option but to buy components in China. Meanwhile, customs authorities disproportionately concentrate their efforts on inspecting and frequently taking an overly aggressive stance against EU assemblers. This approach generates significant legal uncertainty, further exacerbating compliance challenges for businesses.

    A Call to Action: Prioritise Market Surveillance and Remove Barriers
    LEVA-EU urges the European Commission to reallocate resources from trade defense measures to implementing robust market surveillance mechanisms. To achieve this, the dumping duties on bicycle components must be abolished without delay. Ensuring the effective enforcement of technical regulations is essential to stop the influx of low-quality, non-compliant products into the EU market. Additionally, LEVA-EU strongly advocates for the removal of duties on bicycle components to reduce obstacles for assemblers, foster growth, and encourage innovation in the European electric cycle sector.

    Robust market surveillance, not trade defence, is the only sustainable way forward,” says Annick Roetynck, Managing Director of LEVA-EU. By addressing these critical issues, the EU can support a thriving and competitive electric cycle industry while ensuring safety and compliance for consumers.

  4. Over 40 e-bike brands choose Bafang’s GVT technology

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    Source: Nieuwsfiets

    E-bike systems manufacturer and LEVA-EU member Bafang has seen an enthusiastic uptake of its Gear, Variable, Transmission (GVT) technology platform and automatic gear hub since their launch at China Cycle in 2021

    The launch of Bafang’s GVT technology came after years of meticulous R&D. “This technology takes the e-bike shifting experience to a new level with precise automatic shifting mechanisms and advanced transmission control, resulting in seamless and smooth gear changes that integrate the rider and e-bike as one, turning a concept into a reality,” said Zou Bin, Chief Designer of Bafang’s GVT. “Products with GVT technology are belt drive friendly and offer a high degree of integration, allowing for more design possibilities for e-bikes.”

    The manufacturer reports that over 40 brands have chosen to install the GVT system in their products. Rudi Leusink, CEO of the Dutch e-bike brand iMove, said, “Our First Lady and President models are equipped with the automatic Bafang H700 shifting system. For those who are looking for an eBike, we strongly recommend a test ride to experience a different shifting feeling.”

    Enhanced durability

    According to Zou Bin, GVT alleviates the common maintenance issues and durability concerns associated with existing shifting systems. “It is also a further step towards extending the overall lifespan of e-bikes. In the past three years, we have launched the automatic hub motor and automatic gear hub series, both of which have received positive feedback from various markets.”

    iMove’s Rudi Leusink added, “Automatic internal shifting does not require the array of components required by external shifting systems. This fits perfectly with our design style: clean and classic, while being effective in avoiding performance impacts caused by weather, dirt or external wear, making it hassle-free for users.”

    An example product is the H700 is an automatic two-speed rear-wheel drive system. During riding, the bike automatically and efficiently shifts gears based on the bike’s speed, keeping the cadence in the zone that best suits the rider. “Compared to manual shifting, automatic shifting offers a simpler choice for cyclists, especially in busy urban areas where they can focus more on the road than on the gear shifter,” said Yingzhe Wang, Head of R&D at Bafang.

    Bafang’s design philosophy for the GVT is to simplify commuting by providing riders with a new riding and shifting experience. It can also be found in mid-motor drivetrain systems combined with automatic shifting hubs, such as the M210 mid-drive system combined with the G300A 3-speed automatic shifting hub.

    Addressing e-bike gear switching challenges

    In the e-bike industry, the shifting performance of high-power e-bikes is a regular concern; thanks to the high output power, traditional external shifting systems face increased risk of damage. To address this, Bafang developed the GVT automatic shifting hub motor series, including H700, H710 and H720, with power ranges from 250W to 1000W. In addition, the G500A 5-speed automatic gear hub released in 2024 offers a torque of up to 200Nm, effectively addressing the shifting difficulties in high-power mid-motor drive systems, especially for cargo bikes with high loading capacities, providing riders with more reliable performance. “GVT was launched three years ago, and since then, more than 40 e-bike brands worldwide have integrated our GVT products in the urban, touring, cargo and fat eBike categories,” said Yingzhe Wang. “Without the need for shifting cables or external cassettes, you will find more folding bikes and city bike equipped with GVT series products. Looking ahead, we will continue to explore more possibilities on this platform.

  5. Increasing popularity sees 453,219 e-bikes sold in the Netherlands in 2023

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    Source: Nieuws Fiets

    Rising popularity of electrified two-wheelers in the Netherlands continues.

    The number of bicycles, mopeds, and motorcycles in the Netherlands is steadily increasing. With a fleet totalling 26.2 million two-wheelers, the Dutch population increasingly views these vehicles as practical and affordable transport solutions.

    The number of bicycles has grown from 22.3 to 24.1 million since 2010, with bicycle use also rising significantly. In 2023, people in the Netherlands cycled a collective total of 19.1 billion kilometres, an average of 1,065 km per person. Ten years ago, this was 902 km per person. The rise in kilometres travelled is linked to the growing use of electric bicycles, which allow people to cover greater distances. These figures are drawn from the latest edition of ‘Mobility in Figures Two-Wheelers 2024,’ published by the RAI Association and BOVAG.

    Strong demand for e-bikes keeps 2023 sales stable

    Of the 804,101 new bicycles purchased last year, 56% were e-bikes, with 453,219 units sold. The increased share of e-bikes raised the average purchase price in 2023 to €1,815, a two percent increase over 2022. The high demand for e-bikes and their elevated average price maintained overall turnover in the bicycle market in 2023, even though the number of bicycles sold dropped slightly by six percent. Notably, the Netherlands, alongside Germany and France, leads the European e-bike sales market.

    Decline in moped sales as motorcycle popularity soars

    The introduction of the helmet requirement for moped riders in 2023 clearly impacted sales, leading to a decline. However, electrification within the moped and scooter market has continued to accelerate, with nearly 35,000 new mopeds and scooters sold in 2023, 42.4% of which were fully electric.

    Motorcycle sales reached a new peak, growing by 13% to 17,472 machines – the highest level since 2000. The 800,000th motorcycle was registered in 2023, marking a record high for the Dutch motorcycle fleet. Motorcycling is especially gaining traction among younger people, with a 30% increase in new motorcycle sales in the 18-25 age group. This popularity is further reflected in the growing number of motorcycle licenses obtained, particularly within the youngest age bracket (18 to 20 years).

  6. New York City starts pilot program to swap unsafe e-bikes for certified models

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    Source: FSJA

    Mayor Adams announces New York City’s e-bike trade-in program

    New York City Mayor Eric Adams has introduced the final regulations for the city’s pioneering e-bike and lithium-ion battery trade-in program—the first of its kind in the U.S.

    The program provides an opportunity for eligible food delivery workers to trade in unsafe e-bikes and batteries for certified, high-quality alternatives. Part of the broader “Charge Safe, Ride Safe” initiative, this program aims to mitigate risks associated with uncertified lithium-ion batteries and enhance street safety.

    With a goal to reduce e-bike-related fires and illegal mopeds on the streets, the program has already contributed to a decline in injuries and fatalities. In 2024, 222 battery-related fires led to 88 injuries and four fatalities, a reduction from the 14 deaths during the same period last year.

    Mayor Adams stated: “My top priority is keeping New Yorkers safe, and that includes from new and emerging threats like the dangers posed by uncertified lithium-ion batteries.” He highlighted the program’s dual focus on protecting delivery workers and minimising fire risks.

    Program details: replacing unsafe e-bikes and batteries

    The $2 million program allows New York City delivery workers to exchange uncertified e-bikes and lithium-ion batteries for UL-certified alternatives, which meet national safety standards. Recognising that many workers need two batteries to operate daily, the program provides participants with one certified e-bike and two compatible batteries.

    Deputy Mayor for Operations Meera Joshi emphasised that while e-bikes are essential in reducing pollution, they must not compromise safety. The program aims to provide safe, zero-emission e-bikes for workers, ensuring peace of mind for them and their communities.

    The Department of Transportation (DOT) will manage the program. Commissioner Ydanis Rodriguez explained, “This program will do this while also protecting all New Yorkers from deadly fires“.

    Eligibility and application process

    To qualify, applicants must meet criteria which include:

    • New York City resident.

    • Own an eligible e-bike or lithium-ion battery.

    • Earning at least $1,500 as a food delivery worker in 2024.

    • 18 years old and over.

    Applications will open in early 2025, with a DOT awareness campaign to inform eligible participants about the program.

    Alongside the trade-in program, DOT is expanding bike lanes, piloting public e-bike charging stations, and promoting safe e-bike practices to encourage safer, greener e-mobility.

    Regulatory and infrastructure changes

    New York City also plans to introduce new regulations allowing e-bike charging and battery-swapping cabinets on public sidewalks. These installations, currently prohibited, will require FDNY and Department of Buildings approval to meet safety standards.

    Council-member Keith Powers, who supported Local Law 131 that led to the program’s creation, endorsed the initiative as a critical investment in e-bike safety. Public charging station pilots from companies like Popwheels and Swobbee are already showing positive impacts, reducing the need for home charging and increasing safety.

    Widespread support for the initiative

    The trade-in program has gained strong support from city and state officials. FDNY Commissioner Robert S. Tucker stressed the importance of removing uncertified lithium-ion devices from city streets, noting that the initiative enhances safety for delivery workers and the general public.

    New York State Senator Cordell Cleare also praised the program’s role in preventing fire-related incidents while also emphasising, “While that is a reduction from the 18 deaths last year, it is still four deaths too many.

    Other council members, including Carlina Rivera and Oswald Feliz, also voiced their support for the initiative. Council-member Rivera further emphasised the importance of expanding public charging stations to support safe e-bike usage across the city,

  7. People fitting incompatible batteries and chargers due to “incomplete” e-bike conversion kits

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    Source: E-bike Tips

    The charity Electrical Safety First (ESF) has expressed concerns over “incomplete” e-bike kits, stating that consumers are often left to pair batteries and chargers themselves, which can lead to compatibility issues and increase fire risks, according to the BBC.

    Product safety engineer Giuseppe Capanna noted that some kits bought online may lack essential components, such as the battery and charger, which places the responsibility on the consumer to find suitable replacements—often resulting in mistakes.

    You have a high risk that a charger won’t be compatible with the battery. The battery could then become overcharged – that’s one of the things that can cause it to go into thermal runaway, which causes it to catch fire and explode” Capanna explained.

    Capanna, however, emphasized that reliable companies do sell safe kits, and suggested referring to guides, for reputable options.

    In its Battery Breakdown report released last year, ESF pointed out that well-designed conversion kits from reputable manufacturers, when installed professionally, are generally safe. Nonetheless, the charity advocates for stricter safety standards for these kits, highlighting that many kits available online do not include a battery, leaving it up to consumers to find and ensure compatibility with a charger.

    ESF also raised concerns over some kits offered by less reputable sellers, which exceed legal power limits, putting both riders and pedestrians at risk and potentially subjecting users to legal consequences.

    In response, the National Fire Chiefs Council (NFCC) has called for stronger product safety regulations for e-bike kits and stricter sales oversight. The NFCC supports ESF’s recommendation for third-party certification of e-bikes, e-scooters, and batteries, noting that current regulations allow manufacturers to self-declare battery safety.

    The upcoming Product Regulation and Metrology Bill, recently introduced in the King’s Speech, aims to address unsafe products sold by overseas suppliers in the UK. A Department for Business and Trade spokesperson stated, “We take the risk of e-scooter and e-bike fires very seriously. That’s why we’re working with local authorities to identify illegal products to prevent them from being imported, while notifying consumers and businesses about unsafe products.

    The Product Regulation and Metrology Bill will allow us to amend product regulations, respond swiftly to innovative new products and maintain high safety standards.

  8. The Netherlands’ House of Representatives seeks to legislate for electric fat-bike riders

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    Source: NieuwsFiets.nu

    The House of Representatives of the Netherlands recently passed several motions aimed at addressing the issues posed by fat bikes and enhancing the safety of young e-bikers.

    Key measures include setting a minimum age of 14 for riders and mandating helmet use for fat bikes. These decisions contradict the advice of Minister Barry Madlener, who had cautioned against such motions due to concerns over their legal viability.

    Despite Madlener’s previous hesitations, the House is urging him to consider the proposed age limit and helmet requirement for fat bikes. A motion put forth by parties VVD and NSC to explore these regulations received majority support, and it is anticipated that the Senate will also back these initiatives. Madlener’s primary concern lies in the legal differentiation between fat bikes and other types of e-bikes. He worries that manufacturers might alter their designs to evade compliance with the new regulations, resulting in a “cat-and-mouse game” that complicates the establishment of specific rules for fat bikes.

    It remains uncertain whether the minister will heed the House’s requests. Previously, he stated that creating a legal distinction was impractical and suggested implementing uniform regulations for all electric bicycles. However, the House of Representatives rejected this approach.

    Additionally, the House has approved a motion empowering the police to verify whether fat bikes are properly registered by accessing their electronic systems, which would aid in enforcing the new regulations.

    Here’s how the House of Representatives cast their votes:

    1. Motion NSC/CDA (Olger van Dijk/Vedder) proposed that the government explore the feasibility of implementing a type approval system for all electric bicycles equipped with pedal assistance, potentially establishing a quality mark. This motion was APPROVED by the House of Representatives.

    2. Motion VVD/NSC (Veltman/Olger van Dijk) called for the government to set a minimum age of 14 years and mandate helmet use specifically for fat bikes, with a request to update the House of Representatives on this matter before the Christmas break. This motion was APPROVED by the House of Representatives.

    3. Motion VVD/CDA (Veltman/Vedder) sought to empower the police to access the menu of fat bikes during inspections, enabling them to identify violations and impose penalties on the spot. This motion was APPROVED by the House of Representatives.

    4. Motion GL/PvdA & D66 (de Hoop/Bamenga) urged the government to assess the possibility of extending a registration requirement to all motorized road traffic, including e-bikes, fat bikes, and other current or future vehicles on public roads. This motion was REJECTED by the House of Representatives.

    5. Motion BBB (van der Plas) requested the government to explore the potential use of geofencing in the Netherlands to enhance road safety in public areas. This motion was APPROVED by the House of Representatives.

  9. Massachusetts introduces e-bike charging stations in lower income neighbourhoods

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    A startup located in Cambridge, Massachusetts, is leveraging funding from the Massachusetts Clean Energy Center (MassCEC) to enhance the availability of Light Electric Vehicles (LEVs).

    Dubbed “a groundbreaking initiative to advance sustainable transportation and provide affordable mobility options for low-income communities,” Metro Mobility has rolled out its ChargeLock e-bike stations across various communities in eastern Massachusetts, providing extremely affordable e-bike rentals to residents who meet income qualifications.

    Empowering communities through eco-friendly transport, Metro Mobility has partnered with local governments, employers, housing authorities, and private affordable housing providers to set up ChargeLock-enabled e-bike libraries, ensuring that these resources are accessible to priority populations in need of reliable transportation.

    This initiative introduces a new, environmentally friendly transportation alternative for low-income families, residents of multi-unit housing, and individuals seeking transportation to job opportunities, effectively tackling both environmental and economic issues within the state.

    Metro Mobility’s ChargeLock: Pioneering the Future of LEV Infrastructure

    At the heart of this initiative lies Metro Mobility’s innovative ChargeLock system, heralded as a major leap forward in the realm of Light Electric Vehicle (LEV) infrastructure. ChargeLock stations boast a range of distinctive features that promote a sustainable operational framework:

    A Locking and Charging Cable: ChargeLock incorporates a robust, flexible braided steel cable that serves the dual purpose of locking and charging e-bikes at the same time. Users can easily connect the cable to their e-bike to conclude their rental, secure the bike, and initiate charging. This clever design addresses many issues associated with conventional docking systems and ensures compatibility with various Light Electric Vehicle models.

    Streamlined Infrastructure: The sleek design of ChargeLock stations minimizes capital investment, enabling quick and cost-efficient installation. This approach not only reduces overall expenses but also facilitates rapid deployment and offers flexibility in choosing installation locations.

    Automated Charging: E-bikes are continuously charged while stationed, removing the need for frequent battery swaps or charging visits. This significantly cuts down on operational costs for shared e-bike fleets while providing users with a hassle-free experience.

    Round-Trip Rental System: The program also features a round-trip rental system, requiring users to return e-bikes to the same station from which they were borrowed. This strategy further reduces operational costs by eliminating the necessity of redistributing bikes between different stations.

    Driving Change Forward

    As the initiative unfolds, the Massachusetts Clean Energy Center and Metro Mobility are on a mission to establish a new benchmark for sustainable, scalable, and efficient transportation solutions.

    “We are proud to be working with the Massachusetts Clean Energy Center to bring our ChargeLock stations and e-bikes to communities across the state,” stated David Montague, CEO of Metro Mobility.

    Montague added, “This program not only offers a sustainable transportation solution but also enhances mobility options for low-income residents, promoting social equity and environmental responsibility.”

    The ChargeLock stations are set to transform how individuals access and utilize e-bikes, making green transportation more accessible than ever.

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