The Task 50 – Light Electric Vehicles working group has launched an online survey, to gain insights on how LEVs can become a building block for sustainable mobility in municipalities, and answer the question of how vehicles such as microcars, microtrucks and cargo bikes can play a dynamic role in municipal mobility strategies.
The survey authors state that, “electric microcars, microtrucks and velomobiles (e.g. large cargo bikes) provide a significant potential for more sustainable mobility, however they are still not widely applied. With your support, we would like to collect knowledge on framework conditions for these vehicles today and in the future.”
Through the anonymised survey, the working group aims to gain insights into how local governments currently view these types of LEVs, whether they already play a role in municipal mobility strategies, what challenges there may be, and how potential measures to promote the comfortable, safe use of LEVs can be implemented and evaluated.
The Task 50 – Light Electric Vehicles working group is part of the Electric Vehicles Technology Collaboration Program (EV TCP) of the International Energy Agency (IEA), and is led by the the Institute of Vehicle Concepts at the German Aerospace Center (DLR).
Germans’ attitudes to e-bikes and, more widely, about cycle paths and bike parking facilities, have been revealed in the TÜV Mobility Study 2026, for which market researchers Forsa surveyed 2,504 German adults on a range of topics.
An urban-rural divide
The study shows that there is a difference in the use of e-bikes in smaller and larger towns or cities. In towns with fewer than 5,000 inhabitants, 18% of respondents regularly use either an e-bike or speed pedelec, while in metropolitan areas with more than 500,000 inhabitants, the figure is only 6%. This is in contrast to the use of non-electric bikes; 14% use these in small towns, compared to 26% in metropolitan areas.
The study also found that car dependency remains high in smaller, rural towns, with 96% driving a car at least once a week, and only 8% using public transport. This highlights the importance of e-bikes in rural towns as an alternative means of transport.
Support for enhanced cycling infrastructure
The study shows that 83% of respondents want safe cycle paths and bicycle parking facilities, and this contrasts with poor rating of current conditions:
67% rate the condition of their local roads, bike paths and pavements as rather poor or very poor.
50% rate the availability of bike paths as insufficient.
47% rate the availability of e-bike and bike parking facilities as insufficient.
56% rate cyclists’ safety in their local town as low.
47% believe their needs are insufficiently considered in traffic planning (rising to 75% among those who cycle almost daily).
81% of respondents prioritise the expansion of cycle paths which are separated from car traffic.
Dr. Joachim Bühler, Managing Director of the TÜV Association, said, “The needs of vulnerable road users must become the binding standard,”, and the association has called for Vision Zero to be more firmly anchored in transport policy development, and for the expansion of cycling infrastructure.
Researchers at the Hochschule RheinMain have conducted a study on the use of speed pedelecs in Germany, with a particular focus on the role of cycling infrastructure in influencing the uptake and continued use of this transport mode.
Germany has regulations in place that restrict speed pedelecs (power-assisted bikes with pedal-support up to 45 km/h) from accessing most cycling infrastructure, apart from a few local exceptions. Researchers Elias Keller and Martina Lohmeier, from the Faculty of Architecture and Civil Engineering of Hochschule RheinMain, created a study based in Tübingen, the only city in Germany which has a network of cycle paths which are accessbile to speed pedelecs. Their aim was to assess the feasibility of the speed pedelec as a mode of everyday, sustainable transport.
Participants in the study were lent speed pedelecs for a period of six weeks, to use for commuting and other daily journeys. Their experiences were captured in questionnaires before, during and after the trial. Before and after the trial, they responded to questions about their mobility patterns, and attitudes towards speed pedelecs. During the trial, participants completed a daily diary questionnaire, detailing their experiences, interactions and risk situations.
Findings of the study
The study found that long-term intentions towards the use of speed pedelecs changed between the pre- and post-trial questionnaires for most participants, with a lack of suitable infrastructure the primary issue.
Participants stated they would like to have access to continuous cycle networks on a speed pedelec, preferably separated from car traffic. When participants had to use the road, they documented risky situations and interactions with cars, finding that car drivers often underestimated the speed of the participants.
Among those who had indicated a long-term intention to use speed pedelecs, there was a marked decrease in their ratings of road and cycling infrastructure.
The importance of suitable infrastructure at their end destination, especially safe parking and charging facilities, was also emphasised by participants.
Conclusion
The researchers summarised that “the results show that simply trying out speed pedelecs under the current conditions is not enough to promote their use in the long term. Rather, substantial improvements to the infrastructure are necessary to ensure safe, attractive and sustainable mobility with speed pedelecs.”
Researchers at the University of Delft are currently working on a study of electric bike motors’ lifespans, gathering data from a wide-ranging survey of 500 e-bike and speed pedelec owners, where they have found patterns such as failures beginning to cluster between 16,000 and 20,000 riding kilometres.
The research is being led by Sonja van Dam, Assistant Professor of Circular Product Design at Technische Universiteit Delft; she spoke to UK biking media outlet, Cycling Electric, to discuss the study’s progress, and to highlight a potential solution to some of the issues found.
The headline finding so far is that up to 43% of e-bike owners would dispose of the whole bike if the motor failed, even if the fault is something relatively simple such as a failed bearing. Repairs can be costly, especially if falling outside of the warranty period; Sonja cites her own mother’s experience, of a motor failure after 12,000 km of riding and 3.5 years of ownership (and outside the warranty threshold), which led to a “near €1,000 replacement cost.” Such experiences, coupled with a five-week motor replacement timeline, which has been commonly reported during the research process, compare poorly to the expectations of car owners.
Sonja says, “Existing studies have suggested that as many as 24% of people have motor issues during the lifetime of their e-bike and we have tended to find that after around 20,000km, about 13% of current e-bike owners encounter an error.” She continues, “Our data shows that people will replace their entire e-bike 24% of the time if a battery fails, and of course, these are even less repairable. Research from the automotive industry suggests that remanufacturing can happen.”
Extrapolating from the survey sample, Sonja calculates that 360,000 e-bikes are being scrapped each year in Europe (based on the top eight countries by volume sales, which amounts to four million units). Of these, a staggering 80% are calculated by the Delft study to be repairable.
A potential solution
Sonja describes a relatively inexpensive item which manufacturers could incorporate during the production process, which would warn customers about potential breakdowns. A Piezo sensor is a specialist pattern-detection device which can identify anomalous behaviours coming from a motor in motion.
“Piezo sensor technology is used in other sectors, often to measure if bearings are wearing out. In over half the cases we have studied it is the bearings or the gears inside a motor that degrade. Also, electronics are vulnerable to water ingress too, but most are true hardware faults. There are causes we can identify for failures, which can be pieces of bearings breaking when, for example, a bike hits a curb, but perhaps more often it is using too high a torque in too high a gear, which ups the pressure on parts over the course of rides. There are too some cases where nylon gears on the inside wear too quickly.”
She adds a conclusion from Msc. Student Dion Vijverberg, who has been leading on the Piezo sensor research: “Ideally bike makers begin to build a Piezo sensor into the motor so that faults are flagged to the user ahead of a mechanic discovering it too late. This is a relatively affordable and simple thing to implement. Think of it like a light on your dashboard alert on a car.”
The research team also expanded on the topic of water ingress as a key failure reason. The heating and subsequent cooling of motors can lead to small quantities of water building up inside motors, and the effectiveness of seals can degrade with time. Sonja says, “Keeping it airtight when you have moving elements is actually a big design challenge. Our students are looking at how you can avoid that moisture, causing an issue. They are looking at silicone pearls, for example, that you can build that into a motor to absorb minor moisture ingress.”
Shared bicycles and electric scooters have become more commonly viewed as urban transportation solutions, yet their success dramatically varies in different cities. About Here examines this contrast across Canada’s three largest cities.
According to the City Transportation Officials’ Shared Micromobility Report, shared scooter and e-bike services have become hugely popular in the USA and Canada, growing from 3.7 million trips in 2013, to 157 million in 2023. In the USA, scooter-sharing is more popular whereas in Canada, bike-sharing accounts for the most trips.
It has been observed that for shared micromobility, some cities witness record-breaking usage and steady growth, as others encounter financial instability and fragmented services.
In a recent video for About Here, Uytae Lee examines the contrasting outcomes of shared micromobility systems across Canada’s three largest cities. His analysis explores why bike-share programs are relatively affordable, widespread, and highly popular in cities like Montreal and Toronto, while remaining costly, limited, or financially vulnerable in others, using Vancouver as an example.
Shared micromobility comparison in Toronto, Montreal and Vancouver
From his research, he reported that shared bike and scooter systems thrive in Montreal and Toronto, where strong oversight and investment in integrated systems are maintained, with ongoing government financial support. Ridership for the Bike Share Toronto system has reportedly doubled since the pandemic. Montreal’s shared bike share system recorded 13 million trips in 2024, supported by cheap renting costs, as well as dock stations and cycling lanes being largely incorporated across the city.
Conversely, he found that in Vancouver, shared micromobility is more complex and expensive. Multiple operators serve limited areas of the municipality, and investment is largely left to sharing companies, which also subsidise low-income and senior citizens riding costs. Although they initially received government financial support, this has since ceased, and they are now required to pay the government for parking spaces. In his video, Lee demonstrates the higher bike-sharing costs for riders in Vancouver as being similar to the less sustainable mode of car-sharing.
Lee attributes the disparities between Toronto, Montreal and Vancouver to policy choices, with public ownership models, government subsidies, and coordinated regional planning being key factors in shaping the accessibility, affordability, and overall viability of micromobility services.
Researchers in Germany have conducted tests comparing the behaviour of sodium-ion batteries to lithium-ion batteries under certain conditions, discovering that safety mechanism design is not a one-size-fits-all scenario.
The research was jointly conducted by the Federal Institute for Materials Research and Testing (Bundesanstalt für Materialforschung und -prüfung,BAM), the European Synchrotron Radiation Facility (ESRF) and the Fraunhofer Institute for High-Speed Dynamics (EMI). The research was undertaken to investigate the viability of sodium-ion batteries as an alternative to more tried-and-tested lithium-ion systems, as there is potential for savings in resources and costs, and sodium-ion cell chemistry is considered to be relatively safe.
The researchers noted that, to compete with lithium-ion batteries (LIBs), sodium-ion batteries (SIBs) need to be built with increased energy density. This in turn entails new requirements regarding battery safety, which need to be evaluated through rigorous battery abuse testing, aiming to deliberately initiate a thermal runaway event.
The testing process
Three types of batteries were tested, all cylindrical cells in the 18650 format.:
NFM cells (sodium-ion cells with nickel, iron and manganese)
LFP (lithium iron phosphate)
NMC532 (lithium nickel manganese cobalt oxide)
BAM wanted to explore the behaviour of the SIBs in comparison to the more familiar LIBs types, and to examine if the built-in safety mechanisms are equally effective. Mechanical damage to the battery cells was simulated using a nail penetration test, where the cell is pierced to “trigger a critical damage event.” This normally leads to an internal short circuit, which, combined with the mechanical damage, can lead to thermal runaway.
High-speed X-ray imaging technology developed by Fraunhofer EMI was used by ESRF researchers to visualise the internal results of this critical damage event.
The results
The tests on the familiar LIBs went as expected, with BAM stating: “The lithium iron phosphate (LFP) battery proved to be particularly stable. The lithium-ion battery with a nickel-manganese-cobalt (NMC532) cathode reacted in a controlled manner – its safety mechanisms worked as intended.”
The researchers were surprised by the behaviour of the SIB, however, with the test leading to “an almost explosive reaction.”
The use of the high-speed X-ray images enabled the researchers to determine that the cause of this behaviour was not due to the SIB’s cell chemistry, but instead the structure of the cell itself – specifically, a “failure of the cell’s venting system.”
The cells’ venting systems are designed to ensure that excess pressure, in the event of an internal thermal reaction, is reduced by targeted venting. BAM noted that, “however, due to the rapid increase in pressure, the venting system was blocked by other components of the safety equipment, which led to the abrupt and violent reaction.”
Nils Böttcher, head of the BAM battery testing centre, expanded: “Our investigations show that safety mechanisms cannot simply be transferred from one battery technology to another. Especially with new battery types such as sodium-ion cells, mechanical components such as venting systems must be specifically adapted and tested. Our findings do not call into question the fundamental safety of sodium-ion technology, but they do underscore the need to consider chemical composition and safety design together.”
As a result, BAM is actively involved in the development of standards and norms in the field of sodium-ion battery safety.
The research was published in issue 36 of the Journal of Power Sources Advances, where video recordings of the X-ray imaging of the tests can be viewed, revealing the internal behaviour of all three tested battery types.
Belgian Cycling Factory (BCF) has reinforced the leadership structure of its mountain bike brand Nukeproof with two senior appointments in Clive Gosling and Russell Merry.
Clive Gosling has been named Global Brand Director, bringing with him extensive industry experience and what the company describes as a “proven passion for building brands.”
“I am thrilled to be joining Nukeproof as Global Brand Director. Honouring the heritage of such a cool brand while unlocking its global commercial opportunity is a huge responsibility. But we’re starting with a blank sheet and zero baggage, so I’m excited to help shape the future of this legendary brand with such a passionate and experienced team,” said Gosling.
Alongside him, Russell Merry, currently Managing Director of Belgian Cycling Factory UK, has been appointed Global General Manager. In this expanded role, Merry will oversee Nukeproof’s worldwide operations.
“The word that keeps coming up is opportunity, and what an incredible one this is. To bring Nukeproof home and have the freedom to make it one of the most significant mountain bike brands globally will be hugely rewarding. I know I have the foundations of a team that will deliver,” Merry commented.
Leadership consolidated in the UK
The dual appointments will allow BCF to centralise the brand’s leadership in the UK. Gosling and Merry will work closely with Senior Product Manager Steve Jamison and Lead Engineer Dale McMullan to spearhead product development, innovation, and overall brand management.
“With this strong leadership team in place and the brand’s full management back in the UK, I’m convinced that combined with BCF’s strengths — we will succeed,” said Jochim Aerts, CEO of Belgian Cycling Factory.
Expanding UK presence
These changes follow the launch of BCF’s UK office, which officially opened on 1 July 2025. The new hub is designed to provide independent dealers with improved service levels, stronger brand representation, and a more agile supply chain tailored to the UK and Irish markets.
The appointments also build on BCF’s earlier acquisition of Nukeproof from Frasers Group, part of the deal that included Wiggle CRC. At the time, the company called the purchase a “significant step” in strengthening its commitment to high-performance cycling. From Q3, Nukeproof products have been made available through BCF’s dealer and distribution network.
Electric bicycle use for commuting is increasing across a broader segment of the Dutch population, with differences among age, gender, education, and income groups gradually narrowing.
This trend is supported by research conducted by Eindhoven University of Technology, based on national travel data collected between 2014 and 2021. While electric bike usage is observed throughout the Netherlands, it is particularly prevalent in rural areas.
The study analyzed data from the “Survey of Travel in the Netherlands” (OViN) and “Underway in the Netherlands” (ODiN), focusing specifically on commuting trips made with various transport modes, including privately owned pedal-assist electric bicycles.
Trends in ownership
The proportion of Dutch households owning an electric bicycle increased steadily between 2014 and 2021, with a noticeable acceleration during the COVID-19 pandemic. E-bike ownership has historically been associated with certain socio-economic characteristics, such as higher income levels and households that also own a car, but these associations have become less pronounced over time. Smaller households continue to show higher rates of e-bike ownership compared to larger households, although this gap is also narrowing.
Geographic location plays a role in ownership patterns. Residents in rural areas are more likely to own electric bicycles compared to those in urban settings. Factors such as the availability of alternative transport options and greater accessibility in cities may influence this difference. Nonetheless, ownership is on the rise across both urban and rural regions.
Commuting patterns
Commuting by e-bike has increased among all age groups. Although the highest usage remains among individuals aged 60 and older, growth is evident among people under 40. This shift may reflect changing perceptions of e-bikes as a suitable commuting option, possibly influenced by the pandemic, which positioned the e-bike as a viable alternative to public transportation.
Differences in usage based on gender and education persist; women and individuals with higher education levels continue to use e-bikes more frequently, but these disparities are also diminishing. Most commuting trips by e-bike cover distances up to 10 kilometers. Usage is less common for routes with high accessibility, though this is becoming a less significant factor over time.
Policy implications
The findings provide insights into the evolving dynamics of e-bike ownership and commuting use, which may support the development of targeted transportation and environmental policies. As e-bikes gain popularity across a wider range of demographic groups, infrastructure developments, such as expanded charging facilities at homes and workplaces, may become increasingly necessary.
Researchers emphasise that e-bikes should no longer be considered a niche form of transport limited to older adults, higher-income households, or specific education levels. Instead, they are becoming a mainstream commuting option. The study also suggests that initiatives to promote e-bike use may yield more impact in rural areas, where both ownership and usage are currently more prevalent.
The e-bike industry is approaching a period of significant change with the upcoming implementation of the new EU Battery Regulation. A research project by an Avans University of Applied Sciences student explores the regulation’s potential impact.
As part of a graduation project for the Technical Business Administration program at Avans University of Applied Sciences, student Kaat Kerckhaert is examining how this regulation may affect collaboration among e-bike manufacturers, distributors, and battery service providers.
Kerckhaert is currently completing her internship at Heskon, a battery repair and refurbishment company based in Tilburg. Heskon has worked with industry players such as Greenway, Phyllion, Darfon, QWIC, and Tenways. The research aims to identify the criteria – such as legal requirements, certifications, and quality standards – that manufacturers consider when selecting partners for battery revision, repair, or replacement. The study also looks at additional factors like reliability, sustainability, and brand positioning.
Invitation to participate
Professionals from the e-bike sector, including brands, manufacturers, and battery distributors, are invited to take part in a brief survey in either Dutch or English. The findings will offer insights that may support strategic decision-making and contribute to the ongoing development of battery services in the industry.
For more information on how you can contribute to the research, or for any queries, please email Kaat Kerckhaert: kfl.kerckhaert@student.avans.nl.
