Tag Archive: research

  1. What factors determine a successful shared micromobility system?

    Comments Off on What factors determine a successful shared micromobility system?

    Source: Next City

    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.

    The full video can be accessed on YouTube.

  2. German research shows that sodium-ion batteries require different safety mechanisms

    Comments Off on German research shows that sodium-ion batteries require different safety mechanisms

    Source: Electrive, Journal of Power Sources Advances

    Image credit: Fraunhofer EMI

    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.

  3. Belgian Cycling Factory strengthens leadership for Nukeproof

    Comments Off on Belgian Cycling Factory strengthens leadership for Nukeproof

    Source: Cycling Industry News

    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.

  4. E-bike ownership and commuting use expanding across demographics in the Netherlands

    Comments Off on E-bike ownership and commuting use expanding across demographics in the Netherlands

    Source: Fietsberaad

    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.

    Read the full study here.

  5. Contribute to research on the impact of EU battery regulations on the e-bike sector

    Comments Off on Contribute to research on the impact of EU battery regulations on the e-bike sector

    Source: Nieuwsfiets

    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.

  6. Exploring new energy roles for electric scooter batteries in smart cities

    Comments Off on Exploring new energy roles for electric scooter batteries in smart cities

    Source: Tech Xplore

    As global cities aim to achieve net-zero carbon emissions, integrating sustainable transport with smart energy systems remains a critical challenge. A recent study published in Sustainable Cities and Society by researchers from National Taiwan University, led by Associate Professor I-Yun Lisa Hsieh, examines how Taiwan’s electric scooter infrastructure could contribute to this effort.

    The study focuses on the battery-swapping stations that support Taiwan’s widespread use of electric scooters. These stations enable users to exchange depleted batteries for charged ones, streamlining scooter use and encouraging adoption. The researchers explored whether these stations could also act as decentralized energy storage units, contributing to the resilience of urban power systems.

    By simulating the integration of battery-swapping stations into a Vehicle-to-Grid (V2G) system, the team assessed their potential to store excess electricity, such as solar energy generated during the day, and release it back to the grid during periods of high demand. While V2G strategies have been explored primarily for electric cars, this study is among the first to investigate their application to two-wheeled vehicles.

    Results indicated that incorporating V2G into Taiwan’s battery-swapping network improved grid stability. Many stations could operate independently during peak hours, reducing pressure on the overall energy system. However, the researchers noted that V2G integration alone does not guarantee reduced carbon emissions. Without an emissions-focused management approach, the system could inadvertently increase emissions under certain conditions.

    The study also highlighted a geographic variation: rural stations, which tend to have more idle batteries, demonstrated better performance in energy flow management and cost reduction compared to urban stations. This suggests that V2G applications may be beneficial in both densely populated and less urbanized areas.

    The researchers conclude that, with appropriate emissions management strategies, electric scooter battery-swapping infrastructure could support not only transportation but also energy sustainability goals in smart cities.

    Click here to read the research article in full.

  7. ERTRAC call for papers for TRA 2026 conference

    Comments Off on ERTRAC call for papers for TRA 2026 conference

    Source: TRA

    Innovative transportation researchers are invited to submit abstracts about their industry contributions for the upcoming TRA event which will take place in Budapest, Hungary.

    The European Road Transport Research Advisory Council (ERTRAC) unites road transport stakeholders in building a common vision for the development of European transport research and invites researchers to participate in the Transport Research Arena (TRA), a flagship event created by the European Commission and various technology platforms, bringing together academics, practitioners, leading mobility experts and fresh research talent.

    The next edition of the biennial conference will take place on May 18-21, 2026 and will also feature exciting demonstrations, innovative exhibitions, technical tours, award ceremonies and social events.

    TRA conference topics and selection timeline

    Preparation is underway to uncover significant contributions to Europe’s transportation sector, with the event presenting an opportunity for researchers to share their work based on the following topics: user centred mobility, green mobility and decarbonization, planning and operation, and transport digitalization.

    • Interested participants are invited to submit an abstract of 200 words by 15th June 2025 for the first round of selection.
    • Successful submitters from the first selection round will then be asked to submit a conference paper of up to 4,000 words by 15th September 2025.
    • Then successful conference applicants will be notified on 31st January 2026, with their final papers to be submitted by 31st March 2026.

    More information about the event can be viewed on the TRA website or abstracts can be submitted directly here.

  8. Research reveals that riding an e-scooter is a light-intensity physical activity

    Comments Off on Research reveals that riding an e-scooter is a light-intensity physical activity

    Source: Journal of Transport & Health

    E-scooters are outpacing cars but fall short of walking for exercise intensity.

    A recent study sheds light on the physical activity benefits of e-scooters, an increasingly popular form of micromobility. Researchers evaluated the metabolic energy expenditure and muscle activation of riding e-scooters compared to walking and driving. The findings suggest that while e-scooters provide light physical activity, they fall short of the moderate physical activity associated with walking.

    Methodology

    The study involved 20 participants aged 21–41 in a controlled crossover experiment. Researchers measured metabolic physical activity in METs (Metabolic Equivalent of Task) during a fixed course and assessed muscle activation during typical maneuvers. MET values, often used to quantify energy expenditure over time, were compared across e-scooter riding, walking, and driving.

    Key findings

    • Energy expenditure: Riding an e-scooter generated an energy expenditure of 2.14 METs, which is classified as light physical activity. This level was significantly higher than driving a car (1.42 METs) but lower than walking (3.12 METs).
    • Muscle activation: E-scooter use resulted in greater muscle activation in the arms and trunk than both driving and walking, with higher engagement across all muscle groups compared to driving.
    • Activity intensity: While driving is sedentary, e-scooters offer a light-intensity alternative, and walking remains a moderate-intensity activity.

    Implications

    The study highlights that e-scooters can contribute to physical activity when replacing sedentary modes of travel like driving. However, replacing walking with e-scooter use could reduce overall transportation-related physical activity. The findings suggest a nuanced approach to integrating e-scooters into urban mobility strategies, balancing convenience and health benefits.

    As cities continue to promote micromobility, the physical activity impacts of e-scooters provide an important consideration for sustainable and health-conscious transportation planning.

  9. Does darkness influence Cycling? Research from Flanders (Belgium)

    Comments Off on Does darkness influence Cycling? Research from Flanders (Belgium)

    Source: Fietsberaad

    A recent study published in Transport Policy has provided insight into the factors that may influence people’s decisions to cycle when it’s dark, addressing an often overlooked aspect of urban planning and transportation policies. As cycling continues to grow in popularity as an eco-friendly and health-conscious mode of transportation, understanding the barriers to cycling in different conditions is crucial for creating safer and more inclusive cities.

    Darkness as a barrier

    Darkness poses a significant barrier to cycling primarily due to the increased risk of accidents and a heightened sense of social insecurity. While much research has been done into factors that influence cycling, including socio-demographic factors, darkness has rarely been studied. This study, conducted in East Flanders, Belgium, fills this gap by exploring the decision making process for cyclists in relation to darkness.

    Methodology

    The researchers employed a mixed-method approach, combining quantitative and qualitative data to provide a comprehensive understanding of the issue. They surveyed 842 cyclists and conducted 26 in-depth, semi-structured interviews to identify the factors that influence the likelihood of cycling in the dark. The analysis revealed several key insights into how different groups of people approach cycling after dark.

    Key Findings: Who Cycles in the Dark?

    One of the study’s significant findings is that familiarity with a route increases the likelihood of cycling in the dark. Cyclists who regularly use a particular route are more confident and likely to continue using it even when visibility is low.

    Age and life stage also play a crucial role. Elderly individuals and retirees are less likely to cycle in the dark compared to younger people, especially those aged 11 to 17. This younger age group often cycles to school early in the morning, sometimes accompanied by a parent. On the other hand, people who ride racing bikes, often cycling in groups, are less likely to venture out in the dark, preferring daylight hours for recreational and sportive activities.

    Interestingly, the type of bicycle also influences cycling habits in the dark. Cyclists using e-bikes and speed pedelecs are more likely to cycle in low-light conditions compared to those using regular bikes. This may be due to the increased speed and convenience these bikes offer, making them more appealing even when visibility is reduced.

    Gender differences also emerged as a significant factor. Women are 84% less likely to cycle in the dark compared to men, primarily due to concerns about social safety. The perception of danger in dark conditions is a strong deterrent, highlighting the need for better lighting and safety measures to encourage more women to cycle.

    The study also found that living in a rural environment positively impacts the likelihood of cycling in the dark compared to urban areas. This may be due to lower traffic volumes and a greater sense of familiarity and safety in rural areas.

    Implications for urban planning and policy

    To increase cycling rates in the dark, cities need to focus on creating a cycling culture that prioritizes safety and inclusivity. This includes designing and implementing infrastructure that addresses the needs of vulnerable groups, such as women and the elderly, and ensures safe and well-lit routes for all cyclists.

    A holistic approach to urban planning is essential, integrating these elements to create environments where cycling can thrive regardless of the time of day. By understanding the diverse factors that influence cycling in the dark, policymakers can develop targeted strategies to overcome these barriers and promote cycling as a safe and viable option for all.