the emergence of e-bikes on asian roads - katrin eisenbeiß - embarq
DESCRIPTION
An overview of electric bikes in Asia. There are estimated to be more than 550 million two- and three-wheelers in Asia by 2035. The slides looked at the popularity of e-bike in Asia, its costs and benefits, and compared its emission and safety levels with other modes of transport. Read more about e-bikes on TheCityFix.com: http://bit.ly/1jfH6B1TRANSCRIPT
The Emergence of E-Bikes on Asian Roads
Katrin Eisenbeiß 8/13/2014
>550 million two- and three-wheelers in Asia by 2035
Growth rates in India and China: ~11% p.a.
Success of 2- & 3-wheelers in Asia
8/13/2014 Katrin Eisenbeiß
Photo credits: Benoit Colin, EMBARQ Bangalore, India
2
2005: 10 million
1998: 40,000
E-Bikes Sales in China
8/13/2014 Katrin Eisenbeiß
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Less labor-intensive than cycling or walking
Door-to-door mobility
Independent from schedules and routes
Flexible in congested roads
Faster than alternatives
Less space requirements for parking than four-wheelers
Convenient, Independent and Fast
8/13/2014 Katrin Eisenbeiß
Bangkok, Thailand
4
Rapid population growth
Congestion in mixed traffic
Loss of productive time
Poor Public Transport
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Long walking distances to stations
High fares
Long waiting time in crowded station
Overcrowded vehicles
Poor Public Transport
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Middle-income households
Trips under 10km
Efficient and Cost-effective
8/13/2014 Katrin Eisenbeiß
Photo credits: Zhou Jia, EMBARQ Hangzhou, China
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Cost-effectiveness
8/13/2014 Katrin Eisenbeiß
Unit Cost Rate of Impact Cost per 100 pax-km (in US$)
E-Bike Bus Car
Purchase price 0.50 0.17 5.21
Battery Costs 34/battery 10,000km/battery 0.34
Electricity (use
phase only) 0.08/kWh 1.3kWh/100km 0.10
Gasoline (use
phase only) 0.56/L 7.9L/100km 4.42
Fare 0.19-0.38
per trip 4.4km/trip 6.50
Travel Time 9.70 20.62 9.30
Total cost per 100 passenger kilometer traveled 12.42 27.53 30.40
Source: changed according to Cherry, 2007
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No Direct Urban Air Pollution
8/13/2014 Katrin Eisenbeiß
China: government ban for gasoline-powered two-
wheelers
No tailpipe emissions from e-bikes
Source of emissions is outside city
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Emissions
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Energy
Use
(kWh/100
pax-km)
CO2
(g/pax-km)
SO2
(g/pax-km)
PM
(g/pax-km)
NOX
(g/pax-km)
Lead
(g/pax-km)
Car 140 306 0.689 0.277 1.32 0.299
Bus 13.06 48.4 0.022 0.065 0.270 0.005
BSEB* 6.12 22.08 0.123 0.125 0.027 0.710
SSEB** 8.42 30.44 0.164 0.175 0.020 1.013
*BSEB = bicycle-style electric bike
**SSEB = scooter-style electric bike
Source: changed according to Cherry, 2007
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No distinction between different types of e-bikes
Road Transportation Safety Law classifies e-bikes as
non-motorized vehicles
Lack of safety regulations (e.g. helmet enforcement,
licensing, speed limits…)
Road Safety
8/13/2014 Katrin Eisenbeiß
Shanghai, China
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Road Safety
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Source: changed according to Yao and Wu, 2011
31.3%
24.5% 21.8%
30.2%
26.2%
28.1%
23.8% 26.3%
30.6%
0%
5%
10%
15%
20%
25%
30%
35%
Gender Driver license E-bike type Riding experience
E-bike drivers with a history of at-fault accident during
the previous year in Beijing and Hangzhou (2011)
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Increase of e-bike related fatalities by almost six times
between 2004 and 2008
Road Safety
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13
Definitions and Data for different types of e-bikes
Safety regulations
More renewable energies for power generation
Regulations and incentives for battery disposal/recycling
Improvements in PT and NMT that address mobility needs
(reliability, affordability, connectivity, efficiency, safety)
What do we need?
8/13/2014 Katrin Eisenbeiß
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