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Denver grabbed headlines earlier this year when it launched an ambitious program to help city residents replace cars with e-bikes. Now the city is struggling to ensure it can provide sufficient cycling infrastructure to support the influx of electric bikes.

The program initially offered generous rebates from $400 to $900 off the price of a new e-bike depending on the style of bike, with cargo e-bikes receiving higher incentives.

Low-income city residents were offered even higher incentives of $1,200 toward the price of an electric bike.

Unlike mail-in rebates or e-bike tax credits, Denver’s program used point-of-sale rebates that were applied instantly, making it easier for new riders to afford what can often be expensive electric bikes.

The goal of the program was to help get more of these car-replacing electric bikes out onto Denver’s streets to cut down on traffic and reduce emission-spewing vehicle use.

Nearly 5,000 electric bikes have been purchased as part of the program, with around half of those e-bikes going to low-income riders.

It’s been widely praised as a successful model for increasing the adoption rate of low-impact alternative vehicles. But it’s also shined a light on another issue surrounding personal EVs like e-bikes and e-scooters: that they require investment in infrastructure to make riders feel safe using them.

aventon level 2 review e-bike

E-bikes can usually travel at speeds of 20-28 mph (32-45 km/h), which makes them better able to keep up with cars.

But not all riders want to mix it up with traffic in the roadways. Bike lanes help encourage commuters to use bikes, scooters, skateboards, and other light vehicles by providing a safer environment away from the heavy machinery regularly used by car drivers.

Denver poured millions of dollars into its e-bike rebate program, successfully putting thousands of new e-bikes on the road. Now the city is working on building enough bike lanes to help those riders feel safe and protected while using their new wheels.

The city already had nearly 200 miles of bike lanes when Mayor Michael Hancock outlined a plan to install another 125 miles of bike lanes in 2018. Denver is now nearing completion of that pledge with over 300 miles of bike lanes spread across the city.

An unprotected bike lane on the side of a street

The problem is that not all bike lanes are created equal. Some keep riders safer than others.

Much of the current cycling infrastructure is classified as “unprotected” bike lanes, which are usually just a painted line designated the road shoulder for bike. Several dozen miles of the city’s bike lanes have been installed with physical barriers such as poles and other devices separating bikes from the main traffic lanes of major roads and creating protected bike lanes.

While unprotected bike lanes are a step in the right direction by demarcating part of the road for bikes only, many riders including Denver Bicycle Lobby member David Mintzer feel they don’t go far enough. As he explained to The Denver Post:

“My biggest issue with the 125 miles of bikeways that the city is touting is that most of them are unprotected and they’re still having bicycles mix with traffic. As they stand now, they are not comfortable for new riders.”

Many locals agree and have been pushing the city to install more protected bike lanes, with the e-bike rebates creating a renewed push for improved cycling infrastructure.

The city seems to be taking notice.

According to City councilman Chris Hinds:

“We are in some ways a victim of our own success in our bike infrastructure. We wouldn’t have had these questions if not for the e-bike rebate program that has put a lot of e-bikes in our bikeways. It is time to take a look at that infrastructure.”

Electrek’s Take

I actually see this as a good thing. Sure, we all want cities to proactively install proper cycling infrastructure. But without a mass of riders to demonstrate the need, it can be hard to make the case in a way that those who control the purse strings can truly understand. It’s a chicken and egg, but sometimes they need to see either the chicken or the egg to get something rolling.

In Denver’s case, now that there are suddenly thousands of more e-bikes riding around, and that seems to be making an impact on city officials.

The time has come to not just speed up the pace of bike lane installation, but to plan ahead for protected bike lanes that make everyone safer. The more comfortable people feel riding, the more they’ll ride. And the more they ride, the more everyone wins. Yes, even car drivers win too.

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Yamaha throws in the towel, pulls out of e-bike market in North America

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Yamaha throws in the towel, pulls out of e-bike market in North America

Yamaha has announced to its dealers that it will be pulling its e-bikes out of the North American market at the end of this year. In the meantime, the brand says that it will offer sales of up to 60% off for its remaining inventory and continue to support its e-bikes already sold in the US for at least five more years.

Yamaha’s electric bikes have been well-received in global markets and have also received rave reviews in the US. However, the company’s higher prices make it harder to compete in the North American market, which is dominated by value-oriented models with significantly lower price points.

Yamaha’s various electric bikes designed for commuting, fitness, and mountain biking all feature higher-end components, which has resulted in the company competing more directly with premium bicycle shops. The company’s elaborate frames and in-house motors have added value to their models, yet have also contributed to a more premium price range.

Meanwhile, Yamaha hasn’t been immune to the same sales slowdown and overstocking issues that have plagued the e-bike industry over the last few years, as the company explained to its dealers in the letter seen below.

“Dear Yamaha eBike Dealer,

We want to thank you for your partnership and for your business in purchasing and retailing Yamaha eBikes, and for proudly representing the Yamaha brand. However, as you know, the combination of a post-COVID oversupply within the entire bicycle industry, coupled with a significant softening of the market, has resulted in a particularly challenging business environment where it is extremely difficult to achieve a sustainable business model. Given these market conditions, we regret to inform you that Yamaha has made the difficult decision to withdraw from the U.S. eBike business and cease wholesaling units effective the end of this year.

Yamaha Motor Corporation, U.S.A. (YMUS) entered the U.S. eBike market in 2018, and we have enjoyed the opportunity to partner with you these past six years to sell exciting, high-quality, all-road, mountain, and fitness/lifestyle eBikes.

We will continue to support your dealership in the sell down of your inventory by extending the current “Fan Promotion” program where customers may receive up to 60% off their purchase of a new Yamaha eBike. This “Fan Promotion” program will be offered on all units retailed and warranty registered through June 30, 2025. YMUS will continue to provide parts, service, and customer support in the United States both now and in support of our limited 5-year warranty.

Finally, we wish to express our sincere appreciation and gratitude to you and your staff for your dedication and support of the Yamaha eBike business.

Thank you for your understanding and support.”

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Toyota to buy clean power from a $1.1 billion solar farm in Texas

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Toyota to buy clean power from a .1 billion solar farm in Texas

Enbridge, a Canadian energy company, just announced it’s moving forward with an 815-megawatt (MW) solar project called Sequoia in Texas. When it’s done, it’ll be one of the largest solar farms in North America. The project’s price tag is a hefty $1.1 billion.

Enbridge’s Sequoia, around 150 miles west of Dallas, has already landed long-term power purchase agreements (PPAs) with AT&T and Toyota, ensuring most of its output is sold for years to come. This deal was highlighted in Enbridge’s third-quarter report on Friday.

Sequoia will be built in two phases, with power expected to start flowing in 2025 and 2026. Enbridge says it’s taken steps to reduce risks by securing equipment and procurement contracts in advance. Permits and purchase orders are also locked down.

Toyota’s PPA with Enbridge’s Texas solar project is part of Toyota’s broader push toward sustainability, as the automaker aims to achieve net zero by 2035 and match 45% of its purchased power with renewable electricity by 2026 as it still clings to its “diverse powertrain strategy.”


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NIO’s EV sales top 20,000 for the sixth straight month as new low-cost SUV shows promise

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NIO's EV sales top 20,000 for the sixth straight month as new low-cost SUV shows promise

With its new electric SUV rolling out, NIO’s (NIO) sales topped the 20,000 mark again in Oct, its sixth straight month hitting the milestone.

NIO sold 20,976 vehicles last month, up 30.5% from October 2023. The NIO brand sold 16,657 vehicles, while its new “family-oriented smart vehicle brand,” Onvo, contributed 4,319 in its first full sales month.

After launching its new mid-size Onvo L60 electric SUV in September, NIO said production and deliveries are steadily ramping up.

At the end of October, NIO’s Onvo had 166 Centers and Spaces throughout 60 cities. Onvo plans to continue expanding its network to drive future growth.

NIO’s new electric SUV starts at around $21,200 (149,900) and is a direct rival to Tesla’s Model Y. The base $21K model is if you rent the battery. Even with the battery included, Onvo L60 prices still start at under $30,000 (206,900 yuan), with a CLTC range of up to 341 miles (555 km). That’s still less than the Model Y.

Tesla’s Model Y RWD starts at around $35,000 (249,900 yuan) with 344 mi (554 km) CLTC range in China.

NIO's-Oct-sales
Onvo L60 electric SUV models (Source: NIO Onvo)

NIO’s new Onvo brand drives higher Oct sales

NIO has often compared its new electric SUV to the Model Y, claiming it’s superior in many ways. The L60 has better consumption at 12.1 kWh/100km compared to the Model Y at 12.5 kWh/100km).

With a longer wheelbase (2,950 mm vs 2,890 mm), NIO’s electric SUV also provides slightly more interior space.

NIO's-Oct-sales
NIO Onvo L60 electric SUV (Source: Onvo)

Despite the L60’s success so far, NIO believes its second Onvo model will be an even bigger hit. It could be a potential game-changer.

“If you think the L60 is good, then this new model is a much more competitive product,” NIO’s CEO William Li told CnEVPost after launching the L60. Onvo will launch a new EV every year. Following the L60, Onvo will launch a new mid-to-large-size electric SUV next year.

NIO’s leader claims the new model will be revolutionary. According to Li, it will offer even more surprises than the L60. Deliveries are planned to begin in Q3 2025.

NIO Onvo L60 vs Tesla Model Y trims Range
(CLTC)
Starting Price
NIO Onvo L60 (Battery rental) 555 km (341 mi)
730 km (454 mi)
149,900 yuan ($21,200)
NIO Onvo L60 (60 kWh) 555 km (341 mi) 206,900 yuan ($29,300)
NIO Onvo L60 (85 kWh) 730 km (454 mi) 235,900 yuan ($33,400)
NIO Onvo L60 (150 kWh) +1,000 km (+621 mi) TBD
Tesla Model Y RWD 554 km (344 mi) 249,900 yuan ($34,600)
Tesla Model Y AWD Long Range 688 km (427 mi) 290,900 yuan ($40,300)
Tesla Model Y AWD Performance 615 km (382 mi) 354,900 yuan ($49,100)
NIO Onvo L60 compared to Tesla Model Y prices and range in China

Local reports suggest a six-or seven-seat electric SUV could hit the market even sooner. With rumors of a launch around Q1 2025, deliveries could happen as soon as May 2025.

According to sources close to the matter, the L60 is just a “stepping stone” with even more exciting EVs on the way. The source claimed the new six-seat option will start at around $42,100 (300,000 yuan).

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