I took my e-bike and went undercover as a food delivery rider. Here’s what I learned
In cities around the world, e-bikes, scooters, and motorcycles make up the brunt of the food delivery industry. They serve as the critical backbone, connecting hungry customers ordering app-based food with the restaurants that serve up that savory delight. At least, that’s how it works almost everywhere except North America. So I took a trip to the US and spent a day as a food delivery rider to see what the big hangup is.
If you don’t know me, then hello! I’m an electric bike journalist and YouTuber, or at least that’s my normal day job. But this summer I hung up my keyboard for a day and hopped on an e-bike in South Beach, Miami to try Doordashing during a busy afternoon.
My ride for the day was a Lectric XP 3.0 folding e-bike, outfitted with a cargo package and food delivery bags. It’s a great bike for this type of use thanks to its low entry price (just $999!), its low frame, and its small diameter fat tires that make it easy to cruise rough city streets and hop curbs or potholes when necessary.
I made an action-packed video of my day here, and you should check it out if you want the firsthand experience of food delivery by e-bike (and a little Miami culture at the same time).
My goal for the day wasn’t necessarily to make money, though that was a nice side-benefit of the experiment. This was a job, after all (albeit an “independent contractor” job that allows the food app companies to avoid paying a living wage or benefits).
Instead of money, my main goal was to earn experience and insight into what goes into trying to deliver food by e-bike in the US. [And as a quick note: yes, I’m aware e-bike riders are the main delivery method in New York City. Congrats NYC, you’re the only US city that has mainly figured it out. Some other areas like San Francisco are on their way, but for the most part, the US is a laggard in this regard.]
If my goal had been to earn good money on this adventure, I would have been disappointed. More on that in a moment. But since the experience was my aim, I definitely came out as a winner. See what I learned below.
Delivery riders don’t make much money
In total, my day consisted of four and a half hours of food delivery in the bustling South Beach area, covering the lunch rush from 11:00 to 15:30, chosen to (hopefully) maximize profit. Over that period, I delivered nearly a dozen orders from a wide range of restaurants, smoothie bars, cookie shops, liquor stores, and more.
I raked in a total of US $48.75, or roughly $10.80/hour. That included tips, which in fact were a majority of my earnings. For comparison, the minimum wage in Florida where I was riding is $12/hour.
One of the main issues limiting my income was that the app just didn’t seem to give me many offers to deliver food. There were several periods where I was sitting in a “hot spot” as designated on the map in the app, but it took 30 minutes until I received a low-paying offer, such as $3.50 to pick up a McDonald’s order and deliver it. That was the second issue, that the offers simply paid poorly.
Anecdotal evidence from the experience of other delivery workers shows that these food apps often prioritize delivery car drivers over riders, though the exact reason isn’t clear. The apps won’t admit to this practice, but the workers seem pretty confident in its veracity. After talking about my experience with other Doordash delivery workers, several told me that the low-paying orders I got probably sat around for a while on the app getting passed over by delivery drivers until they were finally offered to me.
Cars don’t make space for you
Where I live in Tel Aviv, bikes share the road. There’s also a large motorcycle and scooter culture, so car drivers are used to seeing two-wheelers on the road, and they generally move over to make space. That’s not the case in Florida, nor much of the US. The only place I’ve seen it in the US is in California, where drivers tend to move over for me when I’m lane-splitting on a motorcycle – though they’re also required to by law.
I found that South Beach in Miami had a decent amount of bike lanes, though they were usually just painted onto the road and thus don’t offer much real protection from cars. A few areas, such as the main beach road, had protected bike lanes separated by physical barriers.
Since I was riding a relatively fast e-bike (up to 28 mph or 45 km/h), I would often slide out of the painted-on bike lane and into the main road, especially when I could travel faster than cars in traffic or other pedal bikes ahead of me in the bike lane. Boy, the drivers did not like that! Forget the fact that the drivers were stuck in bumper-to-bumper traffic sometimes – those drivers still seem to hate seeing cyclists blow past them on the road.
Fortunately, I didn’t experience aggressive enough driving to the point of fearing harm, though such accounts are sadly numerous among cyclists in the US. It can be dangerous riding a bike with cars in the US, partially due to the lack of proper infrastructure and partially due to drivers just seeming to be surprised at seeing a bike sharing the road with them. And while road rage against cyclists accounts for a smaller segment of the injuries and deaths than good old-fashioned distracted operating of heavy machinery, it’s still an important consideration.
These lurking dangers are something that cyclists simply have to keep in mind. The road is ours too, but we can’t afford the same disregard that drivers have been permitted. We always have to be on the lookout for those that aren’t on the lookout.
Being a bike delivery rider is harder than it looks
I was surprised at just how difficult the job was. I’m a hard worker, I’ve worked plenty of manual labor jobs, I served in the military, and I’m no stranger to getting my hands dirty. But I still have a newfound respect for the job performed by delivery riders.
It’s not just the effort – sure, I was on an electric bike, but I was often pedaling hard to make my battery last as long as possible. I had a second battery but only swapped it after nearly four hours of working. Riding a heavy bike with non-aerodynamic food bags in a city with cars trying to wipe you out isn’t easy. And I did it on a nice, sunny day. Imagine this in the rain, snow, or brutal heat.
Then there’s the mental stress. You’re constantly on your toes for orders. When you get one, you have to rush wherever it sends you, fight your way to the food, then use a crappy map with a vague dot to find your destination for delivery. The address may be there, or it may just be wrong. And you’re being timed with a delivery deadline that is nearly unachievable. If you don’t rush to make it on time, you’ll be dinged with fewer future delivery offers. But you better not break a traffic rule – car drivers love to cite that as a reason for endangering cyclists on the road. “He blew through a stop sign back there, why should I give him space when I pass?”
Then you’ve got to find a way to lock your bike so it won’t get stolen, locate your customer, not get stabbed if it’s a bad part of town, then hurry back for the next order – all for as little as three bucks. Delivery riders on e-bikes have faced an alarming increase in assaults, either for cash or to steal their e-bikes. I always carry protection, and I think it’s a good idea for e-bike delivery riders to consider it while working.
Another surprise was that I sometimes had to do people’s shopping. Doordash gave me a type of limited credit card when I signed up, and twice I had to shop for things people ordered on Doordash.
The first was at a liquor store, where I had to buy some guy’s booze and then scan his ID when I got to his apartment. The second was a CVS order where someone needed a pink hairbow immediately, so they ordered it for delivery.
CVS stores aren’t known for being easy to find things, let alone a single hairbow. And I don’t know if you’ve ever seen a liquor store in Florida, but booze is apparently the state bird, and these things are like a Costco of alcohol. Good luck finding a specific bottle of obscure champagne and getting on your way by the deadline.
A second battery definitely makes things easier
If you’re going to do delivery work on an e-bike, having a second battery is a good thing to consider. I tried to go easy on my first battery and make it last, but there were times that I throttled at full-speed comfortably knowing I had a spare battery in case I drained my first one.
The downside is there usually isn’t a good place to lock a second battery on a bike – unless you have a dual battery e-bike – and so I kept my spare battery in one of my two food bags. I was constantly worried someone would steal it while I was handing off a delivery, so I always rushed back so as not to leave my bike unattended very long.
You should always tip your delivery rider
If you’re one of those people who says “I shouldn’t tip because their company should pay workers fairly instead of me paying their wages” then you’re 50% correct and 100% a jerk.
Yes, companies should pay workers fairly. But they don’t, at least not in the US. Until then, service workers who are not getting an hourly wage (like food delivery riders) depend on those tips as real income. They’ve got families to feed and bills to pay, just like you.
Over half of my earnings for the day came from tips. Without those tips, I would have earned around $5/hr just from the base pay.
So please tip your delivery rider. I always did before, but now I tip even better. And when it’s raining outside or rockets are falling, I tip delivery riders even better than that.
These people do hard work that is not made any easier by society, road infrastructure, or pretentious jerks wondering why their burger is 2 minutes late from a delivery rider sporting a fresh dog bite.
In conclusion
I still firmly believe two-wheelers are the only correct way to deliver food in cities. I’ve never seen a car deliver food where I live, and it’s the same for every European city I’ve ever ordered food in, with the exception of car-loving Germany.
Why we need slow-moving 4,500 lb (2,000 kg) vehicles to deliver a sandwich in a city is beyond me. In a city environment, food arrives faster on a bike, it requires less energy, and it’s better for the air we breathe. Everyone wins.
But there are some serious problems here too. These riders are doing critical work for very little pay and even less respect. They sometimes risk their lives, yet if they ever get hit by a car, there’s no one offering health insurance to heal them. And on top of all that, the delivery apps seem to prioritize car drivers instead of bike riders, further limiting their ability to earn a living wage.
I’m not saying I have all the answers here. But I do know that work needs to be done to improve this system. And I also know one other thing: now I’m hungry.
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The latest addition to Orbea’s electric road bike lineup is here, and it’s designed to handle more than just pavement. The Orbea Denna, announced today, is a gravel-optimized electric road bike that builds on the company’s previous experience with models like the Gain and Terra. Featuring a mid-drive motor “tuned specifically for off-road conditions”, the Denna aims to blend power, range, and versatility for riders looking to tackle everything from steep climbs to loose trails.
At the heart of the Denna is Orbea’s RS Gen2 RC system, a customized version of Shimano’s EP platform. The RS (Rider Synergy) branding refers to Orbea’s firmware tweaks that aim to deliver a more natural ride feel by adjusting power delivery to match rider input.
The second-generation update increases the motor’s torque output to 85 Nm, giving it plenty of climbing ability, especially on rougher terrain.
The Denna offers two built-in power modes:
• Gravel mode is tuned for smoother gravel roads, offering a more efficient power delivery at higher cadences.
• Gravel+ mode adjusts torque for looser terrain, delivering extra power at lower cadences to improve traction.
Riders can further tweak the assist settings through the Shimano e-Tube app, dialing in torque output to match their riding style.
Orbea designed the Denna with tire clearance up to 50c, allowing riders to customize their setup based on terrain. The frame geometry includes:
• A lower bottom bracket for stability
• Optimized chainstay length for balance between responsiveness and comfort
• A longer wheelbase to improve handling over uneven terrain
• A size-specific fork trail for consistent ride quality across all frame sizes
The OMR carbon frame and fork are built for both stiffness and compliance, allowing an interesting mix of vertical flex to absorb road vibrations while maintaining lateral rigidity for efficient pedaling.
The Denna is powered by a 420Wh battery, which Orbea claims can support up to 3.5 km (2.5 miles) of elevation gain in Eco mode. That’s not exactly the most common way to measure battery capacity, but most electric road bikes with similar sized batteries tout flat land ranges of 120-150 km (75-90 miles) per charge.
For riders who need even more range, an optional 210Wh range extender battery that is roughly the size of a water bottle adds extra distance without significantly increasing weight.
While range extenders are less common for everyday e-bikes, electric road bikes and gravel bikes are uniquely relevant candidates, as riders of these types of bikes often head out on extended rides covering significant distances.
Riders can switch between assistance modes using the left brake lever, and the system is compatible with multiple display options, including Shimano’s EN600 unit or a paired Garmin device for real-time battery and motor data.
For added utility, all Denna models include mounting points for fenders and two water bottle cages, making it adaptable for long-distance adventures.
Orbea is offering the Denna through its MyO customization program, allowing buyers to select components, colors, and finishes to match their riding style—whether that means a more road-oriented build or a full gravel setup.
Joseba Arizaga, Orbea’s Road Product Manager, summed up the company’s vision for the Denna:
‘’We are thrilled to be launching Denna today. It represents the next evolution of eRoad riding—where power, range, and capability come together to break down barriers and redefine what’s possible. With our Rider Synergy concept and gravel-specific tuning, Denna provides a seamless, natural ride feel that enhances every adventure, whether on smooth tarmac, rugged backroads or both. It’s not just about assistance; it’s about expanding the ride, unlocking new routes, and pushing further than ever before.”
Last but not least (definitely not least), prices can be found below. They range considerably for the different models that feature higher spec loadouts of key components.
| Euros (EU) | Dollars (US) | Pounds (UK) | |
| M10i | 9,999 | 9,999 | 8,999 |
| M11e | 9,999 | 9,999 | 8,999 |
| M20i | 7,599 | 7,599 | 7,299 |
| M31e | 6,999 | 6,999 | 6,399 |
| M20 | 5,899 | 5,999 | 5,699 |
| M30 | 5,499 | 5,599 | 5,199 |
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Environment
Tesla complains about being target of retaliatory tariffs, and it was right: it’s starting
Tesla’s policy team sent a letter to the US government to complain about potentially being the target of retaliatory tariffs amid Trump’s trade war.
The automaker was right, as Canada is already targeting Tesla directly with a few policy changes.
On Tuesday, March 11, Tesla’s policy team sent a letter Jamieson Greer, President Trump’s top US trade representative, to warn them the current trade war, started by Trump, could make Tesla’s target of retaliatory tariffs (via Reuters):
“As a U.S. manufacturer and exporter, Tesla encourages USTR to consider the downstream impacts of certain proposed actions taken to address unfair trade practices.”
The automaker didn’t elaborate on why it thought that, but it’s likely because its CEO, Elon Musk, is one of the Trump’s top advisers, and he contributed more than $250 million to the President’s campaign.
Many people see Musk as a sort of “shadow president,” and therefore, some of the backlash of the administration’s policies falls on him and, in turn, on Tesla.
It also doesn’t help to dissociate Musk and Trump from Tesla when Musk organizes for the President to do a Tesla infomercial at the White House.
Musk has been Trump’s biggest supporter. He has praised virtually all of Trump’s policies and even said that he loves Trump “as much as a straight man can love another man.” That’s an actual quote.
However, there’s one of Trump’s policies that Musk has stayed completely silent on: the sense less trade war that he started with US allies, including Canada and Mexico.
Canada, Mexico, and the US have a free trade agreement that Trump himself signed in 2020.
For some reason, he appears to have completely forgotten about it and keeps claiming that Canada and Mexico are “screwing over the US” with this deal. He even asked several times “who negotiated this deal?”
Musk is most likely quiet about it because he knows it bads for the US and its allies, as well as himself and Tesla.
Tesla gets roughly 25% of its parts for vehicles built in the US from Mexico, in addition to an undisclosed amount of Canadian parts. Furthermore, Tesla builds a significant amount of its manufacturing machinery in Canada.
The automaker’s policy team was right to worry about reliatory measures over the trade way.
Just today, B.C. Hydro, which offers rebates for installing EV charging stations, announced that it is excluding Tesla products from the program in response to U.S. tariffs.
BC Energy minister Adrian Dix commented on the move (via CBC):
“I thought they [Tesla products] shouldn’t be made available on a public subsidy program right now. I don’t think anyone in British Columbia needs to be told why, and I think most people would support their removal from that list,”
The province is also considering removing Tesla from the $4,000 rebate program at the purchase of electric vehicles.
That’s just the beginning. NDP Leader Jagmeet Singh, who could be part of the new Canadian government if a coalition is formed after the upcoming elections, vowed to implement a 100% tariffs on Tesla vehicles coming from the US.
He is the second leading Canadian politician to propose this measure this month.
Electrek’s Take
I really wouldn’t want to work for Tesla’s policy team these days. They are walking a difficult line. The president’s policies are hurting the company, but the company’s CEO is his best buddy.
So they have to write things like “Tesla encourages USTR to consider the downstream impacts of certain proposed actions taken to address unfair trade practices” instead of “You are killing us over here with these schizophrenic trade policies!”
Generally, I would have issues with policies singling out a specific company, but we are talking about the US breaking a free trade agreement over false pretends and opposing ridiculous tariffs with the hope of crippling the country’s economy and force them to be annexed by the US, which Trump hasn’t been shy about as of late.
It’s unacceptable, especially for an ally, and therefore, everything is on the table, including trying to hurt Trump’s top financial backer.
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ChargePoint has brought five new DC fast charging stations online in upstate New York, supported by key funding from the New York State Energy Research and Development Authority (NYSERDA).
ChargePoint’s fast charging stations are in Cortland, Waterloo, Lake Placid, Niagara Falls, and Ripley. With ChargePoint’s mobile app, EV drivers can find, use, and pay for charging at the new locations.
“ChargePoint’s collaboration with NYSERDA demonstrates the critical role that public-private partnerships will continue to play in the build out of charging infrastructure, particularly at the state level,” said Rick Wilmer, CEO of ChargePoint. “When all types of institutions work together to defray costs, much-needed EV charging infrastructure can scale at an accelerated pace.”
NYSERDA’s support, through its Clean Transportation program, enables the build-out of critical EV charging infrastructure across New York State, reducing the capital investment needed to deploy public charging sites. This includes building out access in underserved communities, defined as disadvantaged communities by New York State’s Climate Justice Working Group. Fifty percent of the fast-charging stations funded through this program will be located in communities designated as disadvantaged.
Electrek’s Take
The Trump administration is actively working to dismantle federal support for the buildout of the NEVI program and DC fast charger rollout in general. That’s pretty dumb, considering EV adoption is surging, and the electric vehicle industry has already created thousands of American jobs up and down a rapidly expanding supply chain.
But states and utilities are stepping up with their own incentives, and this partnership between ChargePoint and New York State is exactly the kind of success story that keeps the momentum rolling. Trump might tap the brakes on federal support for DC fast chargers, but he can’t derail the progress completely. States like New York that are serious about building out EV charging infrastructure are moving forward – no matter what.
Read more: New York awards $60M to Revel to install 267 DC fast chargers
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