How Big is the USA E-bike Market in 2024-25?

As Sr. Mananging Director of eCycleElectric, I’ve been answering this fundamental question since the 1990s. And after pouring through another full year of import records yet again, I’m happy to unveil my estimate for 2024.

First, some context.

Americans have learned that e-bikes have a role to play in their lives and are embracing them in ever increasing numbers.  Even with high tariffs, sales have grown from 2017 on. E-bikes get ridden more miles as well. So much so, that they are understood now to be viable forms of both exercise and transportation.

The bicycle industry is making money on e-bikes. Nearly every bicycle brand has an e-bike offering, and most bike shops around the country embrace them, having moved them from a shadowy shop corner to a prominent window display. Worldwide, e-bikes are the money-maker for the global bike industry.

Because of these two points, a flood of new players has entered the market. Many rely on Direct-to-Consumer plus Amazon/Walmart+ and sophisticated marketing tactics to compete for their share of the pie. Some are pounding the pavement to America’s 5,000 plus bicycle retail storefronts in a bid for precious floor space.

Both models have merit. While we estimate most units are sold online, most e-bike dollars flow through brick&mortar retail.  While old-guard brands like Trek, Specialized and Giant have a sizeable advantage in ground infrastructure, the newer guard “e-bike brands” like Lectric, Aventon, and Heybike appear to have the upper hand in winning eyeballs online. The verdict is not yet out on which business model will win.

eCycleElectric has been observing these e-bike market dynamics first-hand since 1996 and started systematically tracking U.S e-bike imports since 2009. Sticking to our mission “to provide information and make connections that unite, advance and improve the global electric mobility movement, focusing on electric two wheelers and their sub-components”, we offer this estimate each year as a service to the global bike industry. While by no means perfect, our estimates and forecasts have stood well against the test of time and have been cited in reputable media such as Wall Street Journal, USA Today, Bike Europe, and Bicycle Retailer & Industry News.

Based on the analysis that my partner Dr. Jonathan Weinert & I conducted, we estimate that 1.7 million e-bikes were imported into the U.S. in 2024 by roughly 900 unique businesses. To put this in perspective, we estimated 0.99 million units from over 300 unique businesses in 2023. That’s 72% growth YoY, admittedly higher that our initial forecast at the start of 2024 when it seemed like inventory issues at retail may hamper 2024 sales. Interestingly, these 1.7 million e-bikes came from over 800 different factories or trading companies, ~90% of which reside in mainland China, with the others coming from Taiwan, Vietnam, South Korea, Germany, and a handful of other countries.

Since nearly all e-bikes purchase in the U.S. are produced overseas, we find that imports are the best proxy for sales to U.S. end-consumers, albeit with a few months lag. This year, we sifted through and cleaned over 9,000 records of murky import data to come up with our estimate. It’s by no means perfect. Some e-bike records are disguised (intentionally or not), but we do our best to distinguish complete pedal-equipped e-bikes and e-trikes from e-bike parts, bicycles, dirt-bikes, e-scooters, and other two-wheeled electric devices that are sometimes mis-classified or mixed in with e-bike containers. We do not include any e-bikes that come into the country via “De Minimus” shipment, but we believe this channel to be small enough to be inconsequential.

While we seem to be entering a period of consolidation of e-bike brands and retailers, we think the future is overall very bright for the U.S. market and are sticking to our optimistic forecast of nearly 7 million unit sales by 2030. This optimism is tempered somewhat by some headwinds on the horizon, both political and social in nature. If they play out, we could see slower growth, or ~4 million units by 2030.

If interested in further detail, we offer a deeper dive into the market dynamics and additional data in our 2024 Electric Bike World Report, which is now on sale for a limited time.

2025 President's Address & Taipei Cycle Show Preview

Happy New Year all! 2025 is going to be a great year for us all.

I am extremely proud of the growth and success that LEVA has experienced in 2024. And I am proud of the work that LEVA-EU has done in Brussels. Much of this is due to the expansion of our industry. Sales are strong. More is due to the work of our Executive Director, Martin Massuh. He has produced a high level of member service, especially for the technician training (not an easy task!). And Annyck Roetynck has done great work, now for several decades in the service of the bike industry ot the EU. We are now past the 2000 technicians trained. We are past the 650 member mark. For LEVA USA. We are now 14 years as an organization.

It is time for us to expand and improve on our mission.

Many years ago, we asked members what they wanted us to accomplish. The answer from the majority was “help bike mechanics lose their apprehension of working on ebikes”. That is a work in progress, but we have made a lot of progress. LEVA EU has had a legislative mission, and a different focus from USA.

Last year, we became aware of the many parts of our industry that are focusing on being sustainable. Factories are reducing waste, using more durable materials, more efficiency in almost every area. Choosing environmentally friendly methods whenever possible. That seems to be the case for most of LEVA members who manufacture bikes, parts, batteries, etc.

And when we asked technicians and retailers…many felt that simply being in the bicycle business was contributing to sustainability. And we agree.

What I want to ask of the membership is three things:

1. Consider what you and your company can do to reduce environmental impact. And tell us about it.
2. Personally take steps to increase sustainability. And tell us about it.
3. Tell us what we could be doing for you.

I was inspired by the meetings and presentations on sustainability at the Taipei Cycle Show in 2024. We will be back to Taipei for the 2025 show.

And I want to encourage our members to attend as well. If this is your first time to the Taipei Cycle Show…you will find that Taiwan is easy. The people you meet will speak English. The transportation and hospitality industry is well suited to international visitors. Here are some of the highlights from the 2024 show.

You will learn a LOT, and it will be fun. Let us know if you decide to go. Retailers and technicians as well as product managers and business owners should consider this.

Attend the Bicycle Alliance for Sustainability events. Enjoy the food. Make friends in the supply chain and among those in your industry.

Taipei Cycle Show Exhibition Halls

The Light Electric Vehicle Association is also proud to be attending Taipei Cycle Show this March 26-29, 2025. Whether you’re a bike manufacturer, dealer, or industry enthusiast, we highly recommend attending this show to see the latest trends and network with the entire bike industry all under one roof. Last year, nearly 1,000 exhibitors attended from 35 different countries, making it one of the most international and well-attended shows of the year. With the slogan, “Ride the Revolution”, the key themes for 2025 include Innovation Drive, Green Forward, Cycling Ecosystem, and Smart Cycling. Some of the key exhibitors include Giant, Merida, Ideal Bikes, KMC, Darfon (BESV), Maxxis, KTM, Shimano, SRAM, FSA, and KENDA.

Taipei Cycle Show 2024 Scale

LEVA has attended this event since nearly its inception and we always find it a well-organized, worthwhile event. For more information about attending, please visit here www.taipeicycle.tw .”

Electric Bike World Report 30th Anniversary (1994 to 2024)

Oct 2024 - Ft. Myers FL - eCycleElectric has been involved in producing comprehensive and sometimes very targeted reports and studies of the electric bike industry since 1996. With the efforts of our many friends, associates and most importantly - Managing Director Dr. Jonathan Weinert, PhD - we create a valuable report, and sell it. The 2024 Version, which focuses on North America region, is now available.

Origins:

Dr. Frank Jamerson, PhD, having retired from the automotive industry after a career that involved Ni-MH patents, sintered rare earth magnets, and GM’s EV1, and more, was intrigued enough by the early electric bike industry to start traveling, corresponding, and reporting on the e-bike world with “World Wide Electric Bike Reports” in 1994.

This became an annual publication, and was constantly expanding in terms of areas of interest and level of detail.

In 1996, Dr. Jamerson hired Ed Benjamin.

This collaboration, continued until Covid. (Dr. Jamerson stopped responding to attempts to contact him at that time, and any insight into his situation would be appreciated.)

From 1996 to 2019, EBWR was the standard “snap shot” and forecast of the industry. Today, that historical record survives in the office of eCE.

From 2019 to present, eCE has created reports on a client by client basis. Today, Dr. Weinert is the one in constant motion, networking, collecting info, and making friends.

An aspect of EBWR and other eCE reports has been estimations of the industry size. Our estimations and predictions have been, overall, quite accurate.

Over the last few years, we have continued our interest in the world markets, but have studied the USA market more and more closely.

The USA sources of information:

eCE studies import records, visits retail and distribution business, and discusses the USA market with major suppliers to the USA. Our contacts in the Asian supply chain are extensive.

NPD collects information from point of sale at brick and mortar retailers.

Networking is something that eCE participates in and analyzes.

There are reports and consulting companies that, from our view, pop up and usually last only a short time. Usually narrow in scope.

The Micro Mobility Report from Human Power Solutions, which has evolved from a human powered bicycle focus, is a valid source, and eCE often cooperates with them

Media, including bicycle industry media, can have useful articles. And the world media, such as Bike Europe, Wheel Giant, and others are worth monitoring and reading.

People for Bikes is a lobby group that has considerable insight into the state of the industry.

Electric Bikes and other micro mobility vehicles are important tools for the human race. And we are enjoying their contribution to our present, and bright future.

Earliest Days of E-bike Law in the USA

March 2024 - Ft. Myers, FL - For a commercial success of a category of vehicles to occur, a set of appropriate laws and regulations is needed. In the USA, in the 90’s, those laws did not exist.

In the universe of electric powered micro mobility vehicles, invention has routinely outstripped law makers awareness and action. We have self balancing mono wheels, various configurations of three and two wheelers, push trailers, and more inventions every year.

When a vehicle that does not have any rules is brought to market, there is a risk that the vehicle will be inappropriate, dangerous, or simply not understood by the public. And not understood by law enforcement.

Law makers often regard themselves as too busy to learn about the new vehicles, and thus, adaptation of the law to these new ideas is slow.

When electric bicycles (e-bikes) were introduced to the USA, starting about 1994, they were generally ignored by law enforcement, and law makers. If asked, the powers that be were likely to apply moped or gasoline assisted bicycle laws to e-bikes. And every state seemed to have different laws. Some early ebike makers offered kits to make their bikes conform to moped requirements, others simply ignored the legal environment.

In 1998, most of the existing handful of e-bike importers / distributors in the USA agreed to form the Electric Cycle Association with the intention of pooling some money, hiring a lobbyist and initiating some Federal Law for ebikes.

That effort did create a model legislation, which was very different from the models being used in Japan and (due to Yamaha lobbying in EU) EU. Notably, a more powerful motor limit, and a higher speed limit.

A lobbyist was hired, a sponsor was found, a bill written…but nothing more was accomplished, partly due to lack of comprehension by law makers, and partly due to disappearing funds.

The original sponsor left office, and a new sponsor was sought. A Florida Congressman, Cliff Stearns, was found and HR 727 was introduced in early 2001. Again, not much attention was paid.

When the events of 9/11 occurred, the industry as a whole was convinced that Congress would be completely pre-occupied with national security issues. As was the case. HR 727 seemed to be on hold.

Late in 2002, an injection of cash from Wave Crest Laboratories into the lobbying effort caused a vote to occur on HR 727, which became law as Public Law 107-319 December of 2002.

Notable features of this law were that it assigned responsibility for Low Speed Electrically Assisted Bicycles to the Consumer Product Safety Commission, and defined them as having a top assisted speed of 20 MPH and a maximum motor power of 750 watts. And requiring a functional pedal or human powered pedal system.

This Federal Law continues to today, but it is modified in used by various state laws, usually following  a popular model created and promoted by People for Bikes.

Today, all but 6 US States have adopted the PFB Model legislation with some minor variations, and the 3 class system is now widely used.

https://peopleforbikes.cdn.prismic.io/peopleforbikes/a8c1bf29-a3a3-4b00-8be4-42c130e4bbd3_E-Bike_Law_Handout_July_2023.pdf

Consistent laws across most of the nation has been a major enabler for the growth of electric bikes. And needed to make the market safer for consumers and distributors.

Work continues on the legal and legislative fronts. Access to trails, fire safety, age limits, vehicle limits and more are being addressed.

Invention continues to occur. And soon we will need laws concerning advanced features and uses electric bikes that no one foresaw.

The use of electric bikes for transportation is what most of the world sees and how most of the world uses them. This is an important role in the USA.

But USA culture regards bicycles, any type, as sport, fitness, and recreation ahead of the utility of transportation. The arrival and functionality of eMTBs was very important to the USA market,  with access to trails a necessary accompaniment.

So today, we have retirees riding electric bikes in their quiet and sometimes gated neighborhoods, younger people using them to get through dense urban traffic to the train or metro or office, food delivery workers making more money and providing better service due to the range and speed of ebikes….and in the words of a notable mountain bike innovator: “Adding 15 years to our mountain biking season of life.”

Edward Benjamin

Chairman, Light Electric Vehicle Association

Senior Managing Director, eCycleElectric Consultants

Fort Myers, FL March 2024

Electric Bikes History and Future, part one

As a bike guy, having starting assembling and repairing bikes at Spoke and Sprocket in Jeffersontown, Kentucky in 1969, and later working in bike shops, owning bike shops, and selling bike shops until 1996, I have loved the mechanical simplicity and sophistication of human powered bicycles all of my life.

I add to my bike guy resume a successful racing career as a Junior in the long forgotten ABLA, a Triathlon participant, a USCF Official, a Race Promoter, and now a recovering bicycle retailer.

A gold trim on my credentials was being consistently in the Trek Top 100, and the Schwinn Presidents Club as well as The Best of SW Florida. I wrote a book on being a bicycle retailer (not a very good one), and for years all was great.

My last retail store was Benjamin Cyclery, a 4 store chain in SW Florida, which the family divested in 1995-96 after losing two family members / store managers to accident and cancer.

The idea of electric bicycles had fascinated me since I first heard of it in 1994. An elderly customer in our Naples store was bringing the earliest generation of tire scrubbers, Japanese PAS bikes, and more to us for adjustment and repair. Dr. Frank Jamerson PhD was an early observer, activist and writer on the electric bicycles emerging in Europe. He was to become my mentor and we would write Electric Bikes World Wide together for two decades.

In the 90’s, the human / electric hybrid seemed like a brilliant idea to me. As there were no jobs for ex-bike shop owners in a market where the existing shops still regarded me as an enemy competitor, I needed a new niche and thought electric bikes, which I knew were just starting in Asia.

An article in Japan Cycle Press by Alan Parker inspired me to think this was my future, and a part of the future of the Human Race.

An invitation from Hannes Neupert (Extra Energy ViG) to deliver a paper by Jamerson at a EU trade show, and a push from Dr. Jamerson to travel to Shanghai to report to him on ebike usage in China caused a Kentucky boy to get a passport and become an international traveler.

In those days, if an ebike worked, it was attention getting. There were many participants in the development and attempted commercialization of the electric bicycle idea. But the bikes were, at best, clunky and needed constant expert attention.

Regulations were mostly non-existent, with the exception of the Japan PAS system, which Yamaha (patent holder on that system) was lobbying other countries to adopt.

There were some famous players getting involved. Lee Iacocca of Ford and Chrysler fame was one who believed in and articulated a future similar to the one I saw. I regret that he never forgave me for contradicting him about his first year sales expectations in a Time Magazine interview. Dr. Currie was another.

Sales, world wide, were small. Japanese people were buying a few hundred thousand PAS bikes starting in 1994. China adopted laws to “encourage” electric bikes and “discourage” ICE two wheelers starting in 1996. But my first trip to China, in 1997, was a disappointment in that I found only two electric bikes on the streets of Shanghai, one without a battery.

That “encouragement” by China central government was to manifest itself in many important ways. Universities started to focus on the engineering needed. Battery development, motor development, controller development accelerated. And the huge domestic market that was promised (and would come to pass) not only caused a rapid pace of progress, but also created low costs due to economies of scale for key components. That created inexpensive ebikes for the west as well.

It helped that China was the land of the bicycle, where an estimated 650 million people used bicycles every day for transportation. It also helped that so many moped and gasoline assisted bicycle factories had to make a quick conversion to electric.

At that time, only a few people thought or imagined that we would see the present day situation. In 2024, only 28 years later, the fleet of electric bikes world wide in in excess of 350 million units. Adding in electric mini scooters and light electric motorcycles, mopeds, and motor scooters…not to mention handicap chairs…humans are using an astounding number of small electric vehicles.

And those vehicles are making money for their builders, developers, and distributors. Along with those who service them and educate about them.

Yet we are only in the early days. I think of today as being similar to the 1920’s for automobiles. The people of the 1920s were learning about, desiring, and buying cars…but would have had little idea of what was to come. They could not have imagined the sophistication, reliability and features of a new Lexus.

Today’s electric bikes and micro-mobiity vehicles work. Training exists for technicians (www.LEVAssociation.com), and millions are in use in most Asian and Western markets. We can believe that there will be similar numbers in use in every market soon.

Appropriate regulations exist for these vehicles in most markets now. In the USA this happened from the work of the Electric Cycle Association, and People for Bikes. (More on those in a future article). In Europe, LEVA-EU, Extra Energy,  and others worked hard to create appropriate rules.

With vehicles that work, out of the box, and are reliable, appropriate laws…attention can change to advanced features. Here is a quick tour:

• Accident prevention by way of vehicle to vehicle communication.

• Crash response (calling an ambulance automatically) in the event of an injury accident.

• Updates to the owner, and the builder, on vehicle condition and performance.

• Automatic updates to software in the vehicle / motor / bus controller.

• Batteries that are very unlikely to fail or catch fire due to testing and handling improvements.

• Theft deterrence, due to GPS and internet connections.

Equally important, but still very much under the radar of most media and most in our industry:

• Automated factories using printed parts that move production of our product out of the big factory across the sea, and into home towns. Creating MOQs of dozens of units instead of thousands. Reducing shipping costs, and creating highly targeted product.

• Pressure on expanding the use of such small vehicles caused by climbing energy prices, especially oil pushing up the cost of ICE vehicle operation and increasing shipping costs.

• Humans are moving into denser and denser cities. This will increase and such cities create problems with limited roadways, parking, and cost. But also make short range trips more common and ideal for bicycles and electric bicycles.

We are in the midst of a bright future.

Edward Benjamin, Fort Myers, FL, Feb. 2024

State of the Light Electric Vehicle Industry 2023

By Ed Benjamin

November 9th, 2023

As 2023 comes to a close, it’s worth reflecting on the state of our industry. As founder of the Light Electric Vehicle Association (LEVA) in 2006 and eCycle Electric in 1997, I find it more necessary this year than ever to first clarify who I mean by “our industry”. The lines between light electric vehicles (LEVs), a fast-growing part of the larger Micromobility sector, and other EVs are blurry. So allow me to clarify. This address is meant for… 

-        Bicycle companies that manufacture pedal-assist or throttle-controlled electric bikes (2 or 3 wheeled), and their many suppliers. These products typically max out 28 mph (45 km/hr). 

-        Stand-up scooter manufacturers, suppliers, and operators who sell or rent these devices.

-        New mobility entrants making battery-powered 2 and 3-wheelers that don’t fall neatly into the above: sometimes they have just one wheel, sometimes they’re completely covered, some are faster or slower.

The over-arching similarity between these vehicles, besides all being battery powered, is what they’re not: 

-        They’re not surrounded by a heavy steel shell (like cars). 

-        They’re not sold only by licensed motor vehicle dealers

-        They don’t require a license to operate.   

Now onto the address. 

This has been a year characterized by crisis. I don’t mean this in the typical negative connotation of the English word, but in the Chinese sense. In Chinese, the word for “Crisis” is made up of two characters. The first character 危represents “Danger”, and the second character 机means “opportunity”. This address sums up the most pressing dangers we face as an industry (Dark Clouds), along with some of the most promising opportunities (Green Shoots). It is also focused on the U.S. market, though our industry is more international now than ever. 

The Dark Clouds:

Burning Batteries – NYC is the proverbial “tip of the spear” for regulatory action to prevent LEV battery fires, but is it also the canary in the coalmine for the rest of the country? NYC has unique characteristics that differ from most other hot eBike markets in the US. In particular, high # of deliveristas (60-100k), high Km-travelled per day (>100 miles/day) resulting in high battery swap & charge rates (3-5X per day), wide use of low-quality  batteries, and the unfortunate Frankenstein-ing of batteries & chargers through an underground gray market of service & charge shops. The worst-case impact this can have for our industry is out-right bans on LEV parking inside residential buildings, which has already started in NYC. Whether our industry can contain the NYC issue before building parking bans spread to other high-urban density markets like Toronto, Vancouver, Seattle, San Francisco, and Chicago where food delivery by bike is high remains to be seen.  

Inventory: in 2022, initial signs of slowing sales and growing inventory gave the industry its first warning that the COVID sales boom was temporary and most likely over. By early 2023, both of those issues exacerbated enough to prompt mass order cancellations, layoffs amongst OEMs & suppliers, and bankruptcies amongst the less financially stable players. This is a normal adjustment of an industry that has had nearly 400 “brands” in recent years. A sustainable number of brands is probably similar to the number of established bicycle brands. 

The Teens & Tweens: on the other side of the country, a trip to one of many West Coast beach-side high-school and middle-school will make it clear: teens and in many cases pre-teens are falling in love with eBikes. Most people would call this a Green Shoot for the industry and sustainable transportation in general, but I’m concerned it’ll turn into a Dark Cloud if we’re not more proactive on regulation and education. These riders are more exposed than adults to injury and fatality being that most are “newbies” unfamiliar with safe cycling practices, product quality in their typical price range is low, and high speeds of these devices, in some cases exceeding the Class 3 28 mph limit. Most in our industry have been closely watching the RadPower vs. INSERT lawsuit play out – and it’s likely that more cases like this will come.  

But enough negativity. There are plenty of reasons for our industry to be very optimistic about the next decade. 

The Green Shoots:

1.      New Riders – data from PeopleforBikes indicate that cycling rates amongst the overall population are rising. eBike use is a key part of that uptick in cyclists. This doesn’t even consider all the new eScooter-ists, eMoped-ists, and other Micromobility-ists that are choosing light electric vehicles over cars for one reason or another. On a recent tour of UC-Berkeley, I was amazed to see stand-up eScooter users outnumbering cyclists and perhaps even pedestrians. 

2.      Falling Battery Costs – Li-ion battery prices are expected to drop 40% over the next 3 years as economies of scale and technology learning effects kick into high gear. The overall consumer is winning in this scenario, as long as battery safety improves alongside the price decreases. 

3.      eBike Incentives – there are now 121 eBike purchase incentive schemes throughout the nation. Thanks to the nicely curated list by RideReview, we can see location, support level, and unique characteristics of each program. As more cities and states catch on to the extremely high bang-for-buck these programs have in terms of meeting climate, congestion, and public health goals, as quantified in the Rocky Mountain Institute’s eBike Calculator, we could see a hundred more in 2024.  

Finally, some recommendations for a more perfect industry.

1.      Come together. Tribalism within our industry is alive and well. It’s easy for traditional bike companies, stand-up eScooter companies, and sit-down pedal-less eMoped companies to see each other as competitors. The micromobility industry should focus on what each “tribe” has in common and lobby to policymakers in a more unified way. I think safer streets (perhaps one day re-branded as “LEV-lanes”) and additional incentives for low-carbon light electric transportation is something we can all agree on.  

2.      Get proactive and self-regulate: We love eBike purchase incentives, and sometimes we love a laissez-faire government, but in the face of slow safety standard reformation from the CPSC and other agencies, we should be demanding purchase incentives come with a few strings attached: for an electric device to qualify for an incentive, it must show that its battery and charger conform at least to UL 2271. To be even more responsible as an industry, let’s also require that end-of-life battery recycling is well thought out and part of the upfront cost (the way we sell flooded lead-acid car batteries today). At some point, “recommended” safety standards need to be flipped to “mandatory” to ensure a level playing field for the entire industry. 

3.      Learn from our brothers & sisters: The Western Europeans and Chinese have a 5-20 yr head start on the US in terms of micromobility adoption. While there are important economic, historical, and cultural differences between each region, let’s apply the best of what they’ve done overseas and also learn from their mistakes. For example (Insert), China’s had 70 e-bike related Li-ion battery fires and 400 deaths since 2009 (source, Epoch Time). Each one tragic, but in terms of total vehicle fleet of 300M, the incident rate is small. The EU has similarly low rates of battery fires and resulting deaths per user. What practices from China and Europe can we emulate here in the US?

4.      Standardization: as we transition from the early, highly volatile days of market development to a slower and steadier market development, it may be time to develop standards for the most critical components in LEV products: battery and charger. Let’s consider taking the best charging and battery design practices from the industry, and developing a design standard and charging interface standard. This has brought convenience, cost, and safety benefits to smart phone users - the same is possible for our industry. It may even offset the added cost of stricter safety standards mentioned above. More specifically, it’s time we had a common charging plug interface, a mandatory fail-safe charger shut-off mechanism, and open-source communications protocol between charger and battery BMS. While there may be short term winners and losers amongst battery & charger suppliers, the consumer and public will be better off in the long run. It may also open up new business innovation in the public charging & swapping space. Thanks to standards, every time we fill up a car with gasoline we no longer think twice about the quality of the fuel, the dispenser we’re holding, or the gas tank exploding randomly. It’s time to bring a similar level of peace of mind to Micromobility.

We continue to face a bright future. Even brighter as our industry grows and matures. These challenges are simply the bumps along the way. 

Edward Benjamin 

Fort Myers, FL 

November 9, 2023