E-bikes are becoming e-waste – here's how to reduce the environmental cost

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Electric e-bikes make cycling easier, faster and more accessible. They are already playing an important role in reducing the environmental impact of transport, particularly when they replace a trip in a private car.
But when you scrap an e-bike, you also have to scrap its battery. And these batteries can be particularly dangerous and tricky to dispose of. This means the growth of e-bikes is leading to at least one related environmental problem: a rise in electronic or e-waste.
The sector needs stronger regulations to encourage it to cut its waste. This includes encouraging bikes to be designed to be easier to repair or recycle, and establishing universal standards that allow parts to work across different brands and models, so components can be reused instead of thrown away.
However, e-bikes often fall between legislative cracks, and their exclusion from the priority products under the EU Ecodesign for Sustainable Products Regulation, introduced in 2024, was unfortunate.
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At the University of Limerick in Ireland, colleagues and I have been researching the environmental impact of e-bikes. We're interested in their full lifecycle, from metals in rocks to extraction, manufacturing, years of use and eventual disposal – to see if there are ways to reduce the materials they use.
We interviewed retailers and people who work in waste management. They expressed concerns about online sales of lower-quality e-bikes with easily broken components, as well as the high turnover rates of e-bikes.
Using data from the fleet of e-bikes loaned out at our university, we noted issues with design and compatibility of components. Bike tyres, for instance, have become increasingly non-standard and specialised.
Additive manufacturing, such as 3D printing, may become more important for bike retailers and repairers, who could use it to 'print' themselves replacements nuts, screws or even seats. This may be particularly needed in island states such as Ireland, where there are often delays in sourcing parts.
But first, the e-bikes must be of sufficient quality to be repaired. Then, to create the replacement parts, people will need to access the necessary data – digital files with precise designs of objects such as a bicycle tyre or handlebar.
New business models are emerging. Some companies are lending e-bikes to their employees, with a management company taking care of maintenance and repair.
There are also a growing number of mobile e-bike repair services, and specialist training for e-bike repair and retail through manufacturer platforms like Bosch and Shimano.
E-bike brands are shifting from a focus on selling bikes towards offering ongoing services. For example, e-bike retailer Cowboy offers a subscription to mobile bike mechanics, and VanMoof partners with authorised repair services. But while these models work well in big towns and cities, they may not be suitable for rural and smaller urban areas.
Care needs to be taken to ensure that consumers are not disadvantaged or locked out from repair options. In the US, e-bike manufacturers have been requesting exceptions to laws designed to make products easier to repair – while urging that the public should not be allowed to access data needed to make repairs.
On the waste handling side, some of the innovations that have made e-bikes more accessible are also creating new problems.
For example, e-bikes have evolved to be sleeker and sometimes indistinguishable from regular bikes. This makes it easier for them to end up in regular waste management facilities that aren't equipped for electronic waste. If a lithium-ion battery inside an e-bike still holds charge and gets crushed or shredded, it can start a fire.
But this is a problem we can solve. Computer vision and other AI technologies could help to recognise e-bikes and batteries at waste management facilities. QR codes on bike frames could be used to provide information on the entire product lifecycle, including repair manuals and service history – just like the EU's proposed product passports.
Consumer awareness, choice and education are key. While it's up to consumers to initiate the maintenance and repair of e-bikes, policymakers need to ensure these options are available and affordable, and that consumers are aware of them.
Retailers need support to embed 'repair and reuse' in their business models. This includes cycle-to-work schemes for people to buy e-bikes, as well as better access to insurance and legal protections for selling refurbished e-bikes, and a workforce with the skills to repair these bikes.
Across the world, bike libraries and 'try before you buy' schemes are helping consumers make better decisions, as people can test an e-bike before committing. Moving away from traditional ownership – especially for expensive e-bikes – could make active mobility more accessible.
Policies that drive sales, such as grants and incentives for new bike purchases, can work against efforts to reduce waste. We need more policies that support refurbished and repaired e-bikes.
The e-bike sector is one with great potential to improve both environmental and public health. But to realise these benefits, we need to focus on making them last longer and use less resources.
This article is republished from The Conversation under a Creative Commons license. Read the original article.
Yvonne Ryan does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.