Cargo e-bikes for 
urban deliveries
Regulatory approaches and standards
Mark Stout
Saeed Kaddoura
November 2021
photo: lenawurm @iStock

Pembina Institute 
Cargo e-bikes for urban deliveries | i 
Cargo e-bikes for urban 
deliveries 
Regulatory approaches and standards 
 
Mark Stout 
Saeed Kaddoura  
November 2021  
 
 
©2021 The Pembina Institute  
All rights reserved. Permission is granted to 
reproduce all or part of this publication for non-
commercial purposes, as long as you cite the 
source. 
 
Recommended citation: Stout, Mark and Saeed 
Kaddoura. Cargo e-bikes for urban deliveries for 
urban deliveries: Regulatory approaches and 
standards. The Pembina Institute, 2021. 
The Pembina Institute  
219 19 Street NW  
Calgary, AB  
Canada T2N 2H9 
Phone: 403-269-3344 
 
Additional copies of this publication may be 
downloaded from the Pembina Institute website, 
www.pembina.org.

Pembina Institute 
 Cargo e-bikes for urban deliveries | ii 
About the Pembina Institute 
The Pembina Institute is a national non-partisan think tank that advocates for strong, 
effective policies to support Canada’s clean energy transition. We employ multi-faceted 
and highly collaborative approaches to change. Producing credible, evidence-based 
research and analysis, we consult directly with organizations to design and implement 
clean energy solutions, and convene diverse sets of stakeholders to identify and move 
toward common solutions.  
————————————————— pembina.org ————————————————— 
 twitter.com/pembina    
 facebook.com/pembina.institute 
 
 
Acknowledgements 
We want to thank Emma Cotten for her research contributions as well as background 
research from Heba Al-Junaidi, a 2021-22 Graduate Fellow of the Urban Policy Lab, 
Munk School of Global Affairs and Public Policy.

Pembina Institute 
Cargo e-bikes for urban deliveries | iii 
Contents 
Executive summary ............................................................................................................................. 1 
1. 
Introduction ............................................................................................................................... 4 
1.1 
Background ........................................................................................................................... 5 
1.2 
Study purpose and methodology ....................................................................................... 5 
2. 
Cargo e-bike benefits, policy rationale ................................................................................... 7 
2.1 
Replaceability of vans and trucks with bikes .................................................................... 7 
2.2 
Efficiency of cargo e-bikes ................................................................................................... 8 
2.3 
Reduction in emissions and air pollution .......................................................................... 8 
3. 
Cargo e-bikes ........................................................................................................................... 10 
3.1 
Cargo e-bike models and specifications .......................................................................... 10 
3.2 
Key characteristics of cargo e-bikes ................................................................................. 13 
4. 
Regulatory approaches and standards ................................................................................ 16 
4.1 
A changing landscape ........................................................................................................ 16 
4.2 
Spotlight on selected cities ............................................................................................... 17 
4.3 
Regulatory analysis ............................................................................................................ 24 
5. 
Stakeholder input on City of Toronto regulations and pilot .............................................. 33 
5.1 
Cargo e-bike specifications ............................................................................................... 33 
5.2 
Operating parameters ....................................................................................................... 34 
5.3 
Parking cargo e-bikes ......................................................................................................... 35 
5.4 
Safety considerations ........................................................................................................ 35 
5.5 
Desired outcomes and potential pitfalls ......................................................................... 36 
6. 
Conclusion ............................................................................................................................... 37 
 
 
List of Figures 
Figure 1. Examples of two- and three-wheeled cargo e-bikes ..................................................... 13 
Figure 2. Front-loading and rear-loading configurations ............................................................. 14 
Figure 3. Cargo e-bikes equipped with a flatbed ........................................................................... 15 
Figure 4. Examples of cargo e-bikes and typical dimensions and payloads .............................. 24 
Figure 5. The City of Berlin’s regulating standard for cargo bike parking .................................. 30

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 Cargo e-bikes for urban deliveries | iv 
List of Tables 
Table 1. Common cargo e-bikes and specifications ...................................................................... 11 
Table 2. Issue area 1 | Cargo e-bike specifications ....................................................................... 18 
Table 3. Issue area 2 | Operating parameters ............................................................................... 19 
Table 4. Issue area 3 | Parking considerations .............................................................................. 20 
Table 5. Issue area 4 | Safety considerations ................................................................................ 22

Pembina Institute 
Cargo e-bikes for urban deliveries | 1 
Executive summary 
Urban mobility is changing both in the movement of people and the delivery of goods. 
What was once the domain of vans and medium-duty trucks is now also that of cargo 
cycles. Cargo cycles are a type of micromobility that takes the form of bicycles, trikes, 
and quadricycles, and can be human-powered or electric. Electric cargo bikes, called 
cargo e-bikes in this report, are gaining popularity in Toronto and other cities in Canada 
as well as internationally. 
Toronto has proactively amended its by-laws to allow pedal-assisted cargo e-bikes for 
personal and commercial delivery purposes, but emerging issues regarding vehicle and 
pedestrian safety highlight a need to examine how best to regulate cargo e-bikes. As the 
City of Toronto starts to update and/or create new municipal by-laws and practices for 
cargo e-bikes for personal and commercial use, and also develop a cargo e-bike pilot 
project, there are several important considerations to address that will inform policy 
decisions.  
To inform the City of Toronto’s policy and pilot program development, the Pembina 
Institute identified the specifications and features of commonly used cargo e-bikes; 
reviewed and analyzed regulatory approaches and frameworks employed by jurisdictions 
across North America and Europe; and sought input from stakeholders on several 
important issue areas: cargo e-bike specifications, operating parameters, parking 
parameters, and safety considerations.  
Key takeaways 
• 
Cargo e-bikes are an effective and efficient mode of urban delivery. Recent 
research based on active cargo e-bike operations shows that, in city centres, 
cargo e-bikes can be approximately 60% faster on average at delivering goods 
compared to vans, and without generating tailpipe carbon emissions and 
pollution. 
• 
Diversity of models: North American and European markets offer a range of 
unique cargo e-bike models. Two-wheeled and three-wheeled cargo e-bikes are 
common in North America, and four-wheeled cargo e-bikes are used in Europe 
as well. The advantage of the variance in sizes is that businesses and consumers 
can purchase cycles that best suit their needs and also existing infrastructure. 
• 
Cargo e-bikes operated for commercial use or passenger travel are 
generally larger than those for personal use. While there are some

Executive summary 
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 Cargo e-bikes for urban deliveries | 2 
exceptions, commercial use cargo e-bikes are typically wider and heavier than 
personal use cargo e-bikes, and as such can be differentiated for regulatory 
purposes. They can feature flatbed designs to transport cargo in a variety of 
shapes and sizes. 
• 
Cargo e-bike specifications: Features and specifications of cargo e-bikes are 
vastly different from one model to another. There is no one standard for 
maximum widths, lengths, weight (unladen or loaded) or power output. 
Consequently, policy-makers in North America and Europe vary in their 
approaches to setting regulations and standards. Germany is the only 
jurisdiction that has published a national safety and testing method standard for 
cargo e-bikes (2020). It includes a larger width of up to two metres for multi-
track (three- and four-wheeled) cargo e-bikes.  
• 
Cycling operating infrastructure: Cargo e-bikes are generally allowed on most 
streets and cycling facilities, including painted bike lanes and 
protected/separated cycle tracks, with some exceptions such as popular shared-
use pathways in various cities. Allowing cargo e-bike to be used in as much 
operating infrastructure as possible, with the exception of sidewalks for reasons 
of pedestrian accessibility and safety, would help promote cargo bikes as a viable 
means of transporting urban goods and would help reduce congestion and 
emissions, among other outcomes. Toronto will need to determine where cargo 
e-bikes can operate while taking into consideration any associated risks to either 
pedestrians, other cyclists, or drivers of the cargo e-bikes.  
• 
Responsive policy and design: As cargo e-bikes grow in popularity and 
increasingly widespread use, new models are coming onto the market such as 
cargo bikes that are even wider to accommodate more goods per delivery. 
Consequently, policy-makers and urban planners are beginning to consider 
widening bike lanes and cycle tracks. As the City of Toronto expands bike lane 
networks and rolls out other means of encouraging non-vehicle traffic in the 
city, policies, planning and guidelines will need to be responsive to changing 
micromobility options. 
• 
Parking: A key issue that emerged from our research and stakeholder 
discussions concerning parking policies was the conclusion that cargo e-bike 
parking should not be over-regulated. Parking policies elsewhere varied widely 
from minimal intervention in some European cities such as Berlin to designating 
on-street vehicle parking for cargo bikes in Chicago to applying commercial 
vehicle parking rules to cargo bikes in New York City (although with a parking 
meter payment exemption). Likewise, Toronto will need to draft parking policies 
for cargo e-bikes and decide whether permits will be required, while considering

Executive summary 
Pembina Institute 
 Cargo e-bikes for urban deliveries | 3 
risk levels of the different parking options to all street users. Cargo e-bikes 
present many benefits and ample, safe, secure parking options should be 
encouraged. As such, over-regulating and prohibiting parking in many locations 
may minimize the opportunity of cargo e-bikes. 
• 
Safety: Cities are handling safety considerations like commercial permits, 
insurance requirements, and necessary safety equipment in different ways. 
Based on our scan of regulatory frameworks, there is no single consistent 
approach to regulating e-bikes, cargo e-bikes and/or bicycles as it is highly 
dependent on the geographic, and social and cultural context.

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Cargo e-bikes for urban deliveries | 4 
1. 
Introduction 
Urban mobility is changing. In the delivery of goods, cycles are now entering the market 
to do what vans and medium-duty trucks traditionally did. Further, the technology of 
propulsion of urban goods delivery is changing from diesel and gasoline internal 
combustion engines to electric zero-tailpipe-emission vehicles and bicycles, unleashing 
strong potential to reduce the 38% of Toronto’s total carbon emissions coming from 
transportation.1  
While there is a wide variety of the types of electric cargo cycles -- cargo electric bikes, 
electric cargo bikes, pedal-assisted cargo bicycles, cargo power-assisted bicycles, low-
speed delivery bikes and more --we simply use the term “cargo e-bikes” in this report. 
Cargo e-bikes are becoming increasingly widespread in Toronto, other cities in Canada 
and internationally. The Ministry of Transportation of Ontario has defined cargo e-bikes 
as “cargo power-assisted bicycles” in Ontario Regulation 141/21.2 In general, a cargo e-
bike is a pedal-driven bicycle that runs on batteries and has a cargo carrying area 
attached to the front or back of the bicycle.  
A growing body of research, along with the results coming out of a number of pilot 
projects, show that using cargo e-bikes for commercial deliveries is efficient and comes 
with significant environmental benefits. According to an August 2021 study conducted 
in the U.K., within the city centre, cargo e-bikes can make deliveries approximately 60% 
more quickly compared to vans. this is because cargo bikes move at faster than average 
speeds and deliver more parcels per hour.3 A study out of Austria found that up to 51% 
of all freight trips in urban areas could be done using cargo e-bikes.4 Further, in places 
where microhubs were created in addition to using cargo e-bikes, tailpipe emissions 
were eliminated; cost savings were also realized in some cases, as microhubs facilitate 
the whole process of urban delivery and make it easier to use cargo e-bikes with shorter 
 
1 City of Toronto, Electric Vehicle Strategy (2019). https://www.toronto.ca/wp-
content/uploads/2020/02/8c46-City-of-Toronto-Electric-Vehicle-Strategy.pdf 
2 Government of Ontario, O. Reg. 141/21: Pilot project – cargo power-assisted bicycles 
https://www.ontario.ca/laws/regulation/210141 
3 Possible, The Promise of Low-Carbon Freight: Benefits of cargo bikes in London, prepared by the Active 
Travel Academy (2021), 5. Available at https://www.smarttransport.org.uk/whitepapers/reports-1/the-
promise-of-low-carbon-freight 
4 Susanne Wrighton and Karl Reiter, “CycleLogistics – Moving Europe Forward!” Transportation Research 
Procedia 12 (2016), 951. https://doi.org/10.1016/j.trpro.2016.02.046

Introduction 
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 Cargo e-bikes for urban deliveries | 5 
distances from microhub to delivery destination.5 With successful examples of cargo e-
bike deployment in Vancouver and Montreal, it is timely that the City of Toronto’s 
Freight and Goods Movement Strategy seeks to “promote the use of cargo bicycles, 
including e-assist, to reduce the impact of freight and goods movement” on congestion 
and emissions in the short term (one to two years).6 
1.1 Background 
The Ministry of Transportation Ontario recently passed Regulation 141/21 to establish a 
five-year cargo e-bike pilot program for bikes that weigh more than 55 kg. 
Municipalities that want to participate in the program must pass a local by-law to do so. 
In response, and to advance other initiatives, the City of Toronto is preparing a 
micromobility strategy for lightweight transport modes such as power-assisted bicycles, 
cargo e-bikes, and other small electric vehicles by late 2021. As a part of the strategy, 
City staff will start planning the design and implementation of a municipal pilot project 
for large cargo e-bikes (more than120 kg unladen).  
While Toronto has already amended regulatory guidelines to allow for the use of pedal-
assisted cargo e-bikes for personal and commercial delivery purposes, subsequent 
concerns have emerged associated with larger cargo e-bikes and safety issues. The new 
issues highlight a need to re-visit regulatory approaches to this relatively new way of 
getting around the city.  
1.2 Study purpose and methodology  
Purpose 
The research upon which this report is based was undertaken in order to provide an 
overview of the options among cargo e-bike models and an assessment of relevant 
regulations in other jurisdictions to assist staff at the City of Toronto in developing 
comprehensive and effective policies to guide best practices in maximizing the use of 
cargo e-bikes.  
 
5 Janelle Lee, Carolyn Kim, Lindsay Wiginton, Delivering Last-Mile Solutions (Pembina Institute, 2019). 
https://www.pembina.org/pub/delivering-last-mile-solutions 
6 City of Toronto, Freight and Goods Movement Strategy (2020). 
https://www.toronto.ca/legdocs/mmis/2020/ie/bgrd/backgroundfile-157033.pdf

Introduction 
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 Cargo e-bikes for urban deliveries | 6 
Specifically, the objectives were to: (1) distinguish among commonly used cargo e-bikes 
highlighting unique specifications and features to inform policies going forward; (2) 
identify effective regulatory approaches and frameworks in used in other jurisdictions; 
and (3) secure stakeholder feedback on key issue areas that will contribute to by-law 
development and the implementation of an e-cargo bike pilot project.  
Methodology 
Step 1 
The Pembina Institute undertook a literature review of cargo e-bikes and a 
jurisdictional scan of regulations in North America and Europe, and had direct 
communications with New York City, the City of Copenhagen, and the City of Berlin to 
answer the following: 
• 
What are the top selling cargo e-bike models in Canada, the United States, and 
the European Union?  
• 
What are the typical dimensions, features, and other key specifications of the 
top selling cargo e-bikes?  
• 
What are the key regulations and/or policy guidelines used in jurisdictions of 
similar size and density to effectively determine the best ways to allow for cargo 
e-bike specifications, operating/parking e-cargo bikes, safety concerns, and 
associated issues?  
Step 2 
The Pembina Institute validated and complemented desktop research findings with 
primary research. A small-group workshop was held on October 1, 2021 to collect 
feedback on the needs and use cases of cargo e-bikes, top-of-mind concerns, and ideal 
outcomes from a pilot program in Toronto for large (more than 120 kg) cargo e-bikes. 
Discussion was structured by themes: bike specification maximums; operating and 
parking parameters; and safety considerations. Stakeholders included environmental 
and civil society groups, bike advocacy groups, micromobility policy experts, bike 
retailers that sell cargo e-bikes, and academics. The City of Toronto conducted 
consultations directly with delivery companies.

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Cargo e-bikes for urban deliveries | 7 
2. 
Cargo e-bike benefits, policy 
rationale  
2.1 Replacing vans and trucks with bikes 
As a means of delivering goods, cargo e-bikes can replace vans and trucks in many 
instances. A 2016 study estimated that 51% of freight deliveries can be replaced by 
cargo e-bikes in European cities.7 The researchers determined that e-bikes are a feasible 
alternative for light freight and for freight trips under 7 km. Cargo e-bike deliveries 
could increase even more by setting up microhubs that facilitate last mile of deliveries.  
Microhubs are small distribution centres in neighbourhoods or near city centres. Small-
scale distribution centres have been piloted in Seattle and Montreal to successfully 
replace delivery vehicles for the final leg, or “last mile” of the delivery with cargo e-
bikes. Although traditional delivery vehicles are still required to deliver goods to the 
microhub, e-bikes can be efficiently used for the slowest and most costly part of the 
delivery journey. It has been shown that the last mile of a delivery is often responsible 
for over 50% of the delivery costs,8 largely due to fuel and labour costs that are racked 
up through time spent idling in traffic often near the destination, circling blocks in 
search of parking, and other inefficiencies. Montreal’s 2019 pilot program set up a 
single, centrally located, hub and was able to replace six Purolator truck routes with five 
cargo e-bikes, plus one small truck for larger freight items.9 An additional finding from 
the pilot program in Montreal was that cargo e-bikes were able to deliver year-round 
with the addition of snow tires, and consistently outperformed delivery trucks in 
making more deliveries over the same time period even in winter.  
 
7 “CycleLogistics – Moving Europe Forward!” 951.  
8 McKinsey & Company, Parcel delivery - the Future of last mile (2016), 6. 
https://www.mckinsey.com/~/media/mckinsey/industries/travel transport and logistics/our insights/how 
customer demands are reshaping last mile delivery/parcel_delivery_the_future_of_last_mile.ashx 
9 Barry Lyster, “Montreal’s Colibri eCargo Bike Project is a Rising Star in Mobility Solutions,” ebikes 
International, April 1, 2021. https://ebikes-international.com/montreals-colibri-ecargo-bike-project-is-a-
rising-star-in-sustainable-mobility/

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 Cargo e-bikes for urban deliveries | 8 
2.2 Efficiency of cargo e-bikes 
In an August 2021, the University of Westminster released a study in which cargo e-
bikes outperformed vans in the number of business-to-consumer (e.g. grocery and 
courier service) deliveries per hour in London’s city centre. By using routes that allowed 
for single pickup locations and multiple drop-offs in one trip, cargo e-bikes were able to 
make deliveries 1.61 times faster than trucks.10 This was mainly attributed to two 
factors. The first is that although capable of higher speeds, vans were only travelling at 
an average of 15 km/h on congested downtown streets, which is roughly the same speed 
as the cargo e-bikes.11 The second factor was that vans take, on average, an additional 
nine minutes in downtown London to find legal parking spots.12 
Establishing microhubs as part of Seattle’s four-month pilot project in 2021, the city 
concluded that one e-bike mile could replace 1.4 truck miles, and each package travelled 
half the number of miles compared to traditional delivery methods.13 This was mostly 
because parking for cargo e-bikes was much easier than for large vehicles. Other factors 
included the use of bike lanes, avoiding congestion, and using shortcuts accessible only 
to bikes. 
Similarly, by using one central hub in Montreal, researchers found this approach was 30 
to 40% more efficient in terms of deliveries per hour14, which resulted in 15% more 
deliveries overall.15 
2.3 Reduction in emissions and air pollution  
By introducing a zero-emissions last-mile delivery system, Seattle’s greenhouse gas 
emissions dropped by 30% in their pilot project. Researchers estimated that the decrease 
 
10 The Promise of Low-Carbon Freight, 33.  
11 The Promise of Low-Carbon Freight, 16.  
12 The Promise of Low-Carbon Freight, 19. 
13 Supply Chain Transportation and Logistics Center, The Seattle Neighborhood Delivery Pilot Project: An 
Evaluation of the Operational Impacts of a Neighborhood Delivery Hub Model on Last-Mile Delivery (University 
of Washington, 2021), 5. https://depts.washington.edu/sctlctr/sites/default/files/research_pub_files/UFL-
Sea-Neighborhood-Delivery-Hub_Final-Report.pdf 
14 Emily Chung, Alice Hopton and Tashauna Reid, “Parcel delivery companies are trading trucks for bikes in 
some Canadian cities. Here’s why,” CBC, November 28, 2020. https://www.cbc.ca/news/science/parcel-
delivery-trucks-e-bikes-1.5819378 
15 “Montreal’s Colibri eCargo Bike Project is a Rising Star in Mobility Solutions.”

Cargo e-bike benefits, policy rationale 
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in emissions could increase by as much as 40-50% through the strategic planning of the 
number and the location of additional microhubs.16  
Research out of the United Kingdom found that a freight van can produce up to eight 
times more carbon emissions compared to a cargo e-bike over the lifetime of the van. 
Replacing diesel-powered vans with e-bikes in London could eliminate 1,633 kg of 
nitrogen oxide pollution per year.17  
 
 
16 The Seattle Neighborhood Delivery Pilot Project, 5.  
17 The Promise of Low-Carbon Freight, 17. Nitrogen oxides (NOx) are pollutants formed by burning fossil 
fuels. NOx can cause health damage, and is a major contributor to smog formation.

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Cargo e-bikes for urban deliveries | 10 
3. 
Cargo e-bikes 
3.1 Cargo e-bike models and specifications 
There is a wide range of cargo e-bike manufacturers and models on the market in 
Canada, the United States, and the European Union, with new models coming onto the 
market regularly. Table 1 presents common cargo e-bikes and their specifications and 
singular features. The listed cargo e-bikes represent the 20 best-selling models, or 
models used frequently by delivery companies.

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 Cargo e-bikes for urban deliveries | 11 
Table 1. Common cargo e-bikes and specifications 
Make 
Model 
Bike 
dimensions 
(LxWxH, cm) 
Unloaded 
bike 
weight (kg) 
Gross vehicle 
weight rating 
(kg) 
Number of 
wheels 
Location of 
cargo area 
Retail price ($ 
CAD)* 
Larry vs Harry 
Bullitt e6100 
243 x 46 x 76 
28 
181 
2 
Front 
$9,600 
Centaur Cargo 
Trike XL 
225 x 87 x 105 
N/A 
200 
3 
Front 
$13,500 
Nihola 
Posterbike 
180 x 89 x 110 
30 
200 
3 
Front 
$5,650 
Nihola 
Family Disc E-
Assist 
200 x 89 x 110 
36 
200 
3 
Front 
$8,700 
Rylte 
MovR 
270 x 120 x 200 
134 
314 
3 
Back 
N/A 
Rad Power Bikes 
RadBurro 
134 x 86 x 137 
103 
318 
3 
Back 
$7,181 
ESTER 
Cargo Delivery 
trike 
N/A 
N/A 
N/A 
3 
Back 
N/A 
Urban Arrow 
Cargo L 
Flatbed 
274 x 70 x 110 
47 
275 
2 
Front 
$8,500 
Urban Arrow 
Tender 
294 x 114 x 110 
100 
400 
3 
Front 
$11,515 
Urban Arrow 
Family 
260 x 70 x 110 
51 
200 
2 
Front 
$8,500 
XCYC 
Pickup Work 
4.0 
290 x 100 x 170 
N/A 
300 
3 
Back 
$12,171 
GLEAM 
ESCAPE 
250 x 82 x 130 
70 
270 
3 
Back 
$9,963 
Riese and Müller 
Load 75 
265 x 49 x 110 
36 
200 
2 
Front 
$12,299

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 Cargo e-bikes for urban deliveries | 12 
Riese and Müller 
Packster 70 
Vario 
249 x 56 x 110 
42 
200 
2 
Front 
$13,200 
Babboe 
Carve 
216 x 85 x 110 
65 
245 
3 
Front 
$10,000 
Muli 
Steps 
195 x 60 x N/A 
32 
383 
2 
Front 
$6,910 
Bakfiets 
CargoBike 
Classic Long 
253 x 63 x 115 
42 
N/A 
2 
Front 
$5,792 
Winther 
Cargoo 
207 x 89 x 114 
43 
N/A 
3 
Front 
$10,000 
Johansson 
Oscar S 
215 x 72 x 120 
39 
224 
3 
Front 
$5,859 
Butchers & 
bicycles 
Mk1-E 
225 x 91 x 106 
49 
249 
3 
Front 
$8,172 
N/A: data are unavailable 
* Prices are estimates for reference only; actual price varies depending on the vendor

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 Cargo e-bikes for urban deliveries | 13 
3.2 Characteristics of cargo e-bikes  
Many cargo e-bike models sold in Europe and North America can be categorized based 
on three characteristics: the number of wheels, the loading configurations, and the 
shape of the cargo area  
Number of wheels 
 
 
Riese & Müller Load 7518 
Centaur Cargo Trike XL19 
The Load 75 is one of the narrowest models on 
the market making it optimal for maneuverability 
in urban environments. 
The 850L cargo box on the Centaur Cargo 
Trike XL is optimal for transporting high 
volumes and trips with many items. 
Figure 1. Examples of two- and three-wheeled cargo e-bikes 
Two-wheeled cargo e-bikes are similar in shape to conventional bikes except that 
behind the front wheel there is enough room to carry packages. The lighter weight and 
slimmer frame compared to three- and four-wheeled cargo e-bikes make this model 
easy to maneuver. However; that may result in reduced stability. The absence of a third 
wheel requires the rider to maintain balance, which makes two-wheeled cargo e-bikes 
difficult to operate at lower speeds or when loading and unloading.20 
 
18 Riese & Müller, “The Load 75. Even more space for your freedom.” https://www.r-m.de/en-ca/bikes/load-
75/ 
19 Centaur Cargo, “Centaur Cargo Trike XL: high volume transporting.” 
https://www.centaurcargo.com/en/cargo-bikes/centaur-cargo-trike-xl/ 
20 Babboe, “Is a cargo bike with 2 or 3 wheels best for you?” https://www.babboe.co.uk/which-cargo-bike/2-
wheel-cargo-bike-or-3-wheel-cargo-bike

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 Cargo e-bikes for urban deliveries | 14 
Three-wheeled cargo e-bikes (also known as cargo trikes) offer greater stability, and do 
not need the operator to balance the bike. Although cargo trikes are heavier on average 
than two-wheelers, they have the advantage of larger cargo areas and are easier to load 
and unload. 
Figure 1Loading configurations 
 
 
Butchers & Bicycles Mk1-E21 
Rytle MovR22 
The Mk1-E is equipped with a tilting technology 
that improves safety and ease of riding. 
The ability to handle heavy cargo has made 
the MovR the cargo e-bike of choice for global 
shipping company UPS. 
Figure 2. Front-loading and rear-loading configurations  
The location of the cargo area on cargo e-bikes can differ by design, as shown in Figure 
2. All two-wheeled cargo e-bikes that are used to carry commercial cargo are designed 
with the cargo area between the front wheel and the rider, and are referred to as front-
loading cargo bikes. While rear-loading cargo bikes, also known as long-tail cargo bikes, 
exist, they have a smaller loading space and are mainly used for personal travel, 
carrying children, and/or personal items like groceries.  
Historically, cargo trikes have a reverse tricycle configuration with two wheels in the 
front, a cargo box sandwiched between the two wheels, and the rear half that looks like 
a traditional bicycle with a single wheel in the back.23 More recent cargo-trike designs 
 
21 Butchers & Bicycles, “Mk1-E Gen. 3 Automatic.” https://www.butchersandbicycles.com/mk1e-automatic 
22 Rytle, “MOVR.” https://rytle.com/movr/; Rytle, “UPS launches custom-made cargo e-bikes,” June 21, 
2018. https://rytle.com/ups-launches-custom-made-cargo-e-bikes/ 
23 Cargocycles, “Babboe Cargo Bikes – Should you get a two or three wheeled cargo bike?” November 22, 
2018. https://cargocycles.com.au/babboe-cargo-bikes-two-or-three-wheels-on-your-cargobike/

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 Cargo e-bikes for urban deliveries | 15 
have adopted a rear-loading configuration to allow the operator to carry larger loads 
without compromising the operator’s sightlines.  
Shape of the cargo area 
Urban Arrow Tender24 
GLEAM ESCAPE25 
The Tender 2500 offers the largest flatbed 
space (2.6 m2) of all the best-selling models.26 
The ESCAPE offers 16 customization options 
making it a fit for a broad range of uses. 
Figure 3. Cargo e-bikes equipped with a flatbed 
The cargo area on cargo e-bikes is not always a box shape. Some cargo e-bike 
manufacturers offer cargo e-bikes with a flatbed design, which allows business 
operators to circumvent the dimension limitations with box-shaped cargo areas. 
Flatbeds can be used with front-loading or rear-loading cargo e-bikes and e-trikes. 
Some manufacturers offer customization options for cargo areas where flatbeds can be 
replaced with a cargo box. Flatbed cargo e-bikes are shown in Figure 3. 
 
24 Urban Arrow, “Tender.” https://www.urbanarrow.com/en/tender 
25 GLEAM, “Configure your bike.” https://gleam-bikes.com/product/gleam-escape/ 
26 Urban Arrow, “Specification Sheet Urban Arrow Tender.” 
https://www.urbanarrow.com/data/default/2020-04/Tender%202500%20Specs%20EN%202020.pdf

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4. 
Regulatory approaches and 
standards 
4.1 A varied landscape 
The regulatory landscape for cargo e-bikes and e-bikes varies considerably among cities 
both in North America and in Europe. As new bike technologies and products are 
introduced to the market and the adoption of e-bikes, cargo e-bikes, and traditional 
bicycles grows, regulations continue to evolve. Based on our scan of regulatory 
frameworks, there is no single consistent approach to regulating e-bikes, cargo e-bikes 
and/or bicycles as each one is contingent on the local geography, and social and cultural 
contexts. Cycling and the use of cargo bikes and e-bikes are generally more prevalent in 
Europe than some North American cities, and consequently there are differences in 
regulatory approaches.  
Policy-makers have taken different approaches in the following ways: 
• 
Terminology and classification: The definitions and terminologies used to 
describe bicycles with electric-assist capabilities range from "pedal cycles with 
pedal assistance" and "powered cycles" to "bicycle with electric assist.” Many 
jurisdictions in the United States have adopted the People for Bikes (an 
American bike advocacy organization) Model Electric Bicycle Law for state usage 
with the three classes of e-bikes.27 In Europe, cargo e-bikes are generally 
categorized into one of two groups: they are either under 250 watts and excluded 
from European Union approval requirements as per Regulation 168/2013, or they 
have a greater than 250 watts capacity and are grouped into category L1e-A 
“powered cycle” under Regulation 168/2013. The latter group is subject to more 
regulation. 
• 
Setting operational requirements: Regulating the allowance of cargo e-bikes, 
e-bikes and bicycles on roads, trails, and path systems also varies across Europe 
and North America. Some jurisdictions have specific regulations for cargo e-
bikes, such as a maximum speed limit and bike width allowances, but most do 
not. Where none exists, e-bike regulations, and commercial cyclist regulations 
 
27 People for Bikes, Model Electric Bicycle Law with Classes 
https://peopleforbikes.cdn.prismic.io/peopleforbikes/3686d20b-5695-47c1-b0c7-ffe06402be55_Model-
eBike-Legislation-Jan2020.pdf

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where relevant, would apply. For e-bikes, most jurisdictions regulate a maximum 
speed and power.  
• 
Defining regulatory roles and responsibilities: There is no single approach to 
determining the roles and responsibilities accorded to local, state, and national 
regulators. For example, New York State stipulates maximum e-bike width and 
power output; meanwhile, the municipal codes in New York City are largely 
silent on these operational matters. In contrast, the State of Illinois’ e-bike laws 
are silent on maximum widths, while the City of Chicago’s Municipal Code 
regulates the maximum width and speed for a "low-speed delivery” e-bike. 
 Berlin and Copenhagen have not issued any regulations on cargo e-bikes. .28 
Instead, regulations on e-bikes of two, three, and four wheels are determined 
either by the European Union or at the national level. The European Union has 
also set standards for safety-related specifications and testing methods of e-
bikes. Only Germany has a national safety specifications and testing methods 
standard for cargo e-bikes. 
The regulatory landscape is varied across many jurisdictions; there is challenge and 
opportunity to learn from the different perspectives and to continue to adapt and refine 
the regulations toward a vibrant cargo e-bike environment in Toronto. 
4.2 Spotlight on selected cities 
To better understand how U.S. states and cities regulate cargo e-bikes, we examined 
relevant municipal codes in New York City, Chicago, and Seattle. These cities were 
selected as they have existing or past pilot programs for cargo e-bikes and, similar to 
the City of Toronto, have drafted municipal codes that regulate the use of cargo e-
bikes/e-bikes/bicycles. Given that many European cities simply follow EU regulations, 
we have excluded them from this analysis. In consultation with the City of Toronto, four 
issue areas pertaining to cargo e-bikes were considered: cargo e-bike specifications, 
operating parameters, parking parameters, and safety considerations. Results are 
summarized in the tables on the following pages.  
 
28 Julius Menge, City of Berlin, personal communication, September 15, 2021.

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Table 2. Issue area 1 | Cargo e-bike specifications 
Parameter 
New York City 
Chicago 
Seattle 
Width limit 
No more than 36 inches according to NY State Laws. Proposal at NY 
State to increase to 55 inches width max per Senate Bill S9004.  
Section 102-C VAT NY State: “§ 102-c. Bicycle with electric assist. A 
bicycle which is no more than thirty-six inches wide and has an 
electric motor of less than seven hundred fifty watts, equipped with 
operable pedals, meeting the equipment and manufacturing 
requirements for bicycles adopted by the Consumer Product Safety 
Commission under 16 C.F.R. Part 1512.1 et seq. and meeting the 
requirements of one of the following three classes.” 
Senate Bill S9004: “A bicycle which is no more than fifty-five inches 
wide and has an electric motor of less than seven hundred fifty watts, 
equipped with operable pedals, meeting the equipment and 
manufacturing requirements for bicycles adopted by the Consumer 
Product Safety Commission under 16 C.F.R. Part 1512.1 et seq. and 
meeting the requirements of one of the following three classes” 
No more than 4 feet.  
9-4-010 Municipal Code of Chicago: “”Low-speed electric delivery 
bicycle” means a bicycle, except equipped with an electric motor that 
provides assistance only when the rider is pedaling and that ceases to 
provide assistance when the bicycle reaches a speed of 15 miles per 
hour, that is not more than 4 feet wide, whose electric motor 
disengages when the rider stops pedaling, and that meets such other 
requirements and specifications as the Commissioner provides by 
Rule.”  
No mention of maximum dimensions requirements for cargo e-bikes in 
municipal regulation, the Seattle cargo e-bike pilot, or the Revised Code 
of Washington. 
Section 46.04.169 of the Revised Code of Washington and Section 
11.14-055 Municipal Code: “Electric-assisted bicycle” means a bicycle 
with two or three wheels, a saddle, fully operative pedals for human 
propulsion, and an electric motor. The electric-assisted bicycle’s electric 
motor must have a power output of no more than seven hundred fifty 
watts.”  
Length limit 
- 
- 
- 
Height limit 
- 
- 
- 
Weight limit 
- 
- 
-

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Table 3. Issue area 2 | Operating parameters 
Parameter 
New York City 
Chicago 
Seattle 
Cycling Facilities 
(Bike lanes and/or 
cycle tracks) 
 
Permitted 
Permitted to the same extent as bicycles. 
NYC Pilot report 
Article 34 of NY State VAT  
Section 10-157 and Section 4-12 of The Rules of City of New York 
Permitted 
Permitted to the same extent as bicycles. No additional restrictions 
noted in the Municipal Code of Chicago for low-speed electric delivery 
bicycles. 
9-52-125 and 9-52-20 Municipal Code of Chicago 
Permitted 
Permitted to the same extent as bicycles. No additional restrictions 
noted in Seattle Municipal Code. 
Chapter 11.44 and Section 11.14-055 of Seattle Municipal Code 
Roadways 
Permitted with exceptions 
Permitted to the same extent as bicycles. Operation of bicycles on 
roadways is permitted. The Rules of The City of New York permit 
bicycles on roadways but prohibit them on expressways, drives, 
highways, interstate routes, bridges, and thruways. They also prohibit 
the use of bicycles on parkways. 
Section 4-12 of The Rules of The City of New York 
Cargo e-bikes wider than 48 inches shall use travel lane. 
NYC pilot report  
Permitted 
Permitted to the same extent as bicycles. No additional restrictions 
noted in the Municipal Code of Chicago for low-speed electric delivery 
bicycles. 
9-52-125 and 9-52-010 Municipal Code of Chicago 
Permitted 
Permitted to the same extent as bicycles. No additional restrictions 
noted in Seattle Municipal Code. 
Section 11.44.040 of Seattle Municipal Code 
 
Multi-Use/Shared 
Trails/Paths 
Permitted 
Permitted to the same extent as bicycles. 
NYC Pilot report 
Section 10-157 and Section 4-12 of The Rules of The City of New York 
Permitted 
Permitted to the same extent as bicycles. No additional restrictions 
noted in the Municipal Code of Chicago for low-speed electric delivery 
bicycles. 
9-52-125 Municipal Code of Chicago 
Permitted with exceptions 
Operation of Class 1 and Class 2 electric-assisted bicycles is permitted 
on public paths.  
Section 11.44.120 of Seattle Municipal Code 
All Classes of electric-assisted bicycles not allowed on trails that are 
specifically designated as nonmotorized and that have a natural surface 
tread with no added surfacing materials. 
Section 46.61.710 Revised Code of Washington 
Sidewalks 
Not permitted 
Operation of bicycles with electric assist are not permitted on sidewalks 
according to New York State Vehicle and Traffic Law. 
The Rules of The City of New York prohibit riding bicycles in general on 
sidewalks unless permitted by an official sign. 
Article 34 of NY State VAT 
Section 4-07 of The Rules of The City of New York 
Not permitted 
“(e) No person shall operate or park a low-speed electric delivery bicycle 
upon any sidewalk.” 
9-52-125 Municipal Code of Chicago 
Permitted with exceptions 
Operation of Class 1 and Class 2 electric-assisted bicycles is permitted 
on sidewalks. 
Operation of Class 3 electric-assisted bicycles on sidewalks is prohibited, 
except if there is no bicycle or pedestrian path available. 
Section 11.44.120 of Seattle Municipal Code 
Speed limits 
12 miles per hour  
NYC pilot report 
15 miles per hour 
9-4-010 Chicago Municipal Code

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Table 4. Issue area 3 | Parking considerations 
Parameter 
New York City 
Chicago 
Seattle 
Parking permissions in 
vehicular curbside parking 
spaces, on-street bike 
corrals  
Permitted 
Commercial vehicles may park curbside in New York City and pay 
commercial parking rates ($5 to $8 per hour). Commercial cargo e-
bikes are allowed to park anywhere a regular commercial vehicle is 
allowed to park, but they are exempt from meter payment. 
NYC pilot report 
4-08 Parking, Stopping, Standing of the Rules of the City of New 
York 
Permitted 
“No person shall park a bicycle upon a street other than upon the 
roadway against the curb or upon the sidewalk against a rack, 
parking meter or sign pole to support the bicycle or against a 
building or at the curb in such manner as to afford the least 
obstruction to pedestrian traffic.” 
9-52-070 Municipal Code 
“The cargo bikes would also be banned from using the city’s on-
street bike corrals and would instead have to use a designated 
vehicular parking spot.” 
Streetsblog Chicago 
Permitted 
Bicycles may not be parked on the road unless specifically 
indicated by signage. 
“No person shall park a bicycle upon a sidewalk or public path in 
such a manner as to obstruct traffic thereon; or within, against or 
adjacent to a bus patron shelter in a manner which restricts or 
eliminates the use of such a shelter by pedestrians who are waiting 
for public transportation; or upon a roadway except in locations 
designated by official traffic-control devices.” 
11.44.280 Seattle Municipal Code 
Parking in commercial 
vehicle zones (loading) 
allowed 
Yes 
NYC pilot report 
Unclear* 
Unclear* 
Exempt from parking meter 
payment 
Yes 
NYC pilot report 
Unclear* 
 
Unclear* 
Parking permit required 
No 
A parking permit requirement is being developed by New York City 
as they transition from the pilot to a permanent cargo e-bike 
program, per communication with the DOT. This permit system will 
act as a payment method for curbside use, so cargo e-bikes will 
continue to be exempt from ongoing meter payment when the 
program becomes permanent. Further details of the permit 
program were not provided by the DOT. 
No 
Similar treatment to bicycles.  
9-52-125 Municipal Code 
No 
Similar treatment to bicycles. 
Chapter 11.44 and Section 11.14-055 of Seattle Municipal Code 
 
Dedicated on-street or off-
street parking areas 
Yes 
New York City Department of Transportation designed and 
installed cargo bike corrals at the curbside that could be used by 
both cargo and regular bikes.  
NYC pilot report 
No 
Similar treatment to bicycles.  
9-52-125 Municipal Code 
Yes 
Seattle’s bicycle parking guidelines dictate that on-street bicycle 
corrals must be designed to be able to incorporate cargo bikes 
(approximately 7 to 9 feet in length).  
Seattle Bicycle Parking Guidelines  
Sidewalk parking allowed 
No 
Article 34 of NY State VAT 
N€(e) No person shall operate or park a low-speed electric delivery 
bicycle upon any sidewalk.” 
9-52-125 Municipal Code  
Yes 
Bicycles may be parked on sidewalks or adjacent to bus shelters so 
long as they do not obstruct pedestrian flow, traffic, or access to 
public transportation.

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 Cargo e-bikes for urban deliveries |  21 
During the Seattle cargo e-bike pilot, bikes were allowed to park on 
the sidewalks. 
Cargo e-bikes were given a Class 2 e-bike permit to operate in the 
Seattle pilot. This allowed parking on shared-use paths including 
sidewalks and bike lanes. 
11.44.280 Seattle Municipal Code 
* Unclear items require further research, likely through correspondence with the local jurisdiction, because the regulations do not provide explicit guidance on the issue parameter and applicability of the regulation can only be inferred.

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Table 5. Issue area 4 | Safety considerations 
Parameter 
New York City 
Chicago 
Seattle 
Permit/license required 
of business/cyclist doing 
delivery (with or without 
parking privilege) 
 
No 
Letter of understanding required for pilot participants. 
NYC pilot report 
Required 
“(f) A low-speed electric delivery bicycle may only be used for bicycle 
messenger services and may only be operated by a bicycle operator, 
as these terms are defined in Section 4-168-010.”  
9-52-125 Municipal Code 
“(a) No person shall engage in the occupation of providing bicycle 
messenger services without having secured a license issued under 
this chapter. The license shall be in addition to any other license 
required by law.”  
4-168-020 Municipal Code 
No 
No mention of permitting requirement for commercial deliveries by 
bicycles or electric-assisted bicycles in Seattle’s Municipal Code. A 
driver’s license is not required for the operation of electric assisted 
bicycles. Additionally, registration is not required for electric-assisted 
bicycles. 
“(3) No driver’s license is required for operation of an electric-assisted 
bicycle. Persons under sixteen years of age may not operate a class 3 
electric-assisted bicycle.”  
Section 46.20.500 of the Revised Code of Washington 
“The following vehicles are not required to be registered under this 
chapter:…(2) Electric-assisted bicycles;” 
Section 46.16A.808 of the Revised Code of Washington 
Unique identification of 
bike operation and/or 
cyclist 
Yes 
“A business using a bicycle for commercial purposes must assign to 
each of its bicycle operators a three digit identification number, 
except that the department of transportation may promulgate a rule 
to require an identification number with four or more digits. Such 
business must issue to each of its bicycle operators an 
identification card that contains the name, identification 
number and photo of the bicycle operator and the name, 
address and telephone number of such business. A bicycle 
operator shall carry such identification card while making deliveries 
or otherwise operating a bicycle on behalf of any such business. A 
bicycle operator shall be required to produce such identification card 
upon the demand of an authorized employee of the police 
department or department of transportation or any other person 
authorized by law.” 
10-157 New York City Administrative Code 
Yes  
Every bicycle operator is assigned a unique identification number or 
letter.  
“Every licensee shall maintain records of all bicycle operators 
operating on the licensee’s behalf. The records shall include the 
name and address of each bicycle operator and the identification 
number or letters required under Section 4-168-070for each 
operator. The identification number or letters assigned to a 
bicycle operator shall not be assigned to or used by any other 
operator unless such transfer is necessary because of a change 
in employment status. The records required by this section shall be 
made available to the commissioner at his or her request and shall 
be maintained for at least two years.” 
4-168-060, 4-168-080 and 4-168-070 Municipal Code  
No 
No mention of bike/cyclist identification requirement for commercial 
deliverers by bicycles or electric-assisted bicycles in Seattle’s 
Municipal Code. However, every electric-assisted bicycle should 
display a label containing the bike’s classification, speed, and 
wattage. 
“A manufacturer or distributor of new electric-assisted bicycles, 
where electric-assisted bicycles are defined in RCW 46.04.169, 
offered for sale or distribution in Washington state must: 
(a) Beginning July 1, 2018, permanently affix, in a prominent location, 
a label printed in arial font and at least nine-point type that contains 
the classification number, top assisted speed, and motor wattage;” 
Section 46.37.690 of the Revised Code of Washington  
Insurance required of 
business or cyclist doing 
delivery (also 
indemnification of 
municipality if found) 
No 
Yes 
“(a) Each applicant for a bicycle messenger service license shall 
provide proof that the applicant and each bicycle operator engaged 
by each applicant has commercial general liability insurance 
coverage with limits on not less than $300,000.00 per occurrence for 
bodily injury, personal injury and property damage arising in any way 
from the license or activities conducted pursuant to the license. In 
addition, worker’s compensation coverage must be provided as 
required by state law.”  
No 
No mention of insurance requirements for bicycle and electric-
assisted bicycles delivery in Seattle’s Municipal Code or the Revised 
Code of Washington.

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4-168-050 Municipal Code 
Training required of 
cyclist/business 
Yes.  
Each bicycle operator shall complete a bicycle safety course prior to 
making deliveries. Bicycle safety course shall mean information 
provided by the department of transportation regarding safe 
bicycling and adherence to traffic and commercial bicycle laws.  
10-157(3)(e.3 and 4) New York City Administrative Code 
No mention of training requirements for bicycle messenger services 
in the Municipal Code  
Chapter 4-168 Municipal Code  
No  
The Revised Code of Washington prohibits operation of class 3 
electric-assisted bicycles for anyone under the age of sixteen but 
doesn’t stipulate training requirements. Additionally, there is no 
mention of training requirements for the use of bicycles or electric-
assisted bicycles for commercial deliveries in Seattle’s Municipal 
Code.  
Section 46.20.500 of the Revised Code of Washington

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4.3 Regulatory analysis 
Cargo e-bike specifications 
The different kinds of cargo e-bikes with typical dimensions and payloads are shown in 
Figure 4. 
 
Figure 4. Examples of cargo e-bikes and typical dimensions and payloads 
Source: Assmann et al.29 
 
29 Tom Assmann, Florian Müller, Sebastian Bobeth, Leonard Baum, Planning of cargo bike hubs: a guide for 
municipalities and industry for the planning of transshipment hubs for new urban logistics concepts (Universität 
Magdeburg, 2020). 
http://cyclelogistics.eu/sites/default/files/downloads/Hub%20Planning%20Brochure_EN_Web_final.pdf

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Maximum cycle widths 
Maximum permissible widths of cargo e-bikes vary among jurisdictions in North 
America and Europe. There is no single standard for the maximum width.  
For example, the maximum width of a “bicycle with electric assist” is set at 36 inches in 
accordance with New York State’s Vehicle and Traffic law.30 However, a proposal to 
increase the maximum width to 55 inches is moving through New York State’s 
legislative process e as of summer 2021.31 
City of Chicago regulations allow for amaximum width of 4 feet.32 33 
In Europe, a key consideration that influences the maximum width of cargo e-bikes is 
the number of cycle wheels. In Denmark, “a bicycle may not have a width greater than 1 
metre in either loaded or unloaded condition, however, a bicycle with more than two 
wheels may have a width of up to 1.25 metres. Operating levers and mirrors are not 
included in the width of the bicycle.” “On a two-wheeled bicycle, the width of the 
handlebars must not exceed 70 centimetres. Operating levers and mirrors are not 
included in the width of the handlebars.”34  
The City of Berlin hasn’t drafted regulations relying el instead on the national standard 
requirements for cargo e-bikes, Germany DIN 79010, published in 2020.35 This standard 
applies to single-track (two-wheeled) cargo e-bikes up to 1 metre wide and multi-track 
(three- and four-wheeled) cargo e-bikes up to 2 metres wide. 
 
30 Government of New York State, Vehicle and Traffic Law, Consolidated Laws of New York, Chapter 71 
https://www.nysenate.gov/legislation/laws/VAT/102-C 
31 Ben Morris, “Opinion: State Legislature Must Pass Jessica Ramos’s Bill to Allow for Wider Cargo Bikes,” 
Streetsblog NYC, May 26, 2021. https://nyc.streetsblog.org/2021/05/26/opinion-state-legislature-must-pass-
jessica-ramoss-bill-to-allow-for-wider-cargo-bikes/  
32 City of Chicago, Municipal Code of Chicago, section 9-4-010. 
https://codelibrary.amlegal.com/codes/chicago/latest/chicago_il/0-0-0-2645076 
33 Courtney Cobbs, “Electric cargo delivery bikes could be coming to a bike lane near you,” Streetsblog 
Chicago, October 2, 2020. https://chi.streetsblog.org/2020/10/02/electric-cargo-delivery-bikes-could-be-
coming-to-a-bike-lane-near-you/ 
34 Government of Denmark, Danish Transport Authority, BEK no. 976 of 28/06/2016 Executive Order on 
bicycle fittings and equipment, etc. https://www.retsinformation.dk/eli/lta/2016/976, 
https://www.fstyr.dk/da/Krav-til-koeretoejer/Regler-for-koeretoejer/Krav-til-cykler 
35 Beuth publishing, DIN 79010:2020-02 Cycles - Transportation bikes and cargo bikes - Requirements and test 
methods for single- and multi-track cycles. https://www.beuth.de/en/standard/din-79010/315466805

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Cycle lengths including trailer combinations 
As with maximum widths, the maximum permissible length of a cargo e-bike varies 
from one jurisdiction to another and in some cases isn’t regulated. Denmark regulates 
length with and without trailers: “A bicycle must not be longer than 3.5 m in a loaded or 
unloaded condition. A trailer for a bicycle may not have a width greater than 1 m in 
either a loaded or unloaded condition. The total length of a bicycle and trailer in a 
loaded or unloaded condition must not exceed 3.5 m.”36 
Cycle weights 
Few cities regulate weight limitations for cargo e-bikes. New York City did not set a 
maximum device weight in its commercial cargo e-bike pilot program with delivery 
companies.37  
Germany is the only European Union member state with a specific standard for cargo e-
bikes including single-track bikes that are allowed a maximum total permissible weight 
of 250 kg and multi-track bikes a maximum total permissible weight of 300 kg: “This 
standard specifies general requirements and test methods for single-track transport and 
cargo bicycles with a maximum width of 1 m and a permissible total weight of a 
maximum of 250 kg, also with electric motor support (with a rated continuous output of 
max. 250 W and up to a speed of 25 km/h) for the transport of goods and people.” The 
standard also applies to multi-track transport and cargo bicycles with a maximum width 
of 2 m and a permissible total weight of a maximum of 300 kg (with nominal continuous 
power of maximum 250 W and up to 25 km/h).38 
However, the German standard also says in the introduction: “Due to the skills and 
experience of this working group, the scope of this document was limited to permissible 
total weights of 250 kg for single-lane and 300 kg for multi-lane transport and cargo 
bikes. The employees expressly welcome the latest developments in the logistics and 
mobility sector and the development of heavy transport and cargo bikes with 
permissible total weights of over 250 kg and 300 kg, respectively. This standard does not 
prevent the development of heavy transport and cargo bikes with dimensions larger 
than those specified in this document or with a higher permissible total weight.” 
 
36 BEK no. 976 of 28/06/2016 Executive Order on bicycle fittings and equipment, etc.  
37 Eugenia Tang, New York City Department of Transportation, personal communication, September 9, 
2021. 
38 DIN 79010:2020-02 Cycles - Transportation bikes and cargo bikes - Requirements and test methods for single- 
and multi-track cycles.

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Further, there is ongoing work to include cargo e-bikes in the existing European e-bike 
standard EN 15194 (EPAC – Electrically Power Assisted Cycles). This would bring a 
cargo e-bike standard to all of Europe and help to encourage standardization elsewhere. 
In Germany, the rules for e-bikes, registration and licence plates are determined by the 
wattage of an electric bike. There is ongoing discussion as to whether the rules can and 
should be changed as heavy commercial cargo bikes come on the market.  
Operating parameters 
“Anne Goodchild, the director of the University of Washington’s Supply Chain 
Transportation and Logistics Center, pointed out that cargo bikes are smaller, nimbler, 
and easier to maneuver than trucks and emit no greenhouse gases. While a delivery truck 
may have to circle the block a few times before finding parking, a cargo bike can just park 
by the door of the building receiving the delivery, she said. ‘That’s one of the underlying 
big questions for it to be an improvement over the van: Where are you allowed to 
operate it and where can you park it?’ Professor Goodchild said. ‘If you can use a bike 
lane when there is congestion on the travel lane, you can continue moving while a box 
van wouldn’t.’” 
— The New York Times39 
Cities are taking a relatively permissive approach in drafting regulations that determine 
where cargo e-bikes are allowed to go. Cargo bikes are often permitted on most streets 
and cycling facilities including painted bike lanes and protected/separated cycle tracks, 
with some exceptions noted on sidewalks and on popular shared-use pathways in 
various cities. Allowing cargo e-bikes to use bike lanes and similar urban transport 
infrastructure helps prioritize cargo e-bikes on urban streets. Permitting cargo e-bikes 
on urban streets strengthens the business case for using cargo bikes to make 
commercial deliveries: the upfront investment and maintenance costs are minimal, and 
operational costs incurred by the delivery service plummet as less time is spent idling in 
traffic congestion.  
The City of Toronto’s Freight and Goods Movement Strategy includes the 
implementation of a cargo e-bike pilot program and recommends that the city promote 
using cargo e-bikes to reduce the environmental impacts of urban goods movement on 
 
39 Winnie Hu and Matthew Haag, “Park it, trucks: Here come New York’s cargo bikes,” The New York Times, 
December 4, 2019. https://www.nytimes.com/2019/12/04/nyregion/nyc-cargo-bikes-delivery.html

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 Cargo e-bikes for urban deliveries | 28 
city streets.40 Allowing cargo e-bikes to use as much operating infrastructure as possible 
would help achieve this objective.  
However, and as noted in European cities where cargo e-bikes are widely used, an 
extensive network of quality cycle lanes, tracks, and other infrastructure is a 
prerequisite if the city and the private sector are to add cargo bikes onto the road and to 
encourage the continued uptake of the bikes. 
“The groundwork for Europe’s embrace of cargo bikes was laid by ‘countries that have 
invested significantly and for a long period of time in the engineering and construction of 
bike-friendly roadways.’ Europe is now so far ahead of the U.S. on cargo bikes that the 
company would have to ship equipment from overseas to do an American deployment, 
adding ‘significant costs associated with transportation and import,’ according to the 
spokesperson.”  
— DHL spokesperson, as cited in Bloomberg CityLab41  
An additional reason to allow widespread use of cargo e-bikes on streets and bike 
facilities is to limit their use on sidewalks. According to a forthcoming research paper 
from the University of Washington, the delivery cyclists in the Seattle cargo e-bike pilot 
rode on sidewalks approximately 40% of the time.42 This could create significant 
challenges in dense urban areas, affecting accessibility and pedestrian safety, especially 
for people with disabilities or maneuvering strollers and the like.  
Worth noting at this stage of regulatory development in Toronto is that the high 
number of cargo e-bikes in some European cities, plus the trend toward wider cargo e-
bikes to carry more packages, is starting to create infrastructure and planning issues. 
Bikes up to 1.2 metres wide require cycling facilities that are at least 1.5 metres wide, 
and ideally wider, but this width is not the standard in most areas.43 For instance, the 
amount of space between two larger, commercial cargo e-bikes of 1.2 metres width 
each, plus mirrors, would be extremely narrow when passing each other in opposite 
directions in a 3.0 metre wide bidirectional and barrier-protected cycle track. 
 
40 City of Toronto report to city council, Additional background on cargo e-bikes and proposed by-law 
amendments, June 7, 2021. https://www.toronto.ca/legdocs/mmis/2021/cc/bgrd/backgroundfile-167829.pdf 
41 David Zipper, “We are going to need a lot more electric delivery bikes,” Bloomberg CityLab, September 1, 
2021. https://www.bloomberg.com/news/articles/2021-09-01/how-to-pave-the-way-for-more-electric-
delivery-bikes 
42 Cited in “We are going to need a lot more electric delivery bikes.”  
43 “We are going to need a lot more electric delivery bikes.”

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 Cargo e-bikes for urban deliveries | 29 
Parking parameters 
Parking policies play an important role to ensure that cargo e-bikes remain a 
competitive and desirable zero-emission delivery mode. There is a need to set some 
rules to facilitate cargo e-bike parking and to ensure that cargo e-bikes can safely and 
efficiently park by the entrance of buildings — without over-regulating where they can 
park within the right-of-way or off-street on public and private properties. Cargo e-
bikes present many benefits public and private and ample safe parking options should 
be encouraged. As such, over-regulating and prohibiting parking in many locations may 
minimize the opportunity of cargo e-bikes. 
There are different approaches and strategies on regulating cargo e-bike parking in 
North America. In New York City, commercial cargo e-bikes are allowed to park 
anywhere a regular commercial vehicle is allowed to park, 44 45 but they are exempt from 
parking meter payment, which is $5 to $8 per hour.46 A commercial vehicle parking 
permit is not needed to park curbside in New York City.47 New York has also built special 
cargo e-bike corrals throughout the city to use for parking, as part of the city’s pilot 
project. 
Ottawa allows cargo e-bike parking for personal and commercial use in all bicycle 
parking facilities. Commercial cargo e-bike users have an additional parking option: 
apply for a short-stay permit to use loading zones and no-parking zones for up to15 
minutes. The operator must be actively engaged in delivery activities.48 
 
44 New York City Department of Transportation, Commercial cargo bicycle pilot, a new mode for last mile 
deliveries in NYC, evaluation report, May 2021. https://www1.nyc.gov/html/dot/downloads/pdf/commercial-
cargo-bicycle-pilot-evaluation-report.pdf 
45 City of New York, the Rules of The City of New York. 
https://codelibrary.amlegal.com/codes/newyorkcity/latest/NYCrules/0-0-0-63614 
46 Paul Berger, “New York City offers free parking to delivery firms’ cargo bikes,” The Wall Street Journal, 
December 4, 2019. https://www.wsj.com/articles/new-york-city-offers-free-parking-to-delivery-firms-
cargo-bikes-11575481818 
47 City of New York, “Commercial vehicle parking information.” 
https://www1.nyc.gov/nycbusiness/description/commercial-vehicle-parking-information 
48 City of Ottawa, 2021 Report E-Cargo Bike Pilot Project, September 1, 2021. 
https://app05.ottawa.ca/sirepub/mtgviewer.aspx?meetid=8332&doctype=agenda&itemid=413780

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 Cargo e-bikes for urban deliveries | 30 
In Chicago, cargo e-bikes must park in regular parking spaces only.49 Cargo e-bikes in 
Chicago are prohibited from parking on sidewalks or in on-street bike corrals.50 51  
On the other hand, Berlin does not have specific rules and guidelines for cargo e-bike 
parking, beyond their new design specification to allow conversion of curbside parallel 
vehicle parking into three cargo e-bike spaces at a 45-degree angle (Figure 5).52 Berlin 
has also tested a microhub in a public parking lot with DHL, UPS, and others.53 54 
 
Figure 5. The City of Berlin’s regulating standard for cargo bike parking 
Source: City of Berlin55 
 
49 Supply Chain Transportation and Logistics Center, “The electric bike that could change delivery as we 
know it,” December 7, 2020. https://depts.washington.edu/sctlctr/news-events/in-the-news/electric-bike-
could-change-delivery-we-know-it 
50 “Electric cargo delivery bikes could be coming to a bike lane near you.”  
51 City of Chicago, Municipal Code of Chicago. 
https://codelibrary.amlegal.com/codes/chicago/latest/chicago_il/0-0-0-2594411 
52 “Berlin: Senate adopts regulation plan for cargo bike parking spaces,” Cargobike.jetzt, November 20, 2019. 
https://www.cargobike.jetzt/regelplan-cargobike-parkplaetze-berlin/ 
53 Philip Oltermann, “Four wheels bad, but three sehr gut. Germans climb aboard cargo bikes,” The 
Guardian, August 25, 2019. https://www.theguardian.com/world/2019/aug/25/cargo-bikes-berlin-four-
wheels-bad-transport 
54 Giuseppe Aiello, Salvatore Quaranta, Antonella Certa nd Rosalinda Inguanta, “Optimization of Urban 
Delivery Systems Based on Electric Assisted Cargo Bikes with Modular Battery Size, Taking into Account the 
Service Requirements and the Specific Operational Context,” Energies 14 no. 15 (2021). 
https://www.mdpi.com/1996-1073/14/15/4672 
55 City of Berlin, “Senate administration issues new regulation plans for the parking of cargo bikes and e-
scooters,” November 8, 2019. 
https://www.berlin.de/sen/uvk/presse/pressemitteilungen/2019/pressemitteilung.863628.php

Regulatory approaches and standards 
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 Cargo e-bikes for urban deliveries | 31 
Safety considerations 
Permits 
Requiring a permit to operate commercial cargo e-bikes varies across jurisdictions. 
Cities can use permits to track cargo e-bikes with individual identification numbers – 
like licence plates – encouraging safe behaviour and allowing municipal enforcement of 
the traffic and parking rules. Permits can also be used to ensure adequate insurance 
coverage and other ancillary purposes like parking privileges.  
Until recently, New York City did not have a permit system for their commercial cargo 
e-bike pilot program, although commercial operators were required to place a 
sticker/unique identification number on their bikes during the pilot project. Now that 
the program has been announced as permanent,56 the city is creating a permit system. 
While details are still being finalized, “the permit system will more or less be the 
payment method for curbside usage though [the city doesn’t] intend on making the 
permit fee costly to help incentivize companies to use cargo bikes more.”57 
In contrast, the City of Chicago requires commercial cargo e-bike operators to have a 
licence, while permits are required for bike messengers.58 The license requirements are 
described in the Municipal Code.59 
Illinois State law includes label requirements for cargo e-bikes which list the 
“classification number, the bicycle's top assisted speed, and the bicycle's motor 
wattage”.60 
Insurance 
In Chicago, the licence for commercial cargo e-bike operators (as noted above) includes 
a commercial general liability insurance requirement of $300,000. 
 
56 City of New York, Twitter, May 5, 2021. 
https://mobile.twitter.com/NYC_DOT/status/1389978593086877699 
57 Tang, personal communication. 
58 “Electric cargo delivery bikes could be coming to a bike lane near you.”  
59 City of Chicago, Municipal Code of Chicago.  
60 Government of the State of Illinois, Bill SB0396 on veh-low-speed electric bicycle. 
https://www.ilga.gov/legislation/BillStatus.asp?DocNum=396&GAID=14&DocTypeID=SB&SessionID=91&
GA=100

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 Cargo e-bikes for urban deliveries | 32 
Neither New York City nor Seattle appear to require any insurance coverage. In the 
European Union, some e-bikes are excluded from insurance obligations.61 This includes 
e-bikes that are “pedal cycles with pedal assistance which are equipped with an 
auxiliary electric motor having a maximum continuous rated power of less than or equal 
to 250 W, where the output of the motor is cut off when the cyclist stops pedalling and 
is otherwise progressively reduced and finally cut off before the vehicle speed reaches 
25 km/h”.62 E-bikes not meeting this definition may be required to have insurance 
subject to European Union and/or member state regulations.  
Other requirements 
In New York City, all commercial bicyclists must complete a commercial bicyclist safety 
course.63 Commercial cargo e-bikes in New York City may not be left on-street overnight 
and businesses must provide overnight storage for their fleet. 
 
 
61 European Parliament, “Deal reached on new rules to better protect road accident victims,” June 22, 2021. 
https://www.europarl.europa.eu/news/en/press-room/20210617IPR06467/deal-reached-on-new-rules-to-
better-protect-road-accident-victims 
62 European Parliament and Council, “Regulation (EU) No 168/2013 of the European Parliament and of the 
Council of 15 January 2013 on the approval and market surveillance of two- or three-wheel vehicles and 
quadricycles.” https://eur-lex.europa.eu/legal-
content/EN/TXT/HTML/?uri=CELEX:32013R0168&from=EN#d1e527-52-1 
63 City of New York, “Commercial bicycling.” https://www1.nyc.gov/html/dot/html/bicyclists/commercial-
cyclists.shtml

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5. 
Stakeholder input on City of 
Toronto regulations and pilot 
The Pembina Institute and the City of Toronto held a small-group virtual discussion on 
October 1, 2021. The purpose of the session was to obtain insights and input on 
regulatory and infrastructure considerations for cargo e-bikes for personal and 
commercial use. To help the City develop parameters for a municipal pilot for large 
cargo e-bikes over 120 kg unladen, the session focused on four issue areas: cargo e-bike 
specifications, operating parameters/infrastructure use, cargo e-bike parking, and safety 
and implementation considerations. The Institute also facilitated a general discussion 
to define success and challenges. The input would help to update and/or create new 
municipal by-laws and practices for safe and efficient operations.  
The small-group discussion included environmental and civil society groups, bike 
advocacy groups, micromobility policy experts, bike retailers that sell cargo e-bikes, and 
academics. The City of Toronto conducted sessions with the business community 
separately to gather feedback from this stakeholder group. 
The following sections summarize the feedback received under the topic areas as 
presented in the group discussion. 
5.1 Cargo e-bike specifications 
What are the pros/cons of differentiating personal from commercial use? What criteria 
could/should be used to differentiate? What thresholds could/should be used? What 
parameters should be set for commercial use and why? Should Toronto add any more 
restrictions over and above the Ontario regulation, and why? 
• 
The stakeholders agreed that distinguishing between personal and commercial 
cargo e-bikes makes sense; however, they believe it might be challenging to 
license and enforce.  
• 
Many stakeholders also see value in simplifying the rules for personal use while 
applying more complex regulations for commercial usage. 
• 
Many stakeholders find the 32 km/hr speed limit a reasonable limit for cargo e-
bikes.

Stakeholder input on City of Toronto regulations and pilot 
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 Cargo e-bikes for urban deliveries | 34 
• 
Some stakeholders believe that applying a 25 km/hr speed limit may be 
challenging, given Canada’s link to American markets where 32 km/h is typical. 
In contrast, others think the city could enforce a 25 km/hr speed limit without 
significant resistance since they will have the authority to issue commercial 
operator licenses. 
5.2 Operating parameters 
Where should larger cargo e-bikes be permitted to operate in Toronto? Indicate support (or 
not) for different facilities (e.g., roads/streets, bike lanes, cycle tracks, multi-use trails and 
paths, sidewalks). What are the potential impacts, if any? How might risks be mitigated? 
What are the policy considerations? How can large cargo e-bikes integrate well with other 
road users?  
Sidewalks 
• 
One stakeholder believes that sidewalks shouldn’t be considered for use by cargo 
e-bikes, given their size.  
• 
Other stakeholders recognize that the cycling infrastructure in Toronto is 
insufficient and foresee that cargo e-bike operators will often find themselves in 
situations where they need to use sidewalks to ensure their safety. 
Multi-use pathways 
• 
There were a variety of viewpoints regarding allowing cargo e-bikes on multi-use 
pathways. 
• 
Some believe that commercial cargo e-bikes shouldn’t be permitted on multi-use 
pathways. Others think they should be allowed if the paths are certified by the 
city for sufficient width and connectivity.  
• 
Some stakeholders were concerned about allowing cargo e-bikes on multi-use 
pathways, given that these pathways are predominantly used for recreational 
purposes and tend to have more children and older adult users.  
• 
Other stakeholders were less concerned because they believed that cargo e-bikes 
downtown would likely use the road network because it’s more efficient, while 
pathways will be used more often in the suburbs. 
Cycle tracks 
• 
The main point raised was increasing the minimum widths of cycle tracks and 
updating the city’s design guidelines to justify larger widths.

Stakeholder input on City of Toronto regulations and pilot 
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 Cargo e-bikes for urban deliveries | 35 
5.3 Parking cargo e-bikes 
Indicate support (or not) for cargo e-bike parking in different facilities (e.g., on-street 
commercial loading zones and delivery vehicle parking zones, on-street regular parking, 
sidewalks in furniture zone, no-parking zones for a time limit, other) What are the potential 
impacts, if any? How might risks be mitigated? What are the policy considerations?  
• 
The stakeholders agree that creating designated parking zones for cargo e-bikes 
makes sense. It would be unsafe to stop on the cycle tracks, considering cargo e-
bikes' average sizes and the cycle tracks' current minimum widths.  
• 
Until the cycle track widths are increased to accommodate stopped cargo e-bikes 
while maintaining a safe distance for other cyclists, stakeholders see value in 
designated parking spaces.  
• 
The stakeholders raised safety concerns regarding using no-parking zones for 
cargo e-bikes given the proximity to high-speed traffic on some streets. One 
stakeholder believes that the city should look at the issue holistically and 
potentially investigate street conversion instead of arbitrarily re-designating no-
parking zones for cargo e-bike usage.  
• 
Additional concerns were raised regarding allowing cargo e-bikes to park on the 
sidewalk, given space limitations. Although parking in the furniture zone may 
provide an incentive, one stakeholder believed that space restrictions can't be 
ignored.  
• 
Stakeholders agree that secured parking for cargo e-bikes is essential. One 
stakeholder believes that parking and loading may be a key area where the city 
can create incentives for cargo e-bike usage absent safer and more connected 
cycling infrastructure.  
• 
Stakeholders recommend that the city legislate requirements for multi-unit 
residences to have proper cargo e-bike parking in addition to working with the 
Toronto Parking Authority to free up parking spaces for cargo e-bikes. 
5.4 Safety considerations 
Provide feedback on permit requirements, accountability measures to ensure safety, how 
liability should be handled, data collection, and managing complaints and enforcement.  
• 
Although the stakeholders agreed that issuing permits for commercial cargo e-
bikes in the long term is important, there was no apparent consensus between 
the stakeholders regarding how the pilot should start in terms of permitting 
requirements.

Stakeholder input on City of Toronto regulations and pilot 
Pembina Institute 
 Cargo e-bikes for urban deliveries | 36 
• 
One stakeholder thinks that predictability for commercial operators is critical for 
them to plan and operate their fleets over many years. The same stakeholder 
thinks that if permits can't be issued at the start of the pilot, clarity regarding 
the permitting parameters should be communicated as much as possible and as 
early as possible.  
• 
Another stakeholder believes that starting the pilot without issuing permits 
makes sense. They don't foresee a large influx of cargo e-bikes at the start of the 
pilot. They believe that if commercial operators disagree with the permitting 
rules, they have the flexibility of moving their fleets to other cities, and 
potentially introducing new fleets into Toronto if/as required. 
5.5 Desired outcomes and potential pitfalls 
What are the biggest challenges with large cargo e-bikes in the short, medium and long 
term? How could these issues be resolved? How do you define success of a large cargo e-bike 
pilot program? What would failure look like? How would you evaluate and measure success 
or failure? How often should progress be evaluated? What role can external entities play in 
evaluation?  
• 
Stakeholders had similar perspectives in terms of what the pilot's success or 
failure could look like.  
• 
Many believe that success would be the increased adoption of cargo e-bikes, 
fewer trucks on the road, a clear modal shift and no accidents or collisions.  
• 
Other forms of success shared by the stakeholders include expanding supporting 
infrastructure, and seeing the use of cargo e-bikes become the new norm to the 
extent of being comparable to car-share programs.  
• 
The stakeholders shared several challenges they anticipate with the introduction 
of larger cargo e-bikes, including negative public perceptions towards cyclists 
due to disruptions as well as public concerns and conflicts regarding the use of 
shared infrastructure such as sidewalks and multi-use trails.  
• 
Lack of secured parking and unclear communication regarding the pilot's rules 
and objectives were also highlighted as potential challenges.  
• 
The stakeholders think that failure, on the other hand, would manifest in low 
adoption and safety concerns. 
• 
Additionally, one stakeholder emphasized the need to collect data to measure 
the progress and success of the pilot and noted that this might be challenging to 
do.

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Cargo e-bikes for urban deliveries | 37 
6. 
Conclusion 
The Pembina Institute has identified common cargo e-bikes and their specifications and 
features; sourced and reviewed key regulations in select jurisdictions; and engaged 
stakeholders and documented their feedback on relevant issue areas and how they 
define the success, failure, and challenges of a large cargo e-bike pilot program. 
As the City of Toronto begins to update and/or create new by-laws and practices for 
cargo e-bikes, considerations should be given to the following:  
• 
There is a range of unique cargo e-bike models on the market in North 
America and Europe for personal and commercial use. 
• 
Cargo e-bikes operated for commercial use for urban delivery or passenger 
travel are generally larger than those for personal use. While there are some 
exceptions, commercial use cargo e-bikes are typically wider and heavier than 
personal use cargo e-bikes.  
• 
Specifications of cargo e-bikes differ from one model to another. There is 
no one standard for maximum widths, lengths, and weight (unladen or loaded) 
and as such, policy-makers in North America and Europe are taking different 
approaches to setting regulations and standards. Germany is the only 
jurisdiction that has published a national safety standard for cargo e-bikes.  
• 
Cycling operating infrastructure: Cargo e-bikes are often allowed on most 
streets and cycling facilities, including painted bike lanes and 
protected/separated cycle tracks, with some exceptions on popular shared-use 
pathways in various cities. Allowing cargo e-bike use in as much operating 
infrastructure as possible, with the exception of sidewalks for accessibility, 
would help promote this mode of urban goods transport.  
• 
Adaptive policy and design: Given the opportunities that cargo e-bikes present 
and the fact that wider cargo e-bike models are coming on to the market, policy-
makers are considering widening bike lanes and cycle tracks in their planning 
and urban design work. The need to widen cycling facilities was a strong 
message heard from several stakeholders in the small-group discussion. 
• 
Parking: Parking policies play an important role to keep cargo e-bikes 
competitive and a desirable zero-emission delivery mode, and as such cargo e-
bike parking should not be over-regulated. Different approaches and strategies 
on regulating cargo e-bike parking are used in North America.  
• 
Safety: Cities are handling safety considerations such as commercial permits, 
insurance requirements, and safety equipment in different ways. Based on our

Conclusion 
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 Cargo e-bikes for urban deliveries | 38 
scan of regulatory frameworks, there is no single consistent approach to 
regulating e-bikes, cargo e-bikes and/or bicycles as it is highly dependent on the 
geographic, and social and cultural context.