In early August, the U.S. Senate Commerce Committee approved the Lithium- Ion Batteries Act, marking another step forward to enact the important safety bill into law. This follows the approval in May by the House of Representatives with overwhelming bipartisan support, similar to its unanimous passing (42- 0) by the U.S. House Energy and Commerce Committee in early Dec. 2023.

The Bill now moves to the Senate floor, which will be followed by a review by a conference committee made up of House and Senate members before final approval.

“We do not have any information on the timing of the Senate approval at this point,” commented Gabe Knight, policy advocate for Consumer Reports. “But there’s momentum given the public safety issues here. This Bill also specifically directs the CPSC (Consumer Product Safety Commission) to promulgate a safety standard ‘not later than 1 year after the date of the enactment of this Act’.”

The federal U.S. Consumer Product Safety Commission is aware of 19 deaths associated with micro-mobility device fires from January 1, 2021 through November 28, 2022. In New York City alone, since just the start of 2023, malfunctioning lithium-ion batteries have been linked to 243 fires and 18 deaths — up from six deaths in all of 2022.

When lithium-ion batteries and other high-energy- density batteries are poorly made, overused, tampered with, or charged too long, they can overheat and cause fast- spreading fires that are hard to extinguish.

In Toronto, last New Year’s Eve, a lithium-ion battery failure caused an e-bike to burst into flames on a subway car resulting in a “significant and aggressive” fire. A Vancouver woman is suing several e-bike and e-scooter companies, alleging that faulty lithium-ion batteries caused a fatal fire two years ago that resulted in her spouse’s death.

Underwriters Laboratories Inc. (UL) based in Northbrook, Illinois is a global safety certification company that conducts quality and safety tests to ensure safety, performance efficiency, quality, and environmental impact on a variety of wires and cables, such as extension cords, along with e-mobility products.

Battery safety standard, UL2271, is one step in the process. More and more e-bike companies are signing on to the UL2849 certification for the entire electrical system said Dejan Gakovic, Manager of Data Centers & Enterprise Systems at UL Solutions during a recent presentation at the (e)revolution show in Denver.

New York City, the site of some of the worst e-bike battery fires, is taking action. In March, NYC activated the first of five public e-bike battery charging locations as part of the city’s new six-month pilot program to test safe, public charging of lithium-ion batteries by an initial group of 100 delivery workers.

After five months the successful initiative in conjunction with the Fire Department of the City of New York (FDNY), Workers Justice Project/ Los Deliveristas Unidos, and several other partners boasted over 8,000 battery swaps and nearly 1,000 charging sessions completed.

In July, Mayor Eric Adams launched the New York City Safe Charging Accelerator to expedite approvals for property owners to speed up the installation of e-bike battery swapping and charging cabinets on public sidewalks, removing barriers to their installation and making them accessible and usable for e-bike users.

The New York City Department of Transportation (DOT) also launched the nation’s first municipal trade-in pilot program for unsafe e-bikes and other powered mobility devices and their batteries, allowing eligible food delivery workers to replace their unsafe devices with certified, high-quality e-bikes and batteries. A $1 million public education and awareness campaign on the dangers of unsafe lithium- ion batteries by FDNY was also part of the Accelerator initiative.

Toronto’s Metrolinx updated its e-bike policy to ensure trains, buses and stations are safer, requiring all e-bike batteries to meet standard UL or CE requirements, and there must be no physical damage to the battery case or warranty seal.

In addition, Metrolinx is making room for more bikes due to increased demand for bicycle and e-bike transport and will build eight additional designated bike coaches that can each hold up to 22 bikes — more than double the current number of bike coaches.

The Canadian Electric Bicycle Association (CEBA) offers online courses to educate bicycle dealers in the servicing of e-bikes. “We’ve trained over 200 dealers across Canada and the USA,” commented CEBA President, Michael Pasquali.

“We also teach safe handling, storage, charging, disposal and best practices regarding lithium batteries.”

Pasquali has been invited to Toronto Fire Department lithium-ion battery working groups, attended the Charged for LiFE (Lithium-ion Fire Education) Symposium as a panellist and works regularly with the NBDA (National Bicycle Dealers Association) on their E-Bike Safety & Standards Panel.

“As the e-bike and e-scooter market continues to evolve, the NBDA is committed to ensuring that safety remains a top priority for retailers and consumers alike. The recent Lithium- Ion Battery Safety Bill is a crucial step toward creating a more stable and regulated environment in both the U.S. and Canada. This is about protecting our communities, our customers, and the future of the e-bike industry,” commented Heather Mason, President of the NBDA.

CEBA recently partnered with Call2Recycle, one of the largest and most reliable battery recycling programs, to exclusively sell the LIBIK (Lithium-Ion Battery Incident Kit) to Canadian e-bike retailers. The kit assists in addressing potential battery incidents and/or allowing more time to get to safety and call emergency services.

Call2Recycle, founded in 1994, runs separate operations in Canada and the USA. It became involved with e-bikes back in 2021, in partnership with People for Bikes, and the first- ever industrywide, voluntary e-bike battery recycling program was launched. This partnership led to the creation of a safe, effective, and sustainable ecosystem and supply chain for e-bike batteries.

The popularity of e-bikes is showing no signs of slowing down as the micromobility sector continues to expand worldwide. The implementation of national standards, safeguards and regulations is a major component of building a safe and stable environment where all stakeholders can benefit.

The Canadian Electric Bicycle Association (CEBA) is busier than usual these days as issues and concerns regarding e-bike batteries continue to heat up. Launched in 2019 by Michael Pasquali, owner of Electric Avenue E-bikes shop in Hamilton, Ont., the association is active with local fire officials, the National Bicycle Dealers Association (NBDA) in the US, and others. CEBA’s main mission is to offer training courses to bike shops to help diagnose and repair e-bikes, along with providing best practices for e-bike batteries. We caught up with Pasquali for his take on the current situation.

Please give us a brief background of your expertise with e-bikes and lithium-ion batteries.
Michael Pasquali: I’ve been in the industry for 15 years and I am the CEO at Electric Avenue E-bikes in Hamilton, Ontario. I recognized early on that the emerging e-bike industry didn’t have an organization championing its operations in Canada and launched CEBA in 2019.

The dangers associated with lithium-ion batteries have led to fires in NYC, Toronto & other major cities. Your thoughts?
MP: There have been numerous public education campaigns to inform consumers and riders on the best practices for the safe usage, storage and handling of lithium batteries. But these have been primarily targeted to end users and not to bike dealers who are selling and/or repairing e-bikes and micro-mobility devices. CEBA was developed to bridge the gap between distributors, bike shops and consumers by focusing on helping to educate dealers, and in turn dealers can help educate consumers.

Tell us about your meetings with the Toronto Fire Dept. and other organizations on lithium-ion batteries.
MP: We were invited to the Toronto Fire Department’s lithium- ion battery working group and presented our lithium battery safe handling, usage and storage best practices, as well as addressing the gaps in our industry. This caught the attention of the Ontario Fire Marshal, and we were asked to be a panellist at the Charged for Life battery symposium.

You’ve also worked with the National Bicycle Dealers Association in the US… tell us more.
MP: The NBDA is a well-respected organization in the USA, and their President Heather Mason is a great leader. She organized and formed a Bicycle Industry E-bike Safety and Standards Panel with representatives from across the US and Canada — CEBA is a panellist. The meetings discuss current issues and gaps for dealers selling e-bikes. Topics discussed range from lithium battery best practices, to insurance, fire safety, servicing e-bikes, compliance, supplier best practices, codes standards and certifications. It’s great to see experts in their respective fields come together to provide insights and specialized knowledge that the industry needs — from UL Solutions, NYC Fire Department, Insurance experts and folks like Larry Pizzi, Chair of the Electric Bicycle Subcommittee at People For Bikes, who you recently interviewed.

What effort is the cycling industry taking to address the problem as e-bikes are gaining in popularity?
MB: Organizations pertaining to bicycles and e-bikes could be better aligned on the issues that affect our industry. Particularly with e-bikes the focus is very fragmented, and more collaboration would bring a louder voice to represent the industry in addition to gaining a broader perspective. While CEBA’s primary focus is electric bikes, and other organizations focus on cycling in general, there is plenty of overlap and I believe that if we could align our interests, we would present a better position for cycling as a whole.

What steps need to be taken to address the problem?
MP: There are several problems, issues and gaps that need to be addressed. Establishing mandatory industry standards would be a great starting point to minimize the related safety issues. Currently we have a standard for lithium batteries UL 2271, as well as UL 2849 which covers the whole e-bike. But these standards are not yet mandatory in Canada and the USA. Reputable manufacturers and distributors are ensuring that their e-bikes meet both UL standards to increase safety, and give consumers confidence when purchasing e-bikes that have been certified. Continuing to educate dealers and the public is another important step in creating a safer environment.

How is CEBA assisting with solutions for the e-bike community and industry?
MP: CEBA offers online courses with expertise and proven techniques for bike shops to service any make or model of e-bike that has a brushless hub motor, which is one of the most common types on the market today. As well we work with distributors to assist in ensuring their dealers are well- trained to service their respective products. We also teach the safe handling of lithium batteries, including storage, charging, disposal and best practices. One of CEBA’s main goals is to have e-bike technicians recognized as a trade and for every dealer to have a certified technician — similar to the auto industry.

CellBlock’s Lithium Ion Battery Incident Kit (LIBIK) offers a full line of battery fire suppression tools that are versatile, simple and effective as a solution to a wide variety of battery fire situations in personal electronic devices (PED).

Its unique effectiveness lies in the use of CellBlockEX, an innovative new mineral-based fire extinguishing agent composed of non-crystalline glass granulates that has been shown to extinguish a lithium-ion battery fire in seconds without the use of water or halon. CellBlockEX also poses no health risk, and it does not have a measurable shelf life or environmental impact.

The LIBIK can be wall-mounted for fast deployment. Easy access to its contents makes it ideal for bike shops, laboratory environments, hospitals, schools, manufacturing settings and more.

The kit includes FireShield Blankets that can be used as a personal shield when approaching a compromised device, to handle a device that has been safely extinguished or to create a suppressive effect when used in and conjunction with PED-Pad pillows.

The PED-Pad pillows are filled with CellBlockEX and can be placed directly on the fire or overheating unit. Also in the kit are CellBlock High Heat Gloves that are designed to withstand temperatures beyond 2000°F. The kit also includes goggles.

In Canada, the cost is $1,350; contact the Canadian Electric Bicycle Association (CEBA), www. cebassociation.com. In the USA, it costs $965 US via Call2Recycle, www. call2recycle.com.

Envo Drive Systems debuted its new UPT (Utility Personal Transporter) at Everything Electric CANADA in Vancouver, Sept. 6-8.

The versatile micromobility platform is designed to offer an affordable alternative to single-passenger large vehicles that dominate the transportation landscape.

The UPT provides a cost-effective, modular and adaptable platform that meets diverse needs to address what Envo defines as existing gaps and ignored niches in the micromobility space.

As an efficient alternative to traditional ATVs, UTVs, cars and trucks, the UPT can transform into multiple four-wheeler concepts, e.g., a service vehicle; an industrial, agricultural and community transporter; a recreational or adaptive vehicle for both personal and commercial use across various industries.

The launch showcased six variations on display to attendees. Essential Model: stand-up ATV for adventurous riders; Four-Seater Golf Cart: for leisure and neighbourhood use; Full ATV Package: complete with a dump trailer and snowplow for all-terrain versatility; Off-Road Go-Kart/Single- Seater Buggy: for off-road experiences; Tilt Truck Dumper: designed for small- scale hauling and transport tasks; Larger Side-by-Side UTV: robust vehicle for both utility and leisure applications.

The Essential Model starts at $9,891 USD.

Following the recent edition of Eurobike in Frankfurt, Germany, we caught up with Larry Pizzi, Chair of the Electric Bicycle Subcommittee at People For Bikes, and also GM of Alta Cycling Group in Seattle, WA. Pizzi has worn many hats during his career in cycling from racer to bike shop owner, and became involved with e-bikes over 20 years ago at Currie Technologies, sharing a vision to make cycling more accessible. At Eurobike, he was on the Global Insights presentation panel, as cycling continues to grow around the world, and e-bikes remain the most popular electric vehicle worldwide.

Please give us a brief history of your background in cycling and with e-bikes?
Larry Pizzi: I’ve been active in the cycling industry since my teenage years, working in bike shops in the Philadelphia, PA area to support my equipment addiction, ultimately opening three Bike Tech stores in the Philly area, selling the business after 15 years, I transitioned to the brand side with Raleigh Cycles, Mongoose, Schwinn, and GT. In 2002, I moved to Currie Technologies, an early-stage e-bike company, which, after ten years of building the business, sold to Accell Group, which shortly after that acquired Raleigh globally, and I ran their North American e-bike business until 2019. Since 2014, I have worked with the US industry association, PeopleForBikes, on legal and legislative, chairing the electric bicycle subcommittee.

Colorado and Minnesota became the first US states to offer e-bike rebates - is the USA’s E-BIKE Act attainable…?
LP: Getting the E-bike Act signed into law in the current political environment will be challenging, but we will keep trying. In the interim, States and Municipalities are likely to continue to provide incentives to encourage more Americans to substitute car trips for bike trips.

Talk about the advent of bike lanes in New York, Minneapolis, Austin, Seattle, Cambridge, Boston, Philly etc. in the USA…?
LP: New and improved, safe cycling infrastructure has begun to transform these cities to make cycling a viable transportation alternative. Americans in these densely trafficked urban centers are discovering how bikes can transform a city through safe places to ride. There is much work to do, and we have an initiative targeted at this subject. The Great Bike Infrastructure Project will advance pro-bike policy and thousands of infrastructure projects across the U.S.

Safety with batteries is an issue and the Lithium-Ion Battery Safety Bill passed unanimously with bipartisan support last Dec. - your comments?
LP: This is encouraging to see it finally begin to unfold. Battery safety is not that complicated, and premium e-bikes have consistently prioritized safety testing and certification to global standards. However, safety requirements at the federal level and trade policies have left the door open to low-quality, untested, and uncertified products entering the market. I am encouraged to see the progress we are making with the US CPSC (Consumer Product Safety Commission), which will ultimately result in updated rules that govern imports.

New York City DOT’s recent approval of guidelines for commercial e-cargo bikes is a major step forward… has the dam burst as some hope?
LP: It’s starting. There are ongoing discussions about size, weight, number of wheels, and what infrastructure commercial cargo bikes can use. Still, I see this as the beginning of a landmark change from a congestion and environmental perspective.

eMTBs are a fast growing sector as well… what’s your take on their progress?
LP: Trail access is still restricted in many places, but this is beginning to change as people realize that a proper Class-1 eMTB has no significant difference on social or environmental impacts. What I love about eMTBs is how they level the playing field and make mountain biking accessible to many more riders so that families and friends with varying athletic abilities can all participate and have a great time discovering the joys of riding.

You recently returned from Eurobike 2024 in Frankfurt - any take-aways and hopes for North America…?
LP: I have always enjoyed traveling to Germany and the Netherlands. Observing the cycling culture and public policy on growing cycling participation in most EU markets has always inspired me to envision the possibilities for NA. Aside from that, I enjoyed seeing the vast number of innovations in personal and commercial e-cargo bikes and vehicles and the developments with e-bike drive systems. There are some amazing products in the pipeline.

What are the key challenges that cycling/e-bikes face in the USA to become more mainstream…?
LP: Cycling is on a path to becoming more mainstream in the US. It’s all about building improved infrastructure that creates a safe place for Americans to ride and connects riders so they can get where they want to go efficiently.

Anything you’d like to add…?
LP: While the cycling industry continues to work through residual challenges brought on by the pandemic supply chain, the future for cycling is brighter than it’s ever been. As more North Americans choose bikes over cars and discover the joys of riding for transportation, sport, fitness, or recreation, bikes change people's lives for the better, and I am consistently reminded how lucky I am to work in such a great industry.

Read more about People for Bikes here.

In late Sept., Alison Stewart, Director of Advocacy and Public Policy at Cycle Toronto, was sworn in as the next Bicycle Mayor of Toronto. Stewart takes over the reins from Lanrick Bennett Jr., who became Toronto’s first Bicycle Mayor in 2022.

The initiative to establish a worldwide Bicycle Mayor program was launched in June 2016 by BYCS, an Amsterdam-based global NGO. Bicycle Mayors sit for two years before passing the torch.

Stewart, who went car-free in 2023, is a strong advocate for cycling. She is well-versed in Toronto’s cycling scene and is eager to continue the advances made by Bennett.

While Toronto has been making steady gains in building out its cycling network, Stewart, and all cyclists in Ontario, were hit with urgent bad news in mid-October — the province plans to introduce legislation that would require municipalities to get provincial approval before building any new bike lanes that remove car lanes. Even existing bike lanes may be removed, pending a review of their impact on travel times for drivers.

The premise for the new regulations is to ease traffic congestion, an idea contrary to all data and studies regarding bike lanes which are being implemented by most cities worldwide, including many cities in Ontario.

Opponents also claim that it’s severe municipal overreach by the province, which has yet to activate its three LRT projects that would help relieve congestion.

We caught up with Stewart for her take on bike lanes, safety, e-bikes and her plans to advance cycling over her term as Bicycle Mayor of Canada’s biggest city.

Please give us a brief history of your background in cycling.
Alison Stewart: I grew up in Guelph when the city was just 75,000 (it is now 144,000). As Gen Xers, my high school friends and I had to either walk, bike or take the dreaded public bus to get to school, or anywhere that we wanted to go. Biking was the fastest and most enjoyable way for me to get around, and my friends and I would bike everywhere. At Trent University in Peterborough and then in London (UK), biking remained my preferred, and most affordable, mode of transportation. Since moving to Toronto in 2000, biking or taking transit continued to be my preferred way to get around, even after becoming a car owner. I went 100% car-free in 2023. Like many, during the Covid lockdowns, I discovered the joy of biking for travel in Ontario as a safe and social way to get out with friends. Last year I discovered the enjoyment (and challenges!) of riding 600km to Montreal with the Friends for Life Bike Rally, a volunteer-led ride that raises money for people living with HIV/AIDS in Toronto, Kingston and Montréal.

What was your motivation to become Toronto’s second Bicycle Mayor?
AS: Joining the global network of Bicycle Mayors was appealing to me as a way of expanding my advocacy, by connecting with and learning about the different approaches being taken around the world to address the similar challenges we have in Toronto: how to reclaim urban spaces designed for the supremacy of the automobile, to the humble bicycle. I also wanted to continue to advance the role which Lanrick Bennett Jr. had brought to Toronto and add to the diversity of voices of the cycling community.

Toronto’s recent progress with cycling is notable, but Ontario’s current move against bike lanes won’t help.
AS: It is beyond baffling (and demoralizing) that the Ontario government is tabling legislation, under the guise of easing traffic congestion, that will remove the authority of municipalities to implement their transportation plans, specifically targeting bike lanes. The Premier has even threatened to remove bike lanes that have been implemented because he doesn’t think that bike lanes belong on main streets — despite the overwhelming evidence to the contrary. This is a huge threat to the momentum that Toronto has achieved over the past five years in making the city a more vibrant cycling city.

What plans are there to work with politicians to try and prevent the province’s overreach and intervention?
AS: There are several letter-writing campaigns taking place, as well as a large non-partisan rally being organized for Wednesday, Oct. 23 at Queen’s Park at 5pm. Aside from the political feedback that will take place when the Legislature resumes, the Association of Municipalities of Ontario (AMO) was quick to issue a strong statement against the legislation, and as the details of the Act are unveiled, it will be important to see how delivery companies, developers, engineers and other professionals respond. This provincial legislation will have ripple effects across the province, and conversations taking place behind closed doors may help alter the outcome of the legislation.

Businesses, both small and large, e.g. FedEx, Purolator, etc. are using e-cargo bikes for deliveries, which favours more bike lanes.
AS: In Toronto, we are increasingly seeing large delivery companies, as well as other large brands, such as Sephora, use e-cargo bikes to transport their goods in Toronto. Besides which, food delivery workers, once hailed as essential to keeping the economy moving during the pandemic, remain a significant presence in Toronto because they are able to quickly make their deliveries vs. those seeking to make deliveries in vehicles. E-bikes and adaptive e-bikes have been a game changer on how goods and people are getting around. If the provincial government was serious about easing congestion, their legislation would focus on improving cycling infrastructure across the province to support the delivery industry’s move to reduce the number of delivery trucks and vehicles on our streets, opting instead to use nimble cargo bikes.

Safety remains a key obstacle / issue for cyclists around the globe... your comments?
AS: The number one barrier to people biking is a lack of safe infrastructure. Bar none. Cycling infrastructure must also be properly maintained and clear of construction debris, wet leaves, snow or illegally parked vehicles. People who bike are incredibly vulnerable, especially when they are forced into mixed traffic. In Toronto, the tragic death of a 24-year- old woman who was hit by a truck when she was forced to exit the Bloor St W. bike lane due to an illegally placed construction bin remains a sombre and potent reminder of the vulnerability of biking. Painted bike lanes are not infrastructure.

How has the popularity of e-bikes changed things for cycling in Toronto?
AS: The growth of e-bike adoption and use in Toronto over the past few years is a double-edged sword. On the one hand, it has expanded the number of people who bike. Older adults, delivery couriers and people with adaptive mobility needs have benefited from the range of e-bikes and trikes now available to them. On the other hand, not all e-bikes are created equal, and there has been an increase in larger power-assisted motorcycle-style e-bikes that, when ridden dangerously at fast speeds, create conflict between people travelling at slower speeds. That said, new cycle tracks that are wider and better suited to a wide range of mobility devices travelling at different speeds will contribute to getting more people out of cars and on bikes.

What do you hope to achieve over your two-year term?
AS: My priorities over the next two years include developing resources to connect more women and people from equity- deserving communities to biking, and leading inclusive social rides that are designed for people who are new to biking. I also plan to launch a website that will help unite all the great cycling groups, programs, initiatives and resources that are available across Toronto to help build awareness of the Bicycle Mayor network and encourage neighbouring cities to join the network. https://bicyclemayortoronto.ca/ Currently just Waterloo and Toronto have bicycle mayors, and it would be great to expand the network to other Ontario cities such as Guelph, Brampton, Burlington, Oakville, Niagara, Brampton, Oshawa and Ottawa.

Anything else you’d like to add...?
AS: Biking remains the healthiest and most efficient way to get around for distances under 5km, and once you can convince someone to give it a try, they will get hooked — especially if it is an e-bike. People ride for different reasons depending on their needs. I personally mostly ride “acoustic” bikes, but I love getting out on an e-bike when I get the opportunity. More older adults are now seen biking in Toronto and around the world because of e-bikes.

Thanks for your time and all the best going forward.
AS: Thanks as well for giving me the opportunity to share my views.

For more on the Bicycle Mayor of Toronto visit www.x.com/ BicycleMayorTO.
For more on the Bicycle Mayor global program visit www. bycs.org