※ The attached PDF is provided in Korean.
In this issue brief, we assess the structural mismatches in urban transportation systems and identify electric bicycles (e-bikes) as a vital tool to bridge the gap in medium-distance travel. Traditional urban designs have long prioritised private motor vehicles, creating an imbalance where daily life is difficult to navigate without a car. However, as the climate crisis and rising energy costs shift the focus of urban mobility from speed to accessibility, existing transit networks fall short. With South Korean passenger cars driving an average of 18 to 33 kilometres daily, a major share of trips consists of medium-distance commutes of 9 to 16 kilometres. While these distances are often inefficient via public transport due to transfers and wait times, they also present physical barriers for conventional cycling; e-bikes offer a highly efficient, low-emission alternative that can restore equity and accessibility in poorly connected suburban areas.
Our analysis finds that the expansion of e-bikes is not merely about adding a new mode of transport but represents a structural strategy to reorganise car-centric cities. When e-bikes replace private vehicle trips, they directly reduce urban noise, traffic volume, and greenhouse gas emissions. Lifecycle assessment data indicates that an e-bike emits only 22 to 25 grams of carbon dioxide per passenger-kilometre, which is far lower than a bus (101 to 110 grams) or a private car (240 to 271 grams). Furthermore, European cities demonstrate that clear regulatory frameworks can turn safety and infrastructure challenges into opportunities for transition. By establishing clear technical classifications, implementing traffic calming schemes, and introducing fiscal incentives, such as Germany’s company bike leasing programme and France’s purchase subsidies linked to scrappage schemes, European authorities have successfully integrated e-bikes into their primary mobility networks.
We propose a series of policy strategies to accelerate e-bike adoption in South Korea, shifting from creating new regulations to establishing a supportive, functional environment. The proposed approach calls for aligning legal standards with product management to resolve consumer confusion between pedal-assist (PAS) and throttle-only systems. It is equally essential to redesign infrastructure based on the physical segregation of cyclists, pedestrians, and motor vehicles, utilising low-cost trial methods such as temporary pop-up cycle lanes and introducing localised zones with a 20 kilometres per hour speed limit. Additionally, building safe communal charging hubs in high-rise residential complexes to address battery fire concerns, establishing legal guidelines to manage abandoned bikes, and expanding local purchasing subsidies to a metropolitan scale will assist the transition. Empirical evidence from 106 European cities shows that expanding safe cycling lanes alone can increase ridership by 11% to 48%, reinforcing that creating a safe, dedicated space is the most direct way to reshape commuter behaviour.
Author
Eunok PARK | Local Transformation Team | eunokpark@igt.or.kr
