Joint position paper: charging infrastructure for e-bikes
22 July 2025
Public charging not necessary for most distances covered by bike
As a rule, charging stations for e-bikes are not needed at railway stations and public transport hubs. Not only is the construction and maintenance of such facilities complex, they are also costly to maintain and take up a lot of space. That being said, the demand for such facilities is actually very limited, as the range of modern e-bikes is normally sufficient to cover the distances usually travelled to/from a place of work without additional charging, even in hilly areas. Depending how far cyclists must travel, they can even commute several times a week without needing to charge their EPAC’s battery. In its 2024 Bicycle Travel Analysis, the German National Cyclists’ Association (ADFC) found that cycle tourists cover an average of 44 km during single-day trips and 62 km during multi-day trips. These distances can also easily be covered without having to stop to charge the battery at a bicycle parking garage. The range is also expected to increase even further thanks to continuous improvement of the battery performance.
What is more, cyclists would have to take their charger with them, which few do – except perhaps on longer trips or cycling holidays.
When supporting the use of e-bikes, the focus should therefore be on expanding the national bicycle infrastructure and providing secure and, where necessary, surveilled bicycle parking that meets the specific needs of these types of bikes and their users in terms of the space required and comfort desired. Public charging facilities at railway stations do not currently offer any significant added value for most usage scenarios.
Charging actually mostly takes place at home where cyclists use the charger designed specifically for their battery. E-bikes and their chargers are technically complex safety systems and the charger and battery must be compatible to ensure safe operation. They are more powerful and durable than other types of chargers, but at the same time also more critical from a safety perspective.
What is more, cyclists would have to take their charger with them, which few do – except perhaps on longer trips or cycling holidays.
When supporting the use of e-bikes, the focus should therefore be on expanding the national bicycle infrastructure and providing secure and, where necessary, surveilled bicycle parking that meets the specific needs of these types of bikes and their users in terms of the space required and comfort desired. Public charging facilities at railway stations do not currently offer any significant added value for most usage scenarios.
Charging actually mostly takes place at home where cyclists use the charger designed specifically for their battery. E-bikes and their chargers are technically complex safety systems and the charger and battery must be compatible to ensure safe operation. They are more powerful and durable than other types of chargers, but at the same time also more critical from a safety perspective.
Only certain cycle tourists need public charging facilities
To date, public charging facilities for e-bikes have only been relevant in a few scenarios, for example during very long bike trips or at tourist hotspots. The industry is already working on feasible solutions here; there is no need for regulatory intervention.
Charging facilities can be useful in highly frequented tourist hotspots, for example in the centre of old towns popular with tourists, close to attractions where tourists stay longer or in places where cyclists stop for a break, for example along a long-distance cycling route.
Fire safety can pose a particular challenge when offering charging infrastructure. As different fire safety laws apply in each federal state, regional requirements must be taken into account at an early stage.
Charging facilities can be useful in highly frequented tourist hotspots, for example in the centre of old towns popular with tourists, close to attractions where tourists stay longer or in places where cyclists stop for a break, for example along a long-distance cycling route.
Fire safety can pose a particular challenge when offering charging infrastructure. As different fire safety laws apply in each federal state, regional requirements must be taken into account at an early stage.
Summary
Public charging infrastructure for e-bikes is neither necessary nor economically feasible. The range of modern e-bikes is more than sufficient to cover distances cycled when commuting or during leisure, meaning the need for public charging infrastructure is accordingly low. The funding earmarked for this purpose should instead be invested in setting up secure and convenient bicycle parking facilities as well as in the general cycling infrastructure.
Background
In their many years of supporting municipalities, the staff of the Infostelle Fahrradparken have time and again come across plans to install charging infrastructure for e-bikes in bicycle parking garages and smaller parking facilities at train stations and public transport stops, both at freely accessible and secured parking facilities.
This is often motivated by a desire to provide users with comprehensive, state-of-the-art services. It is typically local political decision-makers who voice this well-intentioned wish, not the staff from the specialist departments.
Once the decision to offer such facilities has been reached, it is sometimes difficult to convince people to change the plans to not offer charging facilities – even when compelling arguments are given for this.
However, there is consensus among experienced planners and many administrative staff and it has also been the experience of operators of bicycle parking garages that charging facilities for e-bikes should not be installed in such facilities, as these really only make sense in certain situations.
This is often motivated by a desire to provide users with comprehensive, state-of-the-art services. It is typically local political decision-makers who voice this well-intentioned wish, not the staff from the specialist departments.
Once the decision to offer such facilities has been reached, it is sometimes difficult to convince people to change the plans to not offer charging facilities – even when compelling arguments are given for this.
However, there is consensus among experienced planners and many administrative staff and it has also been the experience of operators of bicycle parking garages that charging facilities for e-bikes should not be installed in such facilities, as these really only make sense in certain situations.
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Publishers:
German National Cyclists’ Association (ADFC)
With more than 240,000 members, the German National Cyclists’ Association (ADFC) is the largest interest group for cyclists in Germany and worldwide. It is committed to making Germany a bicycle-friendly country and to ensuring more space for bicycles in public space and cycling infrastructure that is secure, convenient and intuitive, with well-developed cycling networks and adequate space for cyclists.
While the ADFC is politically neutral, it takes a clear stance when it comes to the interests of cyclists. As a transport policy association and bicycle lobby, it actively promotes the consistent development of cycling.
While the ADFC is politically neutral, it takes a clear stance when it comes to the interests of cyclists. As a transport policy association and bicycle lobby, it actively promotes the consistent development of cycling.
Infostelle Fahrradparken
As part of the special urban and rural programme, the Infostelle Fahrradparken (bicycle parking information centre) informs on all aspects of bicycle parking and helps municipalities to build their own bicycle parking garage or create larger parking facilities.
Demand for secure, user-friendly bicycle parking is high in Germany. That being said, building a bicycle parking garage or a larger parking facility is a complex project. Many stakeholders are involved, increasing the amount of coordination, planning and implementation work. Unlike bicycle parking on the street, bicycle parking garages are something that municipalities normally only build once, hence they have very little experience of planning and building such facilities.
To speed up and provide technical support for the construction of bicycle parking facilities and bicycle parking garages, the Federal Ministry of Transport (BMV) commissioned DB InfraGo AG to set up the Infostelle Fahrradparken. Since 2021, the bicycle parking information centre has offered municipal stakeholders targeted support and assistance with concept development, site selection, planning and construction supervision as well as the operation of bicycle parking facilities. This service is free for municipalities.
Demand for secure, user-friendly bicycle parking is high in Germany. That being said, building a bicycle parking garage or a larger parking facility is a complex project. Many stakeholders are involved, increasing the amount of coordination, planning and implementation work. Unlike bicycle parking on the street, bicycle parking garages are something that municipalities normally only build once, hence they have very little experience of planning and building such facilities.
To speed up and provide technical support for the construction of bicycle parking facilities and bicycle parking garages, the Federal Ministry of Transport (BMV) commissioned DB InfraGo AG to set up the Infostelle Fahrradparken. Since 2021, the bicycle parking information centre has offered municipal stakeholders targeted support and assistance with concept development, site selection, planning and construction supervision as well as the operation of bicycle parking facilities. This service is free for municipalities.
ZIV – German Bicycle Industry
The ZIV represents the interests of and is a strong voice for the Germany bicycle industry. As an industry association, the ZIV brings together and represents around 140 member companies vis-à-vis lawmakers in the EU and Germany, the German government, authorities, media, institutions and organisations. In 2024, around ninety percent of the bicycles and e-bikes produced in Germany were from ZIV member companies, which export 1.3 million units every year in addition to sales on the domestic market. The ZIV represents established companies and start-ups, manufacturers and retailers (including importers and wholesalers) as well as players from the entire bicycle ecosystem.
Contacts:
Anke Schäffner
ZIV – German Bicycle Industry
Zweirad-Industrie-Verband e. V.
Reinhardtstraße 7
10117 Berlin
Germany
contact@ziv-zweirad.de
+49 30 439 735 770
Infostelle Fahrradparken
mail@radparken.info
+49 30 297 249 60
ADFC Bundesgeschäftsstelle
verkehrspolitik@adfc.de
+49 30 209 149 80
ZIV – German Bicycle Industry
Zweirad-Industrie-Verband e. V.
Reinhardtstraße 7
10117 Berlin
Germany
contact@ziv-zweirad.de
+49 30 439 735 770
Infostelle Fahrradparken
mail@radparken.info
+49 30 297 249 60
ADFC Bundesgeschäftsstelle
verkehrspolitik@adfc.de
+49 30 209 149 80