Cut Emissions Transportation Fuel Switching

Mobilize Electric Bicycles

Highly Recommended
Parent riding electric bicycle with children seated in back carrier

We define the Mobilize Electric Bicycles solution as increased travel by bicycles that have an electric motor to supplement the effort of the rider, but require the rider to turn the pedals to activate the motor. Some sources refer to electric mopeds or motorcycles as electric bicycles, but those modes of transportation fall within Project Drawdown’s Electric Scooters & Motorcycles solution and are not covered here.

Last updated June 30, 2025

Solution Basics

1,000 electric bicycles

tCO2-eq/unit
110.5
units
Current 277,600421,3001.01×10⁶
Achievable (Low to High)

Climate Impact

GtCO2-eq/yr
Current 0.03 0.0466 0.1117
US$ per tCO2-eq
-1,748
Gradual

CO₂, CH₄, N₂O

Solution Basics

1,000 electric bicycles

tCO2-eq/unit
14.44
units
Current 2,00022,01069,260
Achievable (Low to High)

Climate Impact

GtCO2-eq/yr
Current 2.58×10⁻⁵ 0.0002844 0.0008949
US$ per tCO2-eq
22,860
Gradual

CO₂, CH₄, N₂O

Additional Benefits

183,187
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194

Overview

We define the Mobilize Electric Bicycles solution as increased travel by bicycles that have an electric motor to supplement the effort of the rider, but require the rider to turn the pedals to activate the motor. Some sources refer to electric mopeds or motorcycles as electric bicycles, but those modes of transportation fall within Project Drawdown’s Mobilize Electric Scooters & Motorcycles solution and are not covered here.

Electric bicycles, also known as pedelecs or e-bikes, can be deployed as privately owned electric bicycles or as shared electric bicycles, which are available as part of bicycle sharing networks typically operated at the city level for short-term rental on a per-trip basis.

Impact Calculator

Adjust effectiveness and adoption using range sliders to see resulting climate impact potential.

Effectiveness

110.5
t CO2-eq/1,000 electric bicycles
25th
percentile
58.87
75th
percentile
220.5
110.5
median

Adoption

277,600
1,000 electric bicycles
Low
421,300
High
1.01×10⁶
277,600
current
Achievable Range

Climate Impact

0.031
Gt CO2-eq/yr (100-yr)
06 Gt
0.052%
of total global emissions*
*59.09 Gt CO2-eq/yr (100-yr basis)
Adjust effectiveness and adoption using range sliders to see resulting climate impact potential.

Effectiveness

14.44
t CO2-eq/1,000 electric bicycles
25th
percentile
1.42
75th
percentile
34.31
14.44
median

Adoption

2,000
1,000 electric bicycles
Low
22,010
High
69,260
2,000
current
Achievable Range

Climate Impact

0.000
Gt CO2-eq/yr (100-yr)
06 Gt
0.000%
of total global emissions*
*59.09 Gt CO2-eq/yr (100-yr basis)

Maps

Electric bicycle effectiveness in mitigating climate change varies by region, depending on the carbon intensity of the charging electricity, the extent to which they replace higher-emission travel (such as cars, motorcycles, or taxis), and the need and type of vehicle used for rebalancing shared electric bicycles (International Transport Forum, 2020). They are most effective in areas with cleaner electricity grids and where they can substitute for cars. 

Since electric bicycles are more effective when replacing cars, this means that wider adoption of electric bicycles in car-dependent regions, such as North American suburbs, will have a much more significant climate impact than in a dense, pedestrianized European city center or in a low-income country where most people do not have access to a car (although in these contexts electric bicycles could still produce significant social and economic benefits) (Wamburu et al., 2021).

Socio-economic and infrastructural factors play a major role in adoption. These include upfront costs of private electric bicycles, availability and affordability of shared electric bicycles, supportive cycling infrastructure, and policies such as subsidies or rebates. In many countries, electric bicycles increase the accessibility of nonmotorized transport to older adults, people with disabilities, and those commuting longer distances or in hilly areas by reducing physical effort (Bourne et al., 2020).

Future geographic targets for scaling adoption with strong climate and equity outcomes include South and Southeast Asian cities (e.g., Dhaka, Jakarta, Ho Chi Minh City) with high trip density, short trip lengths, and growing pollution concerns, all of which make them ideal for adoption. Sub-Saharan African cities (e.g., Kampala, Accra) where electric bicycles could complement or replace informal motorcycle taxis, reducing emissions and improving affordability and safety, are also important targets. North America has potential as both private and shared programs are beginning to expand in urban areas, helped by municipal investment and rising consumer interest.

Mt CO2–eq
0–4
4–8
8–12
12–16
16–20
> 20
No data

Annual road transportation emissions, 2024

Cars are the largest source of road transportation vehicle emissions, which are shown here for urban areas.

Kott, T., Foster, K., Villafane-Delgado, M., Loschen, W., Sicurello, P., Ghebreselassie, M., Reilly, E., and Hughes, M. (2024). Transportation sector - Global road emissions [Data set]. The Johns Hopkins University Applied Physics Laboratory (JHU/APL), Climate TRACE Emissions Inventory. Retrieved March 12, 2025 from https://climatetrace.org

Mt CO2–eq
0–4
4–8
8–12
12–16
16–20
> 20
No data

Annual road transportation emissions, 2024

Cars are the largest source of road transportation vehicle emissions, which are shown here for urban areas.

Kott, T., Foster, K., Villafane-Delgado, M., Loschen, W., Sicurello, P., Ghebreselassie, M., Reilly, E., and Hughes, M. (2024). Transportation sector - Global road emissions [Data set]. The Johns Hopkins University Applied Physics Laboratory (JHU/APL), Climate TRACE Emissions Inventory. Retrieved March 12, 2025 from https://climatetrace.org

The Details

Current State

Electric bicycles use electric power to supplement the muscular effort of the rider. Like conventional bicycles and other forms of nonmotorized transportation, electric bicycles get some of their motive power from human muscle power, which in turn comes from food calories – a form of closed-loop biomass power with no emissions (see Project Drawdown’s Improve Nonmotorized Transportation solution). Unlike conventional bicycles, however, electric bicycles get additional power from electricity, which comes from the grid and is stored in a battery.

This partial reliance on grid electricity, as well as the production of the battery and electric motors, increases the carbon emissions and cost of an electric bicycle compared to those of a conventional bicycle. Nevertheless, electric bicycle emissions remain far lower than the emissions of cars (including electric cars), meaning that every passenger-kilometer (pkm) moved from a car to an electric bicycle achieves significant GHG emissions savings. 

Since the additional electric power enables electric bicycle riders to cover longer distances at greater speeds, climb larger hills, and carry heavier loads – and do it all with substantially less physical effort – electric bicycles can substitute for more car trips than conventional bicycles can. This can amplify electric bicycles’ potential carbon savings relative to conventional bicycles, even if the savings per pkm traveled are lower. Electric bicycles also tend to get used at high rates, and a large proportion of pkm by electric bicycle are pkm that would otherwise have been by car (Bigazzi & Wong, 2020; Bourne et al., 2020; Cairns et al., 2017; Fukushige et al., 2021).

Shared electric bicycles can enhance this effect. The need for docking stations and rebalancing services (i.e., the use of larger vehicles to reposition bicycles to avoid one-way trips that create shortages in some places and surpluses in others) increases the carbon emissions of electric bicycles per pkm compared with private electric bicycles. By renting out electric bicycles one trip at a time, however, bicycle-share systems can make electric bicycles affordable to a larger percentage of the public, further increasing the number of pkm that can be shifted to electric bicycles.

The adoption of electric bicycles reduces emissions of CO₂ and methane from cars by displacing pkm traveled via car. When electric bicycles replace a trip by a gasoline- or diesel-powered car, they also eliminate reliance on fossil fuels to complete that trip. Even if the electricity used to power electric bicycles comes from fossil fuels, those emissions are relatively small and could eventually be replaced with low-emission electricity through the deployment of renewables or similar technologies.

Per 1,000 private electric bicycles, approximately 110.5 t CO₂‑eq/yr is offset by displacing trips taken by higher-emission transportation modes such as cars and public transit (Table 1). 

Per 1,000 shared electric bicycles, approximately 14.44 t CO₂‑eq/yr is offset. This lower value is due to the additional emissions produced in the operation of a shared electric-bicycle system (e.g., due to the need to reposition bicycles after they accumulate in some locations while becoming depleted in others). Additionally, other modes of transportation are shifted to shared electric bicycles at different rates than privately owned electric bicycles – notably shifted less from car travel. These factors limit the total GHG emissions reduced per shared electric bicycle.

Table 1. Effectiveness at reducing emissions.

Unit: t CO₂‑eq /1,000 electric bicycles, 100-yr basis

25th percentile 58.87
mean 136.1
median (50th percentile) 110.5
75th percentile 220.5

Unit: t CO₂‑eq /1,000 electric bicycles, 100-yr basis

25th percentile 1.415
mean 14.62
median (50th percentile) 14.44
75th percentile 34.31

Electric bicycles vary significantly in cost, but generally are more expensive than traditional bicycles due to the cost of batteries, motors, and other electronic components, as well as the need for more durable mechanical components. 

Private electric bicycles cost about US$2,700, plus another few hundred dollars per year in maintenance costs. All told, assuming a 10-year lifespan, electric bicycles cost about US$600/yr to operate . The average privately owned electric bicycle is ridden 2,400 km/yr; since 28.67% of that distance is shifted from car trips, electric bicycles displace approximately 688 pkm/yr traveled by car. Car travel costs US$0.53/pkm while electric bicycle travel costs US$0.25/pkm, meaning every pkm traveled via electric bicycle saves US$0.28. Multiplied over 688 pkm/yr, this translates to every electric bicycle saving its owner approximately US$193/yr in avoided car trips (Bucher et al., 2019; Carracedo & Mostofi, 2022; eBicycles, 2025a; Ebike Canada, 2025; Gössling et al., 2019; Helton, 2025; Huang et al., 2022; International Transport Forum, 2020; Jones, 2019; Luxe Digital, 2025; Mellino et al., 2017; N, 2023; So, 2024; Weiss et al., 2015).

Most of the costs of riding an electric bicycle are up-front costs. As a result, electric bicycle owners who shift more trips from a car onto their electric bicycle will significantly increase their savings. Privately owned electric bicycles save US$1,748 for every t CO₂‑eq they avoid (Table 2).

Shared electric bicycles are more expensive to the system provider than privately owned electric bicycles due to greater needs for infrastructure, maintenance, operating expenses, and services, such as rebalancing. Shared electric bicycles cost US$2.42/pkm and displace an average of 156 pkm/yr from car trips per bicycle. The same distance traveled by car costs US$83, meaning that shared electric bicycles cost an additional US$295/yr compared to traveling the same distance by car (Gössling et al., 2019; Guidon et al., 2018; Hanna, 2023; Matasyan, 2015; Summit Bike Share, 2023). Shared electric bicycles cost US$22,860/t CO₂‑eq avoided due to their higher costs, higher emissions, and the lower chance that riders on shared electric bicycles would otherwise have been traveling by car.

Table 2. Cost per climate impact.

Unit: US$ (2023) per t CO₂‑eq , 100-year basis

median -1,748

Unit: US$ (2023) per t CO₂‑eq , 100-year basis

median 22,860

*Cost to the provider of the system, not the user

Learning rates for electric bicycles are often negative (i.e., prices increase with cumulative production). This is largely because electric bicycle batteries have grown larger over time, causing the bicycles to become more expensive (Dekker, 2013; Weiss et al., 2015). The learning rate per electric bicycle ranges from 15% to –43%(Table 3). This range has improved the general value proposition of electric bicycles, however, since larger batteries enable electric bicycles to go further and faster than before.

To compensate for this, it is useful to calculate the learning rate per kWh battery capacity rather than per bicycle. On this measure, Dekker (2013) calculates a learning rate of 7.9% cost reduction per kWh of electric bicycle battery capacity for every doubling of cumulative production.

These estimates are based on analyses published in 2013 and 2015, respectively, and therefore do not take into account more recent advances in electric bicycle production. More up-to-date research on electric bicycle learning rates is needed to inform future assessments on this topic.

Table 3. Learning rate: drop in cost per doubling of cumulative electric bicycle production.*

Unit: %

25th percentile -43.50
mean -26.86
median (50th percentile) -36.00
75th percentile 15

* These data are from 2013 and 2015, due to a lack of available research on this topic.

Unit: %

25th percentile
mean
median (50th percentile) 7.90
75th percentile

* These data are from 2013 and 2015, due to a lack of available research on this topic.

Speed of action refers to how quickly a climate solution physically affects the atmosphere after it is deployed. This is different from speed of deployment, which is the pace at which solutions are adopted.

At Project Drawdown, we define the speed of action for each climate solution as gradual, emergency brake, or delayed.

Mobilize Electric Bicycles is a GRADUAL climate solution. It has a steady, linear impact on the atmosphere. The cumulative effect over time builds as a straight line.

Adoption

Private electric bicycles have experienced significant growth since 2015. We estimate there are approximately 278 million private electric bicycles in use in the world today (Table 4). 

Data on this subject typically include throttle-assisted electric bicycles, e-scooter/trotinettes, and sometimes mopeds and motorcycles; these are not included in this solution. Data from China, the highest adopter of electric bicycles, does not usually distinguish between types of electric two-wheelers. For this reason, we used more conservative estimates, preferring to understate adoption than overstate it. We used several global estimates, data on electric bicycle sales in Canada, the United States, and Europe, and stock estimates from the Asia-Pacific region (eBicycles, 2025b; Mordor Intelligence, 2022; Precedence Research, 2024; Stewart & Ramachandran, 2022;, Strategic Market Research, 2024; The Freedonia Group, 2024). To convert from European and American sales data to stocks data, we assumed that all electric bicycles sold over the past 10 years (the lifespan of an electric bicycle) are still in use today. We then calculated the number of electric bicycles per 1,000 people in each of the three regions, used those three values to calculate a population-weighted global mean adoption rate, and multiplied the result by the number of residents of high- and upper-middle income countries worldwide (where we assume most electric bicycle adoption takes place). This calculation provided a global estimate.

Shared electric bicycle schemes now exist in many cities around the world, with at least 2 million shared electric bicycles currently in use as part of electric bicycle sharing systems (eBicycles, 2025b; Innovation Origins, 2023; PBSC Urban Solutions, 2022; Strategic Market Research, 2024). This is a conservative estimate because research published in a reputable academic journal claimed that China has 8.7 million shared electric bicycles in 2022 (Shi et al., 2024). 

Table 4. Current (2024) adoption level.

Unit: 1,000 electric bicycles

mean* 277,600

* Population-weighted

Unit: 1,000 electric bicycles

mean* 2,000

* Population-weighted

Private electric bicycles are being adopted at a rate of about 37 million new bicycles every year (Table 5; eBicycles, 2025b; Mordor Intelligence, 2022; Precedence Research, 2024; Stewart & Ramachandran, 2022; Strategic Market Research, 2024; The Freedonia Group, 2024). Electric bicycles are also attracting interest from consumers who do not normally ride bicycles, including people in rural areas (Philips et al., 2022) and members of vulnerable groups, such as the elderly. 

Shared electric bicycles are being added to cities at a rate of approximately 413,000/yr (eBicycles, 2025b; Innovation Origins, 2023; PBSC Urban Solutions, 2022; Strategic Market Research, 2024). Cities and private companies are adding shared electric bicycle systems at a rate of around 30/yr (Galatoulas et al., 2020).Based on these data, we calculate a 37.97% compounding annual growth rate in electric bicycle sharing system installations around the world. 

Table 5. 2023–2024 adoption trend.

Unit: 1,000 electric bicycles/yr

25th percentile 34,000
population-weighted mean 37,330
median (50th percentile) 38,000
75th percentile 40,000

Unit: 1,000 electric bicycles/yr

25th percentile
population-weighted mean
median (50th percentile) 412.5
75th percentile

Because we model electric bicycles as a solution primarily due to their ability to shift travel from fossil fuel–powered cars, we estimate adoption by reference to the ratio of electric bicycles to cars. This doesn’t mean that people without access to a car won’t use electric bicycles; it means that they are not shifting their pkm from fossil fuel–powered cars and therefore are not included in the calculations of shifting from car to electric bicycle. 

Private electric bicycles’ adoption ceiling (Table 6) would be approximately 2 billion around the world: one for every car (World Health Organization, 2021). This would mean that every motorist has an electric bicycle as a ready alternative to a car.

Shared electric bicycles’ adoption ceiling can be measured similarly, except that we assume these systems are only viable in cities. Therefore, we set the maximum adoption ceiling of shared electric bicycles to be 1.3 billion – the number of cars in cities around the world. we estimated by multiplying the global urban population (4.45 billion) by the global average car registrations per 1,000 people (286.2) (World Health Organization, 2021; World Bank, 2024).

This upper-bound scenario faces many of the same caveats as the upper-bound scenario for the Nonmotorized Transportation solution: It would require a revolution in support for electric bicycles:new infrastructure, new traffic laws, a substantial increase in electric battery production capacity, and major changes to built environments, including increases in population and land-use density to make more journeys feasible by electric bicycle. However, this scenario would require less dramatic change than a similar upper-bound scenario for the Improve Nonmotorized Transportation solution because electric bicycles go faster, have higher carrying capacities, can travel longer distances, and are easier to use than nonmotorized travel modes (Weiss et al., 2015).

A limitation of this analysis is that one electric bicycle per car does not necessarily correspond to one electric bicycle per person traveling in a car. For example, it is possible that replacing one car trip with electric bicycles would result in multiple electric bicycle trips in order to carry multiple passengers. Our estimates should therefore be seen as approximate. 

It is also possible for total electric bicycle adoption and usage to exceed car use (i.e., electric bicycles also replace other modes of transportation or generate new trips). We do not consider this scenario in our adoption ceiling because additional adoption above car adoption would not produce a major climate benefit.

Table 6. Adoption ceiling.

Unit: 1,000 electric bicycles

Adoption ceiling 2,022,000

Unit: 1,000 electric bicycles

Adoption ceiling 1,273,000

Private electric bicycles are currently in use across the Asia-Pacific region at a rate of approximately 0.07 electric bicycles for every car. A low achievable adoption rate might see every country in the world achieve this same ratio, which would lead to a global electric bicycle fleet of 421 million (Table 7). For a higher rate of adoption, we posit one electric bicycle in use for every two cars. This would see just more than 1 billion electric bicycles in use worldwide.

Using the median and 75th percentile of the ratio of shared electric bicycles to cars (for which we have data) as the rate of adoption seen in every city in the world leads to 22 to 69 million shared electric bicycles in cities worldwide.

Note: We based these estimates on electric bicycles per car rather than electric bicycles per person because the climate impact of electric bicycle adoption in a given place depends on the availability of cars to replace. 

Table 7. Range of achievable adoption levels.

Unit: 1,000 electric bicycles

Current Adoption 277,600
Achievable – Low 421,300
Achievable – High 1,011,000
Adoption Ceiling 2,022,000

Unit: 1,000 electric bicycles

Current Adoption 2,000
Achievable – Low 22,010
Achievable – High 69,260
Adoption Ceiling 1,273,000

Impacts

If every motorist had an electric bicycle they used to replace at least some car trips), it would mitigate 224 Mt CO₂‑eq/yr – equal to the total global carbon emissions produced by cars, minus the emissions that would be produced due to electric bicycles traveling the same distance. If there were one electric bicycle for every two cars, it would avoid 117 Mt CO₂‑eq/yr. And if global electric bicycle adoption reached the rate currently seen in the Asia-Pacific region (China, India, Japan, South Korea, Australia, and New Zealand), it would avoid 47 Mt CO₂‑eq/yr (Table 8).

Our Achievable – Low scenario of 22 million shared electric bicycles in cities worldwide would save 284 kt CO₂‑eq/yr. Our Achievable – High scenario of 69.3 million shared electric bicycles worldwide would save 895 kt CO₂‑eq/yr. The maximum possible shared electric bicycle deployment would save approximately 16.6 Mt CO₂‑eq/yr.

Table 8. Climate impact at different levels of adoption.

Unit: Gt CO₂-eq/yr, 100-yr basis

Current Adoption 0.0307
Achievable – Low 0.0466
Achievable – High 0.1117
Adoption Ceiling (Physical limit) 0.2235

Unit: Gt CO₂-eq/yr, 100-yr basis

Current Adoption 0.00002584
Achievable – Low 0.0002844
Achievable – High 0.0008949
Adoption Ceiling (Physical limit) 0.01645

Health

Electric assistance reduces the physical fitness and other health benefits of cycling. However, electric bicycles still require pedaling, and studies show that this level of effort required can still have substantial health benefits (Berjisian & Bigazzii, 2019; Langford et al., 2017). Electric bicycles can also enable people to cycle who might not otherwise be able to (Bourne et al., 2020). Additionally, electric bicycles can reduce total car traffic, which could reduce the risk of injury and death from car crashes, which kill 1.2 million people annually (WHO, 2023). Similarly, electric bicycles can reduce health impacts of traffic noise (de Nazelle et al., 2011).

Income and work

In addition to being cheaper than car travel, electric bicycles allow people to travel farther and faster than they could on foot, on a conventional bicycle, or (often) on public transit. These time and money savings provide an economic benefit (Bourne, 2020). 

Air quality

The fossil fuel–powered vehicles most similar to electric bicycles (motorcycles, scooters, etc.) are extremely polluting (Platt et al., 2014). Substituting electric bicycles for these can substantially reduce air pollution.

Other

Electric bicycles provide quality-of-life benefits for some people who use them (Bourne, 2020; Carracedo & Mostofi, 2022; Teixeira et al., 2022; Thomas, 2022). Electric bicycles can also reduce traffic congestion and save time (Koning & Conway, 2016).

Other

Electric bicycles do not only compete with cars for the total passenger transport demand; a given electric bicycle trip might also substitute for public transit. This can sometimes still be beneficial since, as electric bicycles often have lower per-kilometer emissions than public transit vehicles (International Transport Forum, 2020). However, an electric bicycle trip might also substitute for a conventional bicycle trip or for a pedestrian journey, in which case electric bicycle usage would actually increase emissions. Finally, some electric bicycle trips are new journeys, meaning that they would not occur at all if the traveler did not have an electric bicycle, which also increases emissions (Astegiano et al., 2019; Berjisian & Bigazzi, 2019; Bourne et al., 2020; Cairns et al., 2017; Dekker, 2013).

Generally speaking however, electric bicycles still shift enough passenger car trips to make up for this effect, although the scale can be more marginal with shared electric bicycle systems. However, electric bicycles are more likely to substitute more for whichever forms of transportation their users were already using previously (Wamburu et al., 2021). This means that wider adoption of electric bicycles in car-dependent North American suburbs, for example, will have a much clearer and more beneficial climate impact than in a dense, pedestrianized European city center, or in a low-income country where most people do not have access to a car (although in these contexts electric bicycles could still produce major social and economic benefits).

Our estimates of the total adoption ceiling potential of electric bicycles (described in the Adoption section) are based on the ratio of adoption between electric bicycles and cars, on the grounds that each electric bicycle avoids some amount of car travel. However, the relationship is not necessarily quite so simple. Car trips with passengers might require more than one electric bicycle trip to replace them (unless the passengers are children, who can be carried as passengers on electric bicycles). On the other side of the equation, some households own more than one car per person. Having more than one electric bicycle per car would therefore not meaningfully reduce car trips. Lastly, our approach of tracking electric bicycle adoption in relation to car ownership neglects people whose use of an electric bicycle enables them to avoid owning a car at all. Estimates of adoption should be taken as rough guesses, rather than authoritative forecasts.

Electric bicycles pose some safety concerns, centering on an ongoing debate over whether electric cyclists ride more recklessly than other cyclists (Fishman & Cherry, 2016; Langford et al., 2015). While electric bicycles have a lower injury rate than conventional bicycles, when injuries do happen during electric bicycle travel the health consequences tend to be more severe due to the higher speed (Berjisian & Bigazzi, 2019). There may also be risks related to the bicycles’ lithium-ion batteries catching fire. Strong regulations can minimize this risk (Pekow, 2024). Improved infrastructure, such as separated bike lanes and paths, can also reduce the safety risks associated with electric bicycles (Roberts, 2020).

If an electric bicycle replaces primarily car trips, it provides an unambiguous climate benefit. If it replaces public transit, the size of the benefit will depend on the specifics of the public transit system it replaces. If it replaces pedestrian trips or conventional cycling trips, or generates new trips, the net climate benefit is negative. Travel survey data suggest that electric bicycles replace enough car journeys to more than offset any journeys by the more sustainable modes of transportation they replace (Bigazzi & Wong, 2020; Bourne et al., 2020; Cairns et al., 2017; Fukushige et al., 2021). However, electric bicycles in cities that already have very low-carbon mobility systems, or in lower-income countries where car ownership is rare, might have a net negative climate impact. 

Electric bicycles also require batteries, the production and disposal of which generates pollution (Yang et al., 2021). However, electric bicycles require much less battery capacity than many other electrification technologies, such as electric vehicles (Weiss et al., 2015).

Reinforcing

Electric bicycles can complement other forms of low-carbon mobility, especially those that reduce dependence on private cars. People who rely on public transit, conventional travel, pedestrian travel, carpools, or other sustainable modes of transportation for some kinds of trips can use electric bicycles to fill in some of the gaps in their personal transportation arrangements (Roberts, 2023). For public transit in particular, electric bicycles can play an important last-mile role, enabling transit riders to more easily access stops. This is important because research suggests that the key to a low-carbon mobility system is to enable people to live high-quality lives without owning cars (Van Acker & Witlox, 2010).

Electric bicycles require a lot less space than private cars. If sufficient adoption of electric bicycles and other alternatives to private cars enables a reduction in car lanes, parking spaces, and related infrastructure, then some of this space could be reallocated to ecosystem conservation through revegetation and other land-based methods of GHG sequestration (Rodriguez Mendez et al., 2024). 

Competing

Electric bicycles compete with electric and hybrid cars for adoption.

Consensus of effectiveness in reducing emissions: High

When people purchase electric bicycles, they tend to use them often, with many of the trips they take on electric bicycles replacing trips that would otherwise have been taken via private car (Bigazzi & Wong, 2020; Bourne et al., 2020; Cairns et al., 2017; Fukushige et al., 2021). The evidence is similarly conclusive regarding the ability of shared electric bicycles to replace a large number of car trips. However, evidence regarding the carbon benefits of shared electric bicycles is more mixed due to the additional emissions required to run a shared electric-bicycle system.

Berjiisian and Bigazzi (2019) reviewed much of the literature on electric bicycles. and found that electric bicycle trips are shifted from car trips (44%) and transit trips (12%) providing significant emissions benefits. Other net benefits include less travel by cars, lower GHG emissions and more physical activity. “E-bike adoption is expected to provide net benefits in the forms of reduced motor vehicle travel, reduced greenhouse gas emissions, and increased physical activity. A little more than half of e-bike trips are expected to shift travel from motor vehicles (44% car trips and 12% transit trips), which is sufficient to provide significant emissions benefits.”

Weiss et al. (2015) surveyed evidence of the economic, social, and environmental impacts of electric bicycles. They found that electric bicycles are more efficient and less polluting than cars. They reduce exposure to pollution as their environmental impacts come mainly from being produced and the electricity that they use, both of which are usually outside of urban areas.

Philips et al. (2022) investigated the potential for electric bicycles to replace car trips in the UK. Their geospatial model provided a good indication of what might be possible in other places and showed that electric bicycles have considerable potential in rural areas as well as urban ones. 

Li et al. (2023) reported that based on the mix of mode share replaced, shared electric bicycle trips decreased carbon emissions by 108–120 g/km carbon emissions than fossil fuel-powered cars per kilometer.”

This research is biased toward high-income countries. While there is substantial research on electric bicycles in China, that country often considers e-scooters (which do not have pedals) and throttle-assisted electric bikes as interchangeable with pedelecs electric bicycles. This made it hard to include Chinese research in our analysis. We recognize this limited geographic scope creates bias, and hope this work inspires research harmonization and data sharing on this topic in underrepresented regions in the future.

Take Action

Looking to get involved? Below are some key actions for this solution that can get you started, arranged according to different roles you may play in your professional or personal life.

These actions are meant to be starting points for involvement and are not intended to be prescriptive or necessarily suggest they are the most important or impactful actions to take. We encourage you to explore and get creative!

Lawmakers and Policymakers

  • Establish policies that reduce the associated time, distance, risk, and risk perception for users and potential users.
  • Provide financial incentives such as tax breaks, subsidies, or grants for electric bicycle production and purchases.
  • Use targeted financial incentives to assist low-income communities in purchasing electric bicycles and to incentivize manufacturers to produce more affordable options.
  • Develop local bicycle and charging infrastructure, such as building physically separated bicycle lanes.
  • Have locking posts installed in public spaces that can accommodate electric bicycles.
  • Increase maintenance of bicycle infrastructure, such as path clearing.
  • Create international standards for the manufacturing and classification of electric bicycles.
  • Transition fossil fuel electricity production to renewables while promoting the transition to electric bicycles.
  • Offer one-stop shops for information on electric and non-motorized bicycles, including demonstrations and educational resources on cost savings, environmental impact, and maintenance.
  • Set regulations for sustainable use of electric bicycle batteries and improve recycling infrastructure.
  • Join international efforts to promote and ensure supply chain environmental and human rights standards – particularly, for the production of batteries.
  • Create, support, or join partnerships that offer information, training, and general support for electric and non-motorized bicycle adoption.

Further information:

Practitioners

  • Share your experiences with electric bicycles, providing tips and reasons for choosing this mode of transportation..
  • Participate in local bike groups, public events, and volunteer opportunities.
  • Advocate tor local officials for infrastructure improvements and note specific locations where improvements can be made.
  • Encourage local businesses to create employee incentives.
  • Provide information and resources to help individuals, households, and business owners take advantage of state and local tax benefits or rebates for electric bicycle purchases.

Further information:

Business Leaders

  • Advocate for better cycling infrastructure and sharing systems with city officials.
  • Educate customers about local bicycle infrastructure and encourage them to engage public officials.
  • Offer employees who agree to forgo a free parking space the annualized cash value or cost of that parking space as a salary increase.
  • Provide battery recycling services.
  • Offer free classes for electric bicycle maintenance and repair; educate employees about what they should know before purchasing an electric bicycle.
  •  
  • Install locking posts, parking, and security for electric bicycles.
  • Provide adequate onsite storage and charging, create educational materials on best practices for commuting, and offer pre-tax commuter benefits to encourage employee ridership.
  • Encourage electric bicycle use in company fleets by replacing or supplementing vehicles for local deliveries or transiting between office locations.
  • Incorporate electric bicycle programs into company sustainability and emission reduction initiatives;communicate how those programs support broader company goals. 

Further information:

Nonprofit Leaders

  • Inform the public about the health and environmental benefits of electric bicycles.
  • Educate the public on government incentives for electric bicycles and how to take advantage of them.
  • Provide impartial information on local electric bicycle infrastructure, best practices for maintenance, and factors to consider when renting or buying electric bicycles.
  • Advocate to policymakers for improved infrastructure and incentives.
  • Administer public initiatives such as ride-share or buy-back programs.

Further information:

Investors

  • Invest in electric bicycle companies and start-ups, including battery and component suppliers.
  • Explore investment opportunities that address supply chain issues such as battery suppliers and maintenance providers.
  • Invest in companies conducting R&D to improve electric bicycle performance, decrease the need for materials, and reduce maintenance costs.
  • Invest in public or private electric bicycle sharing systems.
  • Finance electric bicycle purchases via low-interest loans.
  • Invest in charging infrastructure for electric bicycles.

Further information:

Philanthropists and International Aid Agencies

  • Award grants to local organizations advocating for improved bicycle infrastructure and services.
  • Support access through the distribution or discounting of electric bicycles and help educate community members about relevant incentives.
  • Strengthen local infrastructure and build local capacity for infrastructure design and construction.
  • Ensure that donated bicycles are appropriate for the environment and that recipients have access to maintenance and supplies.
  • Sponsor community engagement programs such as group bike rides or free maintenance classes.
  • Assist with local policy design.

Further information:

Thought Leaders

  • Lead by example and use an electric bicycle as a regular means of transport.
  • Focus public messages on key decision factors for commuters, such as associated health and fitness benefits, climate and environmental benefits, weather forecasts, and traffic information.
  • Showcase principles of safe urban design and highlight dangerous areas.
  • Share detailed information on local bike routes, general electric bicycle maintenance tips, items to consider when purchasing a bike, and related educational information.
  • Collaborate with schools to teach bicycle instruction, including safe riding habits and maintenance tips.

Further information:

Technologists and Researchers

  • Examine and improve elements of battery design and maintenance.
  • Improve electric bicycle infrastructure design.
  • Improve circularity, repairability, and ease of disassembly for electric bicycles.
  • Increase the physical carrying capacities for users of electric bicycles to facilitate shopping and transporting children, pets, and materials.
  • Improve other variables that increase the convenience, safety, and comfort levels of nonmotorized transportation.

Further information:

Communities, Households, and Individuals

  • Share your experiences with electric bicycles; provide tips and reasons for choosing this mode of transportation.
  • Participate in local bike groups, public events, and volunteer opportunities.
  • Advocate to employers and local businesses to provide incentives for electric bicycle usage and help start local initiatives.
  • Advocate to local officials for infrastructure improvements and note specific locations where improvements can be made.
  • Encourage local businesses to create employee incentives.

Further information:

“Take Action” Sources

References

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Berjisian, E., & Bigazzi, A. (2019). Summarizing the impacts of electric bicycle adoption on vehicle travel, emissions, and physical activity. UBC REACT LAb. https://civil-reactlab.sites.olt.ubc.ca/files/2019/07/BerjisianBigazzi_ImpactsofE-bikes_Report_July2019.pdf

Bigazzi, A., & Wong, K. (2020). Electric bicycle mode substitution for driving, public transit, conventional cycling, and walking. Transportation Research Part D: Transport and Environment, 85, 102412. https://doi.org/10.1016/j.trd.2020.102412

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eBicycles. (2025b). Useful facts & stats of e-bikes [for 2025] + infographic. https://www.ebicycles.com/ebike-facts-statistics/ 

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https://ebikecanada.com/best-electric-bike-and-scooter/ 

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Fukushige, T., Fitch, D. T., & Handy, S. (2021). Factors influencing dock-less E-bike-share mode substitution: Evidence from Sacramento, California. Transportation Research Part D: Transport and Environment, 99, 102990. https://doi.org/10.1016/j.trd.2021.102990

Galatoulas, N.-F., Genikomsakis, K. N., & Ioakimidis, C. S. (2020). Spatio-Temporal Trends of E-Bike Sharing System Deployment: A Review in Europe, North America and Asia. Sustainability, 12(11), Article 11. https://doi.org/10.3390/su12114611

Gössling, S., Choi, A., Dekker, K., & Metzler, D. (2019). The social cost of automobility, cycling and walking in the European Union. Ecological Economics, 158, 65–74. https://doi.org/10.1016/j.ecolecon.2018.12.016 

Guidon, S., Becker, H., Dediu, H., & Axhausen, K. W. (2018). Electric bicycle-sharing: A new competitor in the urban transportation market?: An empirical analysis of transaction data. Arbeitsberichte Verkehrs- Und Raumplanung, 1364. https://doi.org/10.1016/j.ecolecon.2018.12.016 

Hanna, J. (2023). Bike Share Toronto 2023 business review.

https://www.toronto.ca/legdocs/mmis/2023/pa/bgrd/backgroundfile-240804.pdf 

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Huang, Y., Jiang, L., Chen, H., Dave, K., & Parry, T. (2022). Comparative life cycle assessment of electric bikes for commuting in the UK. Transportation Research Part D: Transport and Environment, 105, 103213. https://doi.org/10.1016/j.trd.2022.103213 

Innovation Origins. (2023). The booming rise of shared e-bikes in urban mobility. https://innovationorigins.com/en/the-booming-rise-of-shared-e-bikes-in-urban-mobility/ 

International Transport Forum. (2020). Good to Go? Assessing the Environmental Performance of New Mobility (Corporate Partnership Board). OECD. https://www.itf-oecd.org/sites/default/files/docs/environmental-performance-new-mobility.pdf

Jones, B. (2019). Electric Bike Maintenance Cost. BicycleVolt. https://bicyclevolt.com/electric-bike-maintenance-cost/ 

Koning, M., & Conway, A. (2016). The good impacts of biking for goods: Lessons from Paris city. Case Studies on Transport Policy, 4(4), 259-268. https://doi.org/10.1016/j.cstp.2016.08.007

Langford, B. C., Chen, J., & Cherry, C. R. (2015). Risky riding: Naturalistic methods comparing safety behavior from conventional bicycle riders and electric bike riders. Accident Analysis & Prevention, 82, 220-226. https://doi.org/10.1016/j.aap.2015.05.016

Langford, B. C., Cherry, C. R., Bassett, D. R., Fitzhugh, E. C., & Dhakal, N. (2017). Comparing physical activity of pedal-assist electric bikes with walking and conventional bicycles. Journal of Transport & Health, 6, 463–473. https://doi.org/10.1016/j.jth.2017.06.002

Li, Q., Fuerst, F., & Luca, D. (2023). Do shared E-bikes reduce urban carbon emissions? Journal of Transport Geography, 112, 103697. https://doi.org/10.1016/j.jtrangeo.2023.103697

Luxe Digital. (2025). The best electric bikes: upgrade your commute for a sustainable ride. Luxe Digital. 

https://luxe.digital/lifestyle/garage/best-electric-bikes/ 

Matasyan, A. (2015). Technical analysis and market study of electric bicycles. https://upcommons.upc.edu/handle/2117/77272?locale-attribute=en 

Mellino, S., Petrillo, A., Cigolotti, V., Autorino, C., Jannelli, E., & Ulgiati, S. (2017). A Life Cycle Assessment of lithium battery and hydrogen-FC powered electric bicycles: Searching for cleaner solutions to urban mobility. International Journal of Hydrogen Energy, 42(3), 1830–1840. https://doi.org/10.1016/j.ijhydene.2016.10.146 

Mordor Intelligence. (2022). Asia Pacific e-bike market (2017-2029). https://www.mordorintelligence.com/industry-reports/asia-pacific-e-bike-market

N, A. (2023). Maintenance costs for an electric bike. Bike LVR.

https://bikelvr.com/bikes/e-bikes/maintenance-costs-for-an-electric-bike/ 

de Nazelle, A., Nieuwenhuijsen, M., Antó, J., Brauer, M., Briggs, D., Charlotte Braun-Fahrlander, C., Cavill, N., Cooper, A., Desqueyroux, H., Fruin, S., Hoek, G., Panis, L., Janssen, N., Jerrett, M., Joffe, M., Andersen, Z., van Kempen, E., Kingham, S., Kubesch, N., Leyden, K., Marshall, J., Matamala, J., Mellios, G., Mendez, M., Nassif, H., Ogilvie, D., Peiró, R., Pérez, K., Rabl, A., Ragettli, M., Rodríguez, D., Rojas, D., Ruiz, P., Sallis, J., Terwoert, J., Toussaint, J., Tuomisto, J., Zuurbier, M., & Lebret, E. (2011). Improving health through policies that promote active travel: A review of evidence to support integrated health impact assessment. Environment International, 37(4), 767-777.

https://doi.org/10.1016/j.envint.2011.02.003 

PBSC Urban Solutions. (2022). The Meddin Bike-sharing World Map Report 2022 edition. https://bikesharingworldmap.com/reports/bswm_mid2022report.pdf

Pekow, C. (2024, April 1). E-bikes could cut smog, energy use and congestion globally—But will they? Mongabay Environmental News. https://news.mongabay.com/2024/04/e-bikes-could-cut-smog-energy-use-and-congestion-globally-but-will-they/

Philips, I., Anable, J., & Chatterton, T. (2022). E-bikes and their capability to reduce car CO₂ emissions. Transport Policy, 116, 11-23. https://doi.org/10.1016/j.tranpol.2021.11.019

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Roberts, C. (2023). Diversity in passenger mobility: Where it went and how to bring it back. One Earth, 6(1), 11-13. 

https://doi.org/10.1016/j.oneear.2022.12.008

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https://doi.org/10.1016/j.erss.2020.101679

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Shi, Z., Wang, J., Liu, K., Liu, Y., & He, M. (2024). Exploring the usage efficiency of electric bike-sharing from a spatial–temporal perspective. Transportation Research Part D: Transport and Environment, 129, 104139. https://doi.org/10.1016/j.trd.2024.104139 

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Credits

Lead Fellow

  • Cameron Roberts

  • Heather Jones

Contributors

  • Ruthie Burrows

  • James Gerber

  • Yusuf Jameel

  • Daniel Jasper

  • Heather McDiarmid

  • Alex Sweeney

Internal Reviewers

  • Aiyana Bodi

  • Hannah Henkin

  • Ted Otte

  • Amanda Smith

Methods and Supporting Data

Methods and Supporting Data

Comments / Questions

  • Greenhouse gas quantity expressed relative to CO₂ with the same warming impact over 100 years, calculated by multiplying emissions by the 100-yr GWP for the emitted gases.

  • Greenhouse gas quantity expressed relative to CO₂ with the same warming impact over 20 years, calculated by multiplying emissions by the 20-yr GWP for the emitted gases.

  • Reducing greenhouse gas concentrations in the atmosphere by preventing or reducing emissions.

  • The process of increasing the acidity of water or soil due to increased levels of certain air pollutants.

  • Benefits of climate solutions that extend beyond their ability to reduce emissions or store carbon (e.g., benefits to public health, water quality, biodiversity, advancing human rights).

  • The extent to which emissions reduction or carbon removal is above and beyond what would have occurred without implementing a particular action or solution.

  • An upper limit on solution adoption based on physical or technical constraints, not including economic or policy barriers. This level is unlikely to be reached and will not be exceeded.

  • The quantity and metric to measure implementation for a particular solution that is used as the reference unit for calculations within that solution.

  • Farming practices that work to create socially and ecologically sustainable food production.

  • Addition of trees and shrubs to crop or animal farming systems.

  • Spread out the cost of an asset over its useful lifetime.

  • A crop that live one year or less from planting to harvest; also called annual.

  • black carbon

  • Made from material of biological origin, such as plants, animals, or other organisms.

  • A renewable energy source generated from organic matter from plants and/or algae.

  • An energy source composed primarily of methane and CO₂ that is produced by microorganisms when organic matter decomposes in the absence of oxygen.

  • Carbon stored in biological matter, including soil, plants, fungi, and plant products (e.g., wood, paper, biofuels). This carbon is sequestered from the atmosphere but can be released through decomposition or burning.

  • Living or dead renewable matter from plants or animals, not including organic material transformed into fossil fuels. Peat, in early decay stages, is partially renewable biomass.

  • A type of carbon sequestration that captures carbon from CO₂ via photosynthesis and stores it in soils, sediments, and biomass, distinct from sequestration through chemical or industrial pathways.

  • A climate pollutant, also called soot, produced from incomplete combustion of organic matter, either naturally (wildfires) or from human activities (biomass or fossil fuel burning).

  • High-latitude (>50°N or >50°S) climate regions characterized by short growing seasons and cold temperatures.

  • The components of a building that physically separate the indoors from the outdoor environment.

  • Businesses involved in the sale and/or distribution of solution-related equipment and technology, and businesses that want to support adoption of the solution.

  • A chemical reaction involving heating a solid to a high temperature: to make cement clinker, limestone is calcined into lime in a process that requires high heat and produces CO₂.

  • A four-wheeled passenger vehicle.

  • Technologies that collect CO₂ before it enters the atmosphere, preventing emissions at their source. Collected CO₂ can be used onsite or in new products, or stored long term to prevent release.

  • A greenhouse gas that is naturally found in the atmosphere. Its atmospheric concentration has been increasing due to human activities, leading to warming and climate impacts.

  • Total GHG emissions resulting from a particular action, material, technology, or sector.

  • Amount of GHG emissions released per activity or unit of production. 

  • A marketplace where carbon credits are purchased and sold. One carbon credit represents activities that avoid, reduce, or remove one metric ton of GHG emissions.

  • A colorless, odorless gas released during the incomplete combustion of fuels containing carbon. Carbon monoxide can harm health and be fatal at high concentrations.

  • Activities or technologies that pull CO₂ out of the atmosphere, including enhancing natural carbon sinks and deploying engineered sinks.

  • Long-term storage of carbon in soils, sediment, biomass, oceans, and geologic formations after removal of CO₂ from the atmosphere or CO₂ capture from industrial and power generation processes.

  • carbon capture and storage

  • carbon capture, utilization, and storage

  • A binding ingredient in concrete responsible for most of concrete’s life-cycle emissions. Cement is made primarily of clinker mixed with other mineral components.

  • methane

  • Gases or particles that have a planet-warming effect when released to the atmosphere. Some climate pollutants also cause other forms of environmental damage.

  • A binding ingredient in cement responsible for most of the life-cycle emissions from cement and concrete production.

  • carbon monoxide

  • Neighbors, volunteer organizations, hobbyists and interest groups, online communities, early adopters, individuals sharing a home, and private citizens seeking to support the solution.

  • A solution that potentially lowers the benefit of another solution through reduced effectiveness, higher costs, reduced or delayed adoption, or diminished global climate impact.

  • A farming system that combines reduced tillage, cover crops, and crop rotations.

  • carbon dioxide

  • A  measure standardizing the warming effects of greenhouse gases relative to CO₂. CO₂-eq is calculated as quantity (metric tons) of a particular gas multiplied by its GWP.

  • carbon dioxide equivalent

  • The process of cutting greenhouse gas emissions (primarily CO₂) from a particular sector or activity.

  • A solution that works slower than gradual solutions and is expected to take longer to reach its full potential.

  • Microbial conversion of nitrate into inert nitrogen gas under low-oxygen conditions, which produces the greenhouse gas nitrous oxide as an intermediate compound.

  • Greenhouse gas emissions produced as a direct result of the use of a technology or practice.

  • Ability of a solution to reduce emissions or remove carbon, expressed in CO₂-eq per installed adoption unit. Effectiveness is quantified per year when the adoption unit is cumulative over time.

  • Greenhouse gas emissions accrued over the lifetime of a material or product, including as it is produced, transported, used, and disposed of.

  • Solutions that work faster than gradual solutions, front-loading their impact in the near term.

  • Methane produced by microbes in the digestive tracts of ruminant livestock, such as cattle, sheep and goats.

  • environmental, social, and governance

  • exchange-traded fund

  • A process triggered by an overabundance of nutrients in water, particularly nitrogen and phosphorus, that stimulates excessive plant and algae growth and can harm aquatic organisms.

  • The scientific literature that supports our assessment of a solution's effectiveness.

  • A group of human-made molecules that contain fluorine atoms. They are potent greenhouse gases with GWPs that can be hundreds to thousands times higher than CO₂.

  • food loss and waste

  • Food discarded during pre-consumer supply chain stages, including production, harvest, and processing.

  • Food discarded at the retail and consumer stages of the supply chain.

  • Combustible materials found in Earth's crust that can be burned for energy, including oil, natural gas, and coal. They are formed from decayed organisms through prehistoric geological processes.

  • greenhouse gas

  • gigajoule or billion joules

  • The glass layers or panes in a window.

  • A measure of how effectively a gas traps heat in the atmosphere relative to CO₂. GWP converts greenhouse gases into CO₂-eq emissions based on their 20- or 100-year impacts.

  • A solution that has a steady impact so that the cumulative effect over time builds as a straight line. Most climate solutions fall into this category.

  • A gas that traps heat in the atmosphere, contributing to climate change.

  • metric gigatons or billion metric tons

  • global warming potential

  • hectare

  • household air pollution

  • Number of years a person is expected to live without disability or other limitations that restrict basic functioning and activity.

  • A unit of land area comprising 10,000 square meters, roughly equal to 2.5 acres.

  • hydrofluorocarbon

  • hydrofluoroolefin

  • Particles and gases released from use of polluting fuels and technologies such as biomass cookstoves that cause poor air quality in and around the home.

  • Organic compounds that contain hydrogen and carbon.

  • Human-made F-gases that contain hydrogen, fluorine, and carbon. They typically have short atmospheric lifetimes and GWPs hundreds or thousands times higher than CO₂. 

  • Human-made F-gases that contain hydrogen, fluorine, and carbon, with at least one double bond. They have low GWPs and can be climate-friendly alternatives to HFC refrigerants.

  • internal combustion engine

  • Greenhouse gas emissions produced as a result of a technology or practice but not directly from its use.

  • Device used to power vehicles by the intake, compression, combustion, and exhaust of fuel that drives moving parts.

  • The annual discount rate that balances net cash flows for a project over time. Also called IRR, internal rate of return is used to estimate profitability of potential investments.

  • Individuals or institutions willing to lend money in search of a return on their investment.

  • internal rate of return

  • A measure of energy

  • International agreement adopted in 2016 to phase down the use of high-GWP HFC F-gases over the time frame 2019–2047.

  • A measure of energy equivalent to the energy delivered by 1,000 watts of power over one hour.

  • kiloton or one thousand metric tons

  • kilowatt-hour

  • A land-holding system, e.g. ownership, leasing, or renting. Secure land tenure means farmers or other land users will maintain access to and use of the land in future years.

  • Gases, mainly methane and CO₂, created by the decomposition of organic matter in the absence of oxygen.

  • leak detection and repair

  • Regular monitoring for fugitive methane leaks throughout oil and gas, coal, and landfill sector infrastructure and the modification or replacement of leaking equipment.

  • Relocation of emissions-causing activities outside of a mitigation project area rather than a true reduction in emissions.

  • The rate at which solution costs decrease as adoption increases, based on production efficiencies, technological improvements, or other factors.

  • Percent decrease in costs per doubling of adoption.

  • landfill gas

  • Greenhouse gas emissions from the sourcing, production, use, and disposal of a technology or practice.

  • low- and middle-income countries

  • liquefied petroleum gas

  • A measure of the amount of light produced by a light source per energy input.

  • square meter kelvins per watt (a measure of thermal resistance, also called R-value)

  • marginal abatement cost curve

  • Livestock grazing practices that strategically manage livestock density, grazing intensity, and timing. Also called improved grazing, these practices have environmental, soil health, and climate benefits, including enhanced soil carbon sequestration.

  • A tool to measure and compare the financial cost and abatement benefit of individual actions based on the initial and operating costs, revenue, and emission reduction potential.

  • A greenhouse gas with a short lifetime and high GWP that can be produced through a variety of mechanisms including the breakdown of organic matter.

  • A measure of mass equivalent to 1,000 kilograms (~2,200 lbs).

  • million hectares

  • Soils mostly composed of inorganic materials formed through the breakdown of rocks. Most soils are mineral soils, and they generally have less than 20% organic matter by weight.

  • A localized electricity system that independently generates and distributes power. Typically serving limited geographic areas, mini-grids can operate in isolation or interconnected with the main grid.

  • Reducing the concentration of greenhouse gases in the atmosphere by cutting emissions or removing CO₂.

  • Percent of trips made by different passenger and freight transportation modes.

  • megaton or million metric tons

  • A commitment from a country to reduce national emissions and/or sequester carbon in alignment with global climate goals under the Paris Agreement, including plans for adapting to climate impacts.

  • A gaseous form of hydrocarbons consisting mainly of methane.

  • Chemicals found in nature that are used for cooling and heating, such as CO₂, ammonia, and some hydrocarbons. They have low GWPs and are ozone friendly, making them climate-friendly refrigerants.

  • Microbial conversion of ammonia or ammonium to nitrite and then to nitrate under aerobic conditions.

  • A group of air pollutant molecules composed of nitrogen and oxygen, including NO and NO₂.

  • A greenhouse gas produced during fossil fuel combustion and agricultural and industrial processes. N₂O is hundreds of times more potent than CO₂ at trapping atmospheric heat, and it depletes stratospheric ozone.

  • Social welfare organizations, civic leagues, social clubs, labor organizations, business associations, and other not-for-profit organizations.

  • A material or energy source that relies on resources that are finite or not naturally replenished at the rate of consumption, including fossil fuels like coal, oil, and natural gas.

  • nitrogen oxides

  • nitrous oxide

  • The process of increasing the acidity of seawater, primarily caused by absorption of CO₂ from the atmosphere.

  • An agreement between a seller who will produce future goods and a purchaser who commits to buying them, often used as project financing for producers prior to manufacturing.

  • Productive use of wet or rewetted peatlands that does not disturb the peat layer, such as for hunting, gathering, and growing wetland-adapted crops for food, fiber, and energy.

  • A measure of transporting one passenger over a distance of one kilometer.

  • The longevity of any greenhouse gas emission reductions or removals. Solution impacts are considered permanent if the risk of reversing the positive climate impacts is low within 100 years.

  • A mixture of hydrocarbons, small amounts of other organic compounds, and trace amounts of metals used to produce products such as fuels or plastics.

  • Private, national, or multilateral organizations dedicated to providing aid through in-kind or financial donations.

  • An atmospheric reaction among sunlight, VOCs, and nitrogen oxide that leads to ground-level ozone formation. Ground-level ozone, a component of smog, harms human health and the environment.

  • passenger kilometer

  • particulate matter

  • Particulate matter 2.5 micrometers or less in diameter that can harm human health when inhaled.

  • Elected officials and their staff, bureaucrats, civil servants, regulators, attorneys, and government affairs professionals.

  • System in a vehicle that generates power and delivers it to the wheels. It typically includes an engine and/or motor, transmission, driveshaft, and differential.

  • People who most directly interface with a solution and/or determine whether the solution is used and/or available. 

  • The process of converting inorganic matter, including carbon dioxide, into organic matter (biomass), primarily by photosynthetic organisms such as plants and algae.

  • Defined by the International Union for the Conservation of Nature as: "A clearly defined geographical space, recognised, dedicated and managed, through legal or other effective means, to achieve the long-term conservation of nature with associated ecosystem services and cultural values". References to PAs here also include other effective area-based conservation measures defined by the IUCN. 

  • Very large or small numbers are formatted in scientific notation. A positive exponent multiplies the number by powers of ten; a negative exponent divides the number by powers of ten.

  • Small-scale family farmers and other food producers, often with limited resources, usually in the tropics. The average size of a smallholder farm is two hectares (about five acres).

  • soil organic carbon

  • Carbon stored in soils, including both organic (from decomposing plants and microbes) and inorganic (from carbonate-containing minerals).

  • Carbon stored in soils in organic forms (from decomposing plants and microbes). Soil organic carbon makes up roughly half of soil organic matter by weight.

  • Biologically derived matter in soils, including living, dead, and decayed plant and microbial tissues. Soil organic matter is roughly half carbon on a dry-weight basis.

  • soil organic matter

  • sulfur oxides

  • sulfur dioxide

  • The rate at which a climate solution physically affects the atmosphere after being deployed. At Project Drawdown, we use three categories: emergency brake (fastest impact), gradual, or delayed (slowest impact).

  • Climate regions between latitudes 23.4° to 35° above and below the equator characterized by warm summers and mild winters.

  • A polluting gas produced primarily from burning fossil fuels and industrial processes that directly harms the environment and human health.

  • A group of gases containing sulfur and oxygen that predominantly come from burning fossil fuels. They contribute to air pollution, acid rain, and respiratory health issues.

  • Processes, people, and resources involved in producing and delivering a product from supplier to end customer, including material acquisition.

  • metric tons

  • Technology developers, including founders, designers, inventors, R&D staff, and creators seeking to overcome technical or practical challenges.

  • Climate regions between 35° to 50° above and below the equator characterized by moderate mean annual temperatures and distinct seasons, with warm summers and cold winters.

  • A measure of how well a material prevents heat flow, often called R-value or RSI-value for insulation. A higher R-value means better thermal performance.

  • Individuals with an established audience for their work, including public figures, experts, journalists, and educators.

  • Low-latitude (23.4°S to 23.4°N) climate regions near the Equator characterized by year-round high temperatures and distinct wet and dry seasons.

  • United Nations

  • Self-propelled machine for transporting passengers or freight on roads.

  • A measure of one vehicle traveling a distance of one kilometer.

  • vehicle kilometer

  • volatile organic compound

  • Gases made of organic, carbon-based molecules that are readily released into the air from other solid or liquid materials. Some VOCs are greenhouse gases or can harm human health.

  • watt

  • A measure of power equal to one joule per second.

  • A subset of forest ecosystems that may have sparser canopy cover,  smaller-stature trees, and/or trees characterized by basal branching rather than a single main stem.

  • year

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