This is a shorter answer than I typically would write, but any sort of exercise program should be atuned to your specific circumstances, since if it’s not practical to execute upon it, then it’s not going to sustainably achieve its objectives.

As for me personally, I wrote my program based on a friend’s five-day-per-week program, which splits the days into: arm day, back/shoulders day, chest day, leg day, and core day. I specifically do not want to be overworking certain muscle groups without adequate rest. Each day takes no more than 60-70 minutes, including warm ups.

Might I suggest posing in c/gym or c/homegym for advice on how to tune your current program; there shouldn’t be a need for a full rip-and-replace.

I’m sure there’s probably some sort of mdadm invocation to shrink an existing RAID1 mirror pair, but in the absence of that, one option is to create the mirror pair you want on your 2.5" SSDs, and then shrink-and-clone the filesystem from the NVMe mirror to the 2.5" SSDs, using something like Gparted.

In that way, you end up with the mdadm pair that you wanted, and the filesystem is correctly sized. You can even clone the UUIDs for the filesystem so fstab entries won’t have to be changed.

I don’t have a complete answer, but the mechanization of warfare should have a lot to do with it. Things like the semi-automatic pistol – they would have called it an “automatic” pistol during that era – the modern hand grenade, the airplane for reconnaissance (although lighter-than-air balloons might have been used? IDK), and other weapons wouldn’t have really appeared for the Mexican-American War (1846-1848).

Or did you mean the Spanish-American War (1898)? I think the same logic still stands, especially since train networks would have been more fully developed by the turn of the century.

I’ve long thought that the solution to this sort of crowding is fairly straightforward: park the micromobility devices in car parking spaces. Not only would it be using that designated plot of public property in the most compatible way, it is also a democratic method to assess demand for parking. If more rental scooters and ebikes are using that space more than cars… that’s a cue to re-dedicate the space for that new beneficial use.

The fact that there are complaints from pedestrians about scooters on pavements (aka sidewalks in America) means that that’s not the right space to park them. So let’s find them some proper space, in proportion to public benefit.

Ah, the Darien Scheme. How to basically go all-in on the New World colonialism thing but fail miserably.

For people unfamiliar, here’s a 3 minute video mentioning the topic in the context of 17th Century Scotland, leading to the merger with England: https://youtu.be/ld1GJ0zvsas

For other examples of countries-in-countries, we can look to Switzerland, Germany, and the USA. A casual observation of all three are that their first-level political subdivision is known as a “state” and not “province” or “territory”.

Swiss history – which I admit I’m not that clear on – shows that the modern sovereign state formed as a loose confederation of smaller kingdoms unifying together. Indeed, the foundational document of the modern Swiss Confederation in 1848 directly drew inspiration from the USA Constitution of 1789. However, they made some modifications, such as having a 7-person Federal Council, which together fulfill the role akin to the American President. That is, the role of Head of State and also Head of Government (aka a Prime Minister). This style of executive governance hews more closely to the rich Swiss traditional of direct democracy, rather than that of a purely representative republic.

Germany, specifically the successor state of West Germany post-WW2, and then the unified state of Germany post reunification, is a federal republic. A republic to restore the functions of the earlier Weimar Republic, and a federation of states because of USA influence in drafting the Basic Law – Germany’s Constitution – following WW2. But unlike the USA federal system, the German system would mimic the parliamentary system of Westminster, being that of the United Kingdom. So while governmental power is distributed amongst the several states and the federation, the governance would be through indirect election of the Prime Minister. The idea is that by dividing power this way, no mustached fellow with fascist ideas could take control of the organs of power again.

Finally, examining the oldest continually-operating example, the USA currently is composed of a strong federal entity and 50 US States that wield all remaining power not reserved to the federal government. But initially, this is not what the American Founding Fathers had in mind at all. The late 1700s envisioned the original 13 colonies of the early United States of America to be independent countries that confederated for common causes, like defense and foreign policy. The precursor to the US Constitution – the Articles of Confederation (1777) – tried this, but problems quickly arose because each State had their own currency, debt levels, legal systems, and often undermined each other to advance their own position, such as favoring in-state citizens in lawsuits filed by out-of-state citizens. This made trade difficult and the federal government had little power to do anything about this.

Even with the revised US Constitution document, the whole weak federal government thing continued until the 1860s during the American Civil War, with the aftermath being a federal government that fully asserted its powers under the US Constitution. Any notion of US States being country-like would have fully evaporated by then, especially during Reconstruction when the Guarantee Clause was used to install military governance in the defeated southern states until reintegration into the Union. Such a thing would be impossible for a modern country/sovereign state.

Fun fact: the Guarantee Clause is why a US State cannot convert itself into a hereditary monarchy. The Constitution does not allow for a Monarchy of South Carolina, and we’re probably all better off for it anyway. Although if the role was an elected position – like with the Co-Prince of Andorra – then that might be permissible.

To that end, the modern US State is still a sovereign entity, in that certain things are wholly within their domain and not of the federal government’s. But US States are still beholden to the US Constitution, use the same money as the Union, and must honor interstate commerce and contracts from in- and out-of-state, as well as judicial rulings from the federal court system. But this dual sovereignty system post 1860s continues to evolve, with some states encroaching on federal authority, such as with border control.

Aspects of these three example countries find their way into most of the modern governments of Western countries, so hopefully this was a useful explainer.

I’ll take a cursory stab, but other references exist for the minutiae of how these things came to be.

Britain == United Kingdom

Great Britain == an island wholly within the UK

United Kingdom: a sovereign state (eg USA, Germany) composed of the constituent countries of England, Scotland, Wales, and Northern Ireland, plus a few overseas territories.

Briton: a British citizen, or someone tracing their ancestry to the UK constituent countries

The short answer for why a country (UK) can have countries (eg Scotland) in it is because the notion of sovereign states (the modern definition of countries) only came into existence in the 18th century or so.

Canada, formerly the Dominion of Canada, formed from the British North American holdings plus the French parts that the British bought (ie Quebec). Granted self governance in the 1860s, independence in the 1930s, and finally full “patriation” in the 1980s to remove all vestiges of the UK from Canadian laws. However, the independent Monarchy of Canada remains, and just happens to coincidentally follow the exact same selection rules as the British Monarch. So the King of Canada will be the same person as the King of the United Kingdom, even though the Government of Canada is no longer controlled by the Government of the United Kingdom. In both sovereign states, the King is a figurehead from where authority and governmental legitimacy emanates, and the current King of Canada continues the tradition since Queen Elizabeth II that the Monarch’s appointed Governor-General of Canada shall represent the Monarch in all Canadian matters, meaning the Monarch will not directly involve themselves. In fact, it’s frowned upon for politicians to involve the Monarch directly, except to kindly ask for a new Governor-General (see 1975 Australia).

Why still keep the Monarchy of Canada? The voters haven’t chosen otherwise, to pursue a republic or any other form of government. The same applies in Australia, although it’s slightly more complicated as each Australian State derives their state-level authority from the Australian Monarch, whereas Canadian provinces exist as a part of the singular Canadian confederation; each Australian State would have to sever their connection to the Monarch, or could do so piece-meal. Nevertheless, with the Monarch delegating power within each of his “realms” to the respective Governor-General, becoming a republic is a matter of passing bills in the parliamentary system. Barbados did exactly this in 2022, replacing Queen Elizabeth II with a republic. Countries formerly part of the British Empire (circa 1930) usually join The Commonwealth of Nations, which just means they’d like to keep trading with each other but without the whole colonialism thing.

The end of the British Empire was basically slow-going, since once some parts (eg Canada) received a measure of devolved powers (like having their own parliament), the door was swung open for other parts to demand the same. Post WW2, with the status of the UK greatly diminished in deference to the USA and USSR, overseas colonies became expensive and untenable. Plus, one of the basic tenets of the United Nations – put in place to avoid yet another world war – was the right to self determination. So the colonies had to go free.

Ironically, the Scottish Parliament was not restored until 1998, having legally stopped existing with the Acts of Union 1707 that merged England and Scotland into the United Kingdom, with a single parliament but otherwise separate institutions and laws. To this day, the English Parliament has not been restored, and thus England affairs are directed by the UK Parliament at large.

The British Isles includes both the Island of Great Britain (where Wales, Scotland, and England are) plus the Island of Ireland (where the Republic of Ireland, and Northern Ireland are), and a few smaller islands. So yes, every part of Great Britain is a part of the UK sovereign state, but the UK also includes the Isle of Mann and the upper part of the Island of Ireland, and some others.

In all circumstances, “Ireland” means the Republic of Ireland; that republic is almost never called “southern Ireland”. The whole history of British colonialism in Ireland is long, sordid, and full of misery, culminating with The Troubles of the 1960s and still causing concern post-Brexit due to the EU border basically dividing the Island of Ireland.

TL;DR: everything about British history is messy. Even their former colonies have messy history, despite some being at most a few hundred years old.

I’m glad you enjoyed reading it. This was basically an invitation to brain-dump my thoughts from this past week, in light of Bluesky’s recent record user-counts, and also because I just finished reading the recently-published book Character Limit: How Elon Musk Destroyed Twitter, a multi-faceted chronicle of how and why it happened and who knew what and when. Check your local library if they already have it.

I also follow Mike Masnick on Mastodon via Bluesky bridging, and listen to his podcast on the topic of Trust & Safety. He’s also the one who coined the term Streisand Effect, which I think makes him fairly well qualified to write banger articles like Speedrunning The Moderation Curve, which are examples of unintended consequences running amok.

To start, let’s verify that Bluesky the app is indeed open-source. Yep, it is. But that’s not the same as having all the machinery be open-source, where anyone could spin up their own, compatible service; maybe named ExampleSky. To be compatible, ExampleSky would need to use the same backend interface – aka protocol – as Bluesky, which is known as ATProto. The equivalent (and older) protocol behind Mastodon and Lemmy is ActivityPub.

ATProto is ostensibly open-source, but some argue that it’s more akin to “source available” because only the Bluesky parent company makes changes or extensions to the protocol. Any alternative implementation would be playing a game of chase, for future versions of the protocol. History shows that this is a real risk.

On the flip side, Mike Masnick – founder of Techdirt, author of the 2019 paper advocating for “protocols, not platforms” that inspired Bluesky, and recently added member of the board of Bluesky, replacing Jack Dorsey – argues that the core ability to create a separate “Bluesky2” is where the strength of the protocol lays. My understanding is that this would act as a hedge to prevent Bluesky1 from becoming so undesirable that forking to Bluesky2 is more agreeable. To me, this is no different than a FOSS project (eg OpenOffice) being so disagreeable that all the devs and users fork the project and leave (eg LibreOffice).

But why a common protocol? As Masnick’s paper argues, and IMO in full agreement with what ActivityPub has been aiming towards for years, is that protocols allow for being platform-agnostic. Mastodon users are keenly aware that if they don’t like their home instance, they can switch. Sure, you’ll have to link to your new location, but it’s identical to changing email providers. In fact, email is one of the few protocol-agnostic systems in the Internet still in continued use. Imagine if somehow Gmail users couldn’t send mail to Outlook users. It’d be awful.

Necessarily, both ActivityPub and ATProto incorporate decentralization in their designs, but in different fashions. ActivityPub can be described as coarse decentralization, as every instance is a standalone island that can choose to – and usually does – federate with other instances. But at the moment, core features like registration, login, or rate limiting, or spam monitoring, are all per-instance. And as it stands, much of those involve a human, meaning that scaling is harder. But the ActivityPub design suggests that instances shouldn’t be large anyway, so perhaps that’s not too big an issue.

ATProto takes the fine-grained design approach where each feature is modular, and thus can be centralized, farmed out, or outright decentralized. Now, at this moment, that’s a design goal rather than reality, as ATProto has only existed for so many years. I think it’s correct to say for now that Bluesky is potentially decentralizable, in the coarse sense like how Mastodon and Lemmy are.

There are parts of the Bluesky platform – as in, the one the Bluesky organization runs – which definitely have humans involved, like the Trust and Safety team. Though compared to the total dismantlement of the Twitter T&S team and the resulting chaos, it may be refreshing to know that Bluesky has a functional team.

A long term goal for Bluesky is the “farming out” of things like blocklists or algorithms. That is to say, imagine if you wanted to automatically duplicate the blocks that your friend uses, because what she finds objectionable (eg Nazis) probably matches your own sensibilities, then you can. In fact, at this very moment, I’m informed that Bluesky users can subscribe to a List and implement a block against all members of the List. A List need not be just users, but can also include keywords, hashtags, or any other conceivable characteristic. Lists can also be user-curated, curated by crowd sourcing, or algorithmically generated. The latter is the long goal, not entirely implemented yet. Another example of curation is “Starter Packs”, a List of specific users grouped by some common interest, eg Lawsky (for lawyers). Unlike a blocklist which you’d want to be updated automatically, a Starter List is a one-time event to help fill your feed with interesting content, rather than algorithmic random garbage.

So what’s wrong with Bluesky then? It sounds quite nice so far. And I’m poised to agree, but there’s some history to unpack. In very recent news, Bluesky the organization received more venture capital money, which means it’s worth mentioning what their long term business plan is. In a lot of ways, the stated business plan matches what Discord has been doing: higher quality media uploads and customizations to one’s profile. The same statement immediately ruled out any sort of algorithmic upranking or “blue checks”; basically all the ails of modern Twitter. You might choose to take them at their word, or not. Personally, I see it as a race between: 1) ATProto and the Bluesky infra being fully decentralized to allow anyone to spin up ExampleSky, and 2) a potential future enshittification of Bluesky in service of the venture capitalists wanting some ROI.

If scenario 1 happens first, then everyone wins, as bridging between ActivityPub and ATProto would make leaps and bounds, and anyone who wants their own ATProto instance can do so, choosing whether they want to rely on Bluesky for any/all features or none at all. Composability of features is something that ATProto can meaningfully contribute to the protocol space, as it’s a tough nut to crack. Imagine running your own ATProto instance but still falling back on the T&S team at Bluesky, or leveraging their spam filters.

But if scenario 2 happen first, then we basically have a Twitter2 cesspool. And users will once again have to jump ship. I’m cautiously hopeful that the smart cookies at Bluesky can avoid this fate. I don’t personally use Bluesky, being perfectly comfortable in the Fediverse. But I can’t deny that for a non-tech oriented audience, Bluesky is probably what I’d recommend, and to opt-in to bridging with the Fediverse. Supposed episodes of “hyping” don’t really ring true to me, but like I said, I’m not currently an invested user of Bluesky.

What I do want to see is the end result of Masnick’s paper, where the Internet hews closer to its roots where interoperability was the paramount goal, and the walled gardens of yore waste away. If ATProto and ActivityPub both find their place in the future, then IMO, it’ll be no different than IMAP vs POP3.

For anyone looking at Keygen Church, also see their adjacent project, Master Boot Record for computer metal.

A mid-mount gearset is new to me. I wonder how the belt drive behaves when driven slower and with more torque than an equivalent setup using rear hub gears. On the flip side, the tighter integration with the motor could mean the motor can internally rev higher, to prevent lugging and keep the motor running healthily.

I was once working on an embedded system which did not have segmented/paged memory and had to debug an issue where memory corruption preceded an uncommanded reboot. The root cause was a for-loop gone amok, intending to loop through a linked list for ever member of an array of somewhat-large structs. The terminating condition was faulty, so this loop would write a garbage byte or two, ever few hundred bytes in memory, right off the end of the 32 bit memory boundary, wrapping around to the start of memory.

But because the loop only overwrote a few bytes and then overflew large swaths of memory, the loop would continue passing through the entire address space over and over. But since the struct size wasn’t power-of-two aligned, eventually the garbage bytes would write over the crucial reset vector, which would finally reboot the system and end the misery.

Because the system wouldn’t be fatally wounded immediately, the memory corruption was observable on the system until it went down, limited only by the CPU’s memory bandwidth. That made it truly bizarre to diagnose, as the corruption wasn’t in any one feature and changed every time.

Fun times lol

These little guys get beginners onto bikes.

Absolutely, 100%. In my dreams, the entry-level for e-motos would perfectly overlap with the mid- to higher-end of Class 3 e-bikes. It would basically be a two-wheel continuum where price and capabilities align in increasing fashion. From bicycles to e-bikes to e-dirtbikes to e-motos and beyond. I want this to be real one day, because it’s the sort of progression that allows new riders to get started and work their way to whichever suits their fancy.

The only caveat I can think of is that safety education should also scale in the same way, but in the USA, the most comprehensive two-wheel safety course is for a motorcycle license, which means dirt bikers and e-bikers don’t currently have the benefit of that training, unless they already had their motorcycle license. I do believe in “cross training” between the various two-wheel machines, but I don’t know how the pedagogical consideration would influence things.

While technically correct, I feel like the headline should have mentioned that these two new models are aimed at the off-road market. As in, electric dirtbikes.

And while I am indeed thrilled that prices are pushing downward, I’m still not sure if $4200 is going to substantially move product, at least not without convincing buyers of the unique benefits with going electric. A cursory web search shows that 125cc dirt bikes are in the 7 kW class, but can be bought new for $3500. So the gap is definitely closing, but it’s still notable.

I do wonder if they plan to go even smaller, into the 3-4 kW class, which would roughly be the realm of 50cc or 80cc. That would definitely be an off-road only category, and is more atuned for kids. Or perhaps adults wishing to leisurely cruise around dirt tracks. It’s also a category where low-duty cycle (ie one season only) and short range are most common, and the immediate benefit of electric is not having to stabilize two-stroke fuel over the winter. An electric dirtbike that can sit in a shed but ready to use when pulled out three times a year, is the sort of product that suburban buyers might appreciate.

In a lot of ways, it follows the same trend of hobbies or necessities being developed by a community of the most devoted (eg ham radio, BBS/forums, electric bicycles) which then get taken/co-opted by investors and salespeople until the community is barely involved at all, and is actively harmed by commercial interests.

In the case of ham radio, commercial radio stations stood on the backs of brilliant engineers at Marconi as well as experimentalists doing odd things that were then refined. Things would be alright, until the commercial entities found that the allocated spectrum for ham radio would be “of better use” for privately-operated communications networks or whatever. Those “high frequency” bands that were considered junk compared to long wave? Taken away and only a narrow slice given back for the experimenters to hone their craft, yet again. As a side note, early wireless networking used the then-junk band of 2.4 GHz, because that’s what microwave ovens used. But today, the 2.4 GHz band is probably the most important and congested band in the world, precisely because all manner of consumer and industrial devices around the world use it. Early computer and radio hobbyists were responsible for making that happen.

The rich history of BBS systems led to modern web forums, but then led to things like Facebook groups where it’s a requirement to sign-in to read, let alone engage in the discussion. The Fediverse is more aligned to independent web forums (using a common protocol) than it is to a monolithic social media platform.

And then electric bikes. Or initially, motorized bicycles, which were a new concept when brought to the USA from Sweden in the 70s, as a solution to the oil crisis. That trend quickly faded, but left a group of hobbyists dedicated to homebuilt two-wheel mobility within a narrow yet still legal framework to run on the road. Who could have predicted that the advancement of lithium ion cells – documented well by the flashlight community, btw – would set off a renewed passion in electric motorized bicycles, which ultimately gave us commercially-produced ebikes with massive uptake? In Germany last year, the number of ebikes sold exceeded the number of acoustic (read: conventional) bicycles. What do these initial hobbyists have now? Mostly burdensome regulations because a small number of shoddily-built commercial ebikes went bang too often. And now a homebuilt ebike is viewed with great suspicion despite not accounting to much of the total population of ebikes at all.

Can you tell what some of my hobbies are? :)

I can only hope that right-to-repair legislation in some US States and the EU will aid the situation, but it might still be a while.

The YouTuber BigClive observed through dismantling many so-called disposable vape pens that they tend to have new, high quality, high amp cells, paired with decent or good charge controllers. He posited that this is to prevent them from going bang in people’s faces, which would be quite bad.

Around my area, I still find discarded vape pens in bike lanes or road shoulders, so I’m continuing to collect them. Although I never imagined stringing them together into a battery pack for an ebike haha

In summary, Denver’s ebike rebate experiment was inspired by utility rebates from other regions, was stupendously successful, flattered by emulation in other jurisdictions and the State of Colorado itself, to the point that the city might recast its program to equitably incentivize low-income riders, as well as focusing on other barriers to riding, such as poor infrastructure. The experiment has paid off, and that’s before considering the small business boost to local bike shops and expanding the use of ebikes for transportation in addition to recreation.

With that all said, I want to comment about the purported study which concluded that ebike rebate programs are less economically efficient than electric automobile rebates. Or I would, if the study PDF wasn’t trapped behind Elsevier’s paywall. I suppose I could email the author to ask for a copy directly.

But from the abstract, the authors looked to existing studies which originally suggested that ebike rebates are less efficient, so I found a list of that study’s citations, identifying two which could be relevant:

• E-bikes and their capability to reduce car CO2 emissions (Phelps et al, 2021, open access)
• Impacts of e-bike ownership on travel behavior: Evidence from three northern California rebate programs (Johnson et al, 2023, open access)

The first study looked at ebikes in England – not the whole UK – and their potential to displace automobile trips, thus reducing overall CO2 emissions. It concluded that increased ebike uptake would produce emissions savings faster than waiting for average automobile emissions to reduce, or from reductions in driving by other means, as a means to slow the climate disaster. This study does not analyze the long-term expected emissions reduction compared to cars, but did conclude that ebikes would produce the most savings in rural areas, as denser cities are already amenable to acoustic cycling and public transport.

The second study looked at a year of how new ebike owners changed their travel behavior, for participants from three California jurisdictions offering incentives, two in the San Francisco Bay Area and one along the North Coast. The study concluded that in the first few months, most riders used their ebike 1-3 times per week, but towards the end of the study period, most riders reduced their use, although the final rate was still higher than the national average rate for acoustic bicycling. The study found that at its peak, ebikes replaced just a hair above 50% of trips, and thus concluded that the emissions saved by displacing automobile trips was not as cost effective as emissions reduced through EV automobile incentives. They computed the dollar-per-co2-ton for each mode of transportation.

So it would seem that the original study looked to this second study and reached a similar conclusion. However, the second study noted that their data has the caveat of being obtained from 2021 to 2022, when the global pandemic pushed bicycling into the spotlight as a means of leaving one’s house for safe recreation. It would not be a surprise then that automobile trips were not displaced, since recreational bicycle rides don’t compete with driving a car from point A to point B for transportation.

Essentially, it seems that the uncertainty in emissions reduction is rooted in variability as to whether ebikes are used mostly for recreation, or mostly for displacing car trips. But as all the studies note, ebikes have a host of other intangible benefits.

IMO, it would be unwise to read only the economic or emissions conclusion as a dismissal of ebikes or ebike rebates. Instead, the economics can be boosted by focusing resources for rural or poorer riders who do not have non-automobile options, and the emissions savings can be bolstered by making it easier/safer to ride. Basically, exactly what Denver is now doing.

I get that the weight pales in comparison to the rider or cargo. But a lighter bike – electric or otherwise – comes with some quality of life improvements. There’s the extra redundancy where a dead ebike is still ridable if it’s light enough or has sufficiently low rolling resistance. Then there’s transporting the bike, whether by bus, car, or just hitching a ride if the bike is dead or damaged.

My experience at university – where an ebike would have been phenomenally useful back then – involved hauling my acoustic bike up two flights of stairs daily. At 15 kg, that was doable. 25 kg is starting to push things. And my current ebike at 40 kg would be infeasible unless I decide to really work on my deadlift.

But I agree that there’s a point where ebikes are Good Enough™ given the constraints of technical and economic feasibility, as well as what consumer demand looks like; all consumer products tend to do this. We’ve reached an equilibrium in the market – which isn’t bad at all as it means more bikes available to more people – but I just hope the industry continues to push the envelope to welcome even more riders.

Someone out there will have all the preconditions for a short/medium distance ebike commuter, where they can replace a car drive or waiting for three buses, down to just a single bus and a modest ebike ride to their final destination.

Irrespective of the model variant chosen, the weight is stated as 26 pounds or 12 kilograms. Such a low weight can only be achieved, particularly on an e-bike, with a carbon frame, and the fork is also made of the material.

Is this actually true though? I’m not a mechanical engineer, and while I do know that material properties necessarily influence the realized design, I can’t quite see how swapping out an aluminum or steel frame for a carbon fiber frame is going to save any more than maybe 2-5 kilograms max.

My cursory examination of the popular ebike models suggests the current average weight is around 25 kilogram. I would posit that the higher weight for run-of-the-mill ebikes compared to this €5800 model is more likely due to: 1) overbuilt, stock frame designs in errant anticipation of offroading or hitting potholes faster than an acoustic bicycle would be subject to, 2) a lack of market demand for pushing the weights down, since the motor can compensate for the loss of performance, and 3) if a bicycle of any type is going into the mid four figures, of course it would use premium, lighter components than other cheaper manufacturers.

What I’d love to see is a teardown of a commercially available $2k range ebike to see how much the frame really weighs. The motors and batteries can’t really be reduced without substantial electrical or chemical engineering, but frame design is well within the remit of bike manufacturers, and I think it behooves them to not overbuild the frame. Ebikes deserve to be equally hauled up a flight of stairs, or onto a bus, or just onto a bike stand. And it’s not like acoustic bikes can’t get up to ebike speed going downhill, and their frames generally hold up just fine.

To be clear, I’m mostly talking about conventionally shaped bicycles versus conventionally shaped ebikes. It would be apples to oranges to suggest that a cargo ebike should weigh only as much as an acoustic commuter bike. For a cargo bike, payload capacity is a major consideration and so would warrant an appropriately sized frame. But the weight discrepancy between an equally capable cargo bike and cargo ebike should not exceed that of the motor, battery, and ancillary components.