Uber may have seen the future of New York transportation — but right now, it looks like a tiny, battery-powered bicycle startup.

The ride-sharing giant jolted tech investors last month when it ponied up nearly $200 million for Jump, a Brooklyn-based outfit that operates about 425 electric bikes in San Francisco and Washington, DC.

The deal will help Uber go beyond “just being about car sharing and car hailing to really helping the consumer get from A to B in the most affordable, most dependable, most convenient way,” Uber chief executive Dara Khosrowshahi said.

But for the foreseeable future in New York City, Jump’s hometown and Uber’s most crucial market worldwide, those consumers will be limited to the outer boroughs.

That’s because Citi Bike and its 12,000 regular old foot-powered bikes have the exclusive right through 2029 to serve most of Manhattan and select parts of Brooklyn and Queens.

The heavy red bikes, which weigh in at 70 pounds, are coming amid mounting frustration over Citi Bike’s costly docking stations that eliminate already scarce parking spaces, creep into traffic lanes and take months to install.

Jump, meanwhile, is part of a new wave of powered bikes and scooters that investors increasingly see as a credible alternative to cars worldwide.

“If New Yorkers want the best possible product and innovation, having one solution is not the way to get that,” Jump CEO Ryan Rzepecki told The Post.

Still, Rzepecki didn’t hint how Uber and its famously aggressive tactics might help Jump encroach on Citi Bike’s turf, or when.

Last week, Mayor Bill de Blasio announced a program for “dockless” bikes that are locked or tethered to poles and regular bike racks. Beginning in July, a dozen startups including Jump will roll out a total of 200 bikes on a trial basis. The pilot will be limited to Coney Island, the Rockaways, the Bronx and Staten Island’s North Shore.

Despite the far-flung venues, competition could be fierce. Jump — distinctive for its “pedal assist” bikes, which can accelerate smoothly by pushing on the pedals — will be going head to head against players like Silicon Valley-based LimeBike, which raised $70 million in February.

“There are parts of eastern Queens that are more dense than anywhere else in the country,” Rzepecki said. “I can see this scaling to 50,000 bikes easily in the next three to five years.”

Indeed, large swaths of Brooklyn, including the gentrifying ’hoods of Crown Heights, Bushwick and Bedford-Stuyvesant, look like fair game for dockless bikes. Areas of Queens, including Sunnyside, Jackson Heights and Flushing, also aren’t covered by Citi Bike.

Rzepecki hopes Jump can ease the pain during the coming “L-pocalypse,” when the MTA’s L train connecting Williamsburg to Manhattan shuts down in April 2019 for more than a year of repairs.

City officials do, too. “Clarifying the framework of pedal-assist bicycles creates additional modes of transportation for all New Yorkers, especially those underserved by transit and those looking for new commuting options during the closure of the L train tunnel,” according to a spokesperson at the city’s Department of Transportation.

Ben Moosher, a 24-year-old Bushwick resident who commutes to Manhattan for a job in ad sales, said he’s open to using one of Jump’s pedal-assisted bikes to reach an L train alternative next year.

“I’m fairly confident that the MTA will find a way to botch the shutdown, so I’m more than open to any and all commuting options,” he said.