The week in eBikes: Thumbs down for 500W, throttle and eBike licences

The consultation on changing electric bike regulations in the UK has concluded with a boost for the status quo – and likely the relief of much of the British cycling industry and those that supply it.

Last year the government opened proposals to amend the maximum continuous power output of eBike (EAPC – electrically assisted pedal cycle) electric motor from 250 watts to 500 watts. It also proposed to allow ‘twist and go’ EAPCs to have throttle assistance up to 15.5mph (25km/h) without the need for type approval.

The consultation has ended with both proposals turned down after the government found “the majority of main stakeholder organisations were opposed to the proposals.”

It added: “We recognise that the proposals could provide benefits to some individuals and organisations. However, there is a lack of evidence to support this.

“As a result, the government will not continue with the proposals at this time.”

This time last year at iceBike* 2024, CIN recalls seeing the colour drain out of the face of at least one industry exec while chatting about the 500W proposal, which was largely judged to have ‘come out of nowhere’. Indeed, there is still an element of mystery about who set this particular consultation into motion in the first place – or rather which company (s) suggested it. Aside from that mystery, the consultation has chosen to avoid heaping further disruption on an industry that could do without any more at the moment, it could be argued.

There’s an arguably compelling argument for ecargobikes to be an exception to rules governing standard eBikes/EAPCs/electric bikes, but these do not appear to have swayed the jury on this occasion.

…and no change for eBike registration, taxation and insurance

There was further news/no news this week when the government decided once again in favour of the eBike status quo in the UK, regarding registration, taxation and insurance.

While taxation and licence plates for bicycles have been a perennial favourite proposal for a particular brand of MP, the government has issued a set of statutory rules for riding an eBike and spelled out that you “do not need a licence to ride an EAPC and it does not need to be registered, taxed or insured”, adding that riders must be 14 or over.

The government laid out how it defines an electric bike/EAPC: It must have pedals that can be used to propel it and it can have more than 2 wheels, for example a tricycle. It can be propelled up to 15.5mph without pedalling but only if it’s been approved. Its electric motor must have a ‘continuous rated power’ output of no more than 250 watts (not 500W – see above) and must not be able to propel the bike when it’s travelling at more than 15.5 miles per hour (mph).

It added that EAPC markings must show the continuous rated power output and the bike manufacturer as well as the battery’s voltage and the maximum speed the motor can propel the bike, the latter points might see some changes to markings for manufacturers to contend with. EAPC’s can be ridden on cycle paths and anywhere else pedal bikes are allowed – and not pavements. If your electric bike does not meet the EAPC rules then it’s classed as a motorcycle or moped – a salient point for any journalists looking to run a piece on eBikes. Just to hammer that point home, a bike is not an EAPC if it:

• can be propelled at more than 15.5 miles per hour (mph) by the motor
• has a continuous rated power output higher than 250 watts
• does not have pedals that can propel it

eBike battery safety: 3/4 fires were conversion kits

The UK government – or more precisely, the Office for Product Safety and Standards (OPSS) – has also published new independent research into the safety of eBike and escooter lithium-ion batteries, chargers and eBike conversion kits. The OPSS commissioned Warwick Manufacturing Group (WMG) to produce the research to improve Government’s evidence base on the risks associated with unsafe eBike and escooter batteries and chargers, following a rise in the number of fires related to these products.

It’s a fascinating and detailed document with a number of findings, including that the majority of PLEV (Personal Light Electric Vehicle) fires (over 75%) were conversion kits, rather than OEM-made eBikes (note: it was only possible to ascertain if fires related to OEM or conversion kits for only 56% of incidents). That’s likely to be seen as a key finding, but there’s plenty more to dig into and digest for the industry.