Which is why I said my error in making that careless response.
However, I only know what BEBA and some trade members have said in the past on this matter of opposition and you could check if you were interested.
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However, I only know what BEBA and some trade members have said in the past on this matter of opposition and you could check if you were interested.
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C
Cyclezee
Guest
Hi Yamdude
It's the MCIA in particular. They are saying if a throttle is allowed on an EAPC, without the need for a rider to wear a helmet etc etc. They want the same for low powered IC mopeds.
As Flecc points out, they have seen a massive decline in scooter sales and regard throttle controlled EAPCs as another nail in the coffin.
Representatives of the MCIA (Motor Cycle Industry Association) were present at our BAGB EBG (Bicycle Association of Great Britain Electric Bike Group) meeting last week. On most points they are very supportive of EAPCs and are helping with technical support and public affairs. The MCIA and BAGB have worked together in harmony for many decades. The advent of EAPCs has bought the two organisations close together again for obvious reasons. Although we don't agree on all points, we both feel working as a team helps us to understand each other and the needs of our customers.
Until last week the MCIA were anti any kind of throttle control on an EAPC. At our meeting on Thursday, they did not openly object to our interpretation of the new regulations, allowing the throttle to be used in very specific circumstances. A real break through.
Best regards, David
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So they're basically just comparing Ebikes to mopeds then.
What do they mean with low powered moped ?..... Because mopeds aren't the same as an Ebike when they can do 30 mph. An Ebike that does 30 mph would have the same legal restrictions of a moped.
I guess that now we have 4 stroke motors instead of 2 stroke because of emission laws that they will be building light 49 cc four strokes that will be limited to 25 kph/15 mph and they will fit pedals to help along in hills like back in the day. They will be lobbying for bicycle helmets on these and maybe even use on bicycle paths.
This is a good thing for 25 kph 1000W low speed moped class pedelecs which would also be allowed full speed throttle logically.
This is a good thing for 25 kph 1000W low speed moped class pedelecs which would also be allowed full speed throttle logically.
Here this is true, but they are probably also concerned about the spreading S class, already in Germany, Switzerland, The Netherlands, Belgium and soon France as well. These are e-bikes and have made huge inroads into moped sales elsewhere, little wonder since with the same 45kph allowed they don't have the same legal restrictions. For example, cycle helmet allowed, small number plate, no VED, no driving licence of any sort so no CBT like training or test. In some countries they even have some access to off road facilities.
Standing in their shoes I'd see e-bikes (pedelecs with throttles) as the thin edge of the wedge, a step towards the S class introduction, and indeed some elements of our pedelec trade have been pushing for the S class in the UK.
However its good news that some harmony on the subject is appearing and the MCIA are working with cycling and pedelec interests with regard to throttles.
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I would like to point out that in Belgium, they have class of petrol moped limited to 25kph, insurance and helmet compulsory, no driving licence, tax or number plate.
It's actually the EU wide Low Powered Moped class that we also have in the UK, but with different local regulation.
Such things as helmets, insurance, registration and licencing are issues that member countries can decide for themselves within their own borders, since they are rider issues. The EU dictates on the machines construction and EU wide use, as they do with pedelecs.
Britain being Britain, we tend to legislate on the very restrictive side.
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Yes - it's helpful to see that difference: across the EU, one set of Classes of vehicle, then individual states with their own Rules on how each may be used locally.
25th February, 2015 in Electric bike news
IVS (International Vehicle Standards), the DFT division responsible for vehicle safety, has today confirmed that although ‘twist and gos’ – electric bikes capable of being powered by a throttle – will require type approval from 2016, those with power cutting out at 15.5mph will “not be considered motor vehicles and will not therefore require registration, tax, insurance and rider licensing”, said a spokesman to Pedelecs this afernoon.
Confirmation of the updated legislation’s treatment of e-bikes with a throttle has been anticipated by the industry for many weeks, since the Electrically Assisted Pedal Cycles (Amendment) Regulations 2015” were announced in January.
As expected, the legislation is not being applied retrospectively; ‘grandfather rights’ are explained by the IVS as: “Legislation will not be applied retrospectively and therefore cycles with ‘twist and go’ used before 1 January 2016 will not be mandated to undergo any Type Approval processes. “
The requirement for type approval falls to overarching EU legislation for two and three wheeled vehicles, namely 168/2013.
2016 will therefore see type approval for the category of ‘powered cycles’ which include ‘twist and go’ EAPCs. The Department of Transport has told Pedelecs: “It is our understanding that twist and go cycles are classed as L1eA, provided of course they meet all the relevant criteria from that category.” The L1e-A powered cycle sub-classification criteria defined in Annex 1 of EU 168/2013 is as follows:
– cycles designed to pedal equipped with an auxiliary propulsion with the primary aim to aid pedalling and
– output of auxiliary propulsion is cut off at a vehicle speed ≤ 25km/h and
– maximum continuous rated or net power ≤ 1000w and
– a powered 3- or 4-wheel cycle complying with the above [supplemental specific sub-classification criteria] is classified as being technically equivalent to a 2-wheel L1e-A. (Any other vehicle outside of this classification falls into the ‘2-wheel moped’, L1e-B.)
IVS state “there is a staggered set of dates for each category to obtain type approval and these can be found in the annexes to the regulation.”
Type approval can either be obtained by a vehicle manufacturer approving in volume (the UK type approval authority is the Vehicle Certification Agency) or by an individual seeking a Motorcycle Single Vehicle Approval, conducted by the Driver and Vehicle Standards Agency (DVSA).
David Miall, of the FreeGo Wisper Group, believes the cost of type approval will prove prohibitive for companies selling smaller volumes, he told Pedelecs: “Smaller companies selling smaller numbers of e-bikes will not be able to afford type approval. We will go ahead and cover. It will probably add about £15 to a bike. We will amortise the cost over our annual production.”
As part of the 6th April amends to EAPC legislation, ‘marking’ or manufacturer’s plates, will also require the plate to show the maximum assisted cut-off speed, in addition to the existing requirements of manufacturer, battery voltage and maximum continuous rated power.
Other amends to the Electrically Assisted Pedal Cycle legislation are an increase in the motor power permitted (200W to 250W), an amendment to maximum assisted cut-off speed (15mph to 15.5 mph), removal of the weight limits and the inclusion of cycles with more than three wheels.
IVS also clarified: “There is no change to the law with regards to age, that remains in place, no person under the age of 14 may ride an EAPC.”
IVS (International Vehicle Standards), the DFT division responsible for vehicle safety, has today confirmed that although ‘twist and gos’ – electric bikes capable of being powered by a throttle – will require type approval from 2016, those with power cutting out at 15.5mph will “not be considered motor vehicles and will not therefore require registration, tax, insurance and rider licensing”, said a spokesman to Pedelecs this afernoon.
Confirmation of the updated legislation’s treatment of e-bikes with a throttle has been anticipated by the industry for many weeks, since the Electrically Assisted Pedal Cycles (Amendment) Regulations 2015” were announced in January.
As expected, the legislation is not being applied retrospectively; ‘grandfather rights’ are explained by the IVS as: “Legislation will not be applied retrospectively and therefore cycles with ‘twist and go’ used before 1 January 2016 will not be mandated to undergo any Type Approval processes. “
The requirement for type approval falls to overarching EU legislation for two and three wheeled vehicles, namely 168/2013.
2016 will therefore see type approval for the category of ‘powered cycles’ which include ‘twist and go’ EAPCs. The Department of Transport has told Pedelecs: “It is our understanding that twist and go cycles are classed as L1eA, provided of course they meet all the relevant criteria from that category.” The L1e-A powered cycle sub-classification criteria defined in Annex 1 of EU 168/2013 is as follows:
– cycles designed to pedal equipped with an auxiliary propulsion with the primary aim to aid pedalling and
– output of auxiliary propulsion is cut off at a vehicle speed ≤ 25km/h and
– maximum continuous rated or net power ≤ 1000w and
– a powered 3- or 4-wheel cycle complying with the above [supplemental specific sub-classification criteria] is classified as being technically equivalent to a 2-wheel L1e-A. (Any other vehicle outside of this classification falls into the ‘2-wheel moped’, L1e-B.)
IVS state “there is a staggered set of dates for each category to obtain type approval and these can be found in the annexes to the regulation.”
Type approval can either be obtained by a vehicle manufacturer approving in volume (the UK type approval authority is the Vehicle Certification Agency) or by an individual seeking a Motorcycle Single Vehicle Approval, conducted by the Driver and Vehicle Standards Agency (DVSA).
David Miall, of the FreeGo Wisper Group, believes the cost of type approval will prove prohibitive for companies selling smaller volumes, he told Pedelecs: “Smaller companies selling smaller numbers of e-bikes will not be able to afford type approval. We will go ahead and cover. It will probably add about £15 to a bike. We will amortise the cost over our annual production.”
As part of the 6th April amends to EAPC legislation, ‘marking’ or manufacturer’s plates, will also require the plate to show the maximum assisted cut-off speed, in addition to the existing requirements of manufacturer, battery voltage and maximum continuous rated power.
Other amends to the Electrically Assisted Pedal Cycle legislation are an increase in the motor power permitted (200W to 250W), an amendment to maximum assisted cut-off speed (15mph to 15.5 mph), removal of the weight limits and the inclusion of cycles with more than three wheels.
IVS also clarified: “There is no change to the law with regards to age, that remains in place, no person under the age of 14 may ride an EAPC.”
The Germans are pretty succesful..from China 48.5% anti dumping duty on normal bikes and 22% on ally wheels,that is on top of the normal tarif duties.
Surprised we are not screaming for 200% on steel but maybe that is political,we want them to finance HS2 and nuclear power,hehe....
KudosDave
But Germany not alone in this of course. The Dutch who have an all-important cycle industry plus the two largest groups, Accell and Pon Holdings, are very willing to help impose these stiff barriers. Italy, Spain and France aren't averse to agreeing too, since they have strong bike and component interests.
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I belatedly realised this question hadn't been answered.
The EU wide Low Powered Moped class has long existed and has the same assist speed restriction as pedelecs, 25 kph (15.5 mph). They are somewhat bicycle in nature and have up to 1000 watts rating permitted, can have throttle control but are subject to all the moped rules. M/C helmet, registration and number plate, third party insurance, driving licence with CBT and test, MOT tests, no use of cycle paths.
The MCIA case is that since pedelecs have the same assist speed and suffer none of those restrictions, why can't low powered mopeds have at least some of those benefits. Very understandable.
Under the new type approval regulations being introduced over the next year, the Low Powered Moped class becomes class L1e-A, while full speed 45kph e-mopeds become L1e-B. At the same time the driving licence groups change. The Moped group P becomes group AM, and the low powered L1e-A have a new licence introduced, group Q.
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