Early figures for 2015 showed speed pedelec sales to be surging ahead in Europe. While legislation aligning UK electric bike law with Europe’s has only this year come into force, elsewhere in the European Union legislation is turning to support the use of speed pedelecs – electric bikes capable of assisting to 28mph (45km/hr) – on the back of rising sales and interest in higher-powered and higher-speed electric bikes.
Here in the UK, the electric bike market is still considered to be in its infancy, growing, but lacking the cycling culture and infrastructure seen in other parts of Europe. As such, electric bike use on the continent leads the way, perhaps offering an insight into future trends here.
The industry body for bicycles and automotives in The Netherlands, RAI, attributes a 4% increase in moped category sales in early 2015 to be entirely attributable to speed pedelecs, which are classed as mopeds by their law.
Sparta, Riese & Muller and Stromer all reported marked increases in s-pedelec units sold in the first quarter of this year in The Netherlands. RAI reports 2,191 speed pedelecs sold with vehicle registration from January to July this year. The same industry body reported earlier this year that more than 21 percent of all new bikes sold in the country was an e-bike, with market share continuing to grow each year.
The Netherlands sold 223,000 electric bikes during 2014 and are reportedly planning inter-city 45km/hr e-bike highways.
Over in Germany, the European leader in terms of e-bike units sold, the country’s’ ‘two-wheeler’ industry association, ZIV, reports that around 480,000 e-bikes sold last year, an increase of 17% on the previous year. The industry’s report attributes growth to a younger audience, changes in transport behaviour and evolving technology.
Of the 480,000 electric bikes sold, a spokesperson for ZIV told Pedelecs that approximately 5% were speed pedelecs.
German transport authorities, who already permit the use of speed pedelecs on roads, are also now supportive of the use of fast e-bikes on cycle paths, with the Transport Minister planning an amendment to current law to allow their use on safer, off-road cycle paths. ZIV said: “The administration used to not allow s-pedelecs to use bicycle tracks but recently announced a [planned] change in the law to let communities open those tracks individually for e-bikes and s-pedelecs. We assume that this will mainly be implemented outside of localities to get the bikes off the federal highways to protect them from cars.”
The general public still has a mixed perception of s-pedelecs in Germany however. ZIV explained: “Traditional cyclists see s-pedelecs not as bicycles but more as mopeds or small motorcycles. Car drivers see them as cyclists.”
In Germany the law restricts assistance to 45 km/hr (28mph) on s-pedelecs, Riders are legally required to wear an “appropriate helmet”; they also need to insure the bike and place a specific insurance plate at the back, which is registered and can identify the owner.
ZIV is campaigning for improved cycle infrastructure in Germany to protect increasing numbers of e-cyclists travelling further distances and more often. They carried out research to see if e-cyclists were exposed to any risks over and above ordinary cyclists. Concerns were voiced that some senior, or less able, citizens may struggle to handle the technology and speed; elsewhere it was suggested other road users might struggle to judge speeds an e-bike was travelling at. The industry association stated a ‘clear position’ on a 25km/hr limited e-bike: “The average speed is only around 2 km/h higher than [an ordinary] bike. The motor support is mainly used to achieve similar speeds as the ordinary bicycle, but with less physical effort.
With the increasing take-up of s-pedelecs however, similar data has yet to be recorded. ZIV says: “Looking into the future, it is difficult to say where s-pedelecs will be going. Acceptance by the public and legal decisions will be responsible for further development. Wearing a helmet is a barrier for using such transport and was, amongst other things, responsible for the decline of using mopeds in Germany.”
Over in the USA, Larry Pizzi, Senior Vice President of Accell North America, heads up the e-bike committee of America’s BPSA (Bicycle Product Suppliers’ Association.) which has chaired a debate on how to improve the acceptance of electric bikes in America. The central theme has been clarification of the laws governing the use and categorization of e-bikes, which differ from state to state.
In Michigan for instance, electric bikes are defined as ‘mopeds’, requiring licence and registration. Travelling speed must be no higher than 25mph and they are not allowed on ‘shared use paths’ or trails.
Conversely, Iowa has a more relaxed approach; here an electric bike can be ridden anywhere a normal bicycle can, with no registration required since its definition is that of a ‘bicycle’.
While a ‘Low Speed Electric Bicycle’ was originally defined by law as having ‘a motor of less of than 750w that can propel a rider of 170lbs up to 20mph on a paved level surface’, regulators faced problems with applying the law to throttles and speed pedelecs.
Pizzi explained to Pedelecs: “What we learned during a 2014 attempt to attain equal access privileges for LSEBs on bicycle infrastructure, [was that] many bicycle advocacy groups and local interest groups voiced appropriate concerns about a number of things, including speed pedelecs on multi-use paths and a throttle e-bike on a natural surface trail. When we heard these concerns, it became obvious that we needed to classify within the LSEB definition if we were to make progress on access. This is how the class structure idea began, simply in an attempt to address the objections heard by our own cycling community and the various local interest groups.”
Such confusion on classification and operation is considered a barrier to growth of the e-bike sector. Pizzi and his associates are therefore campaigning for clearer, consistent classifications with clear rules of the use of e-bikes within each state. As such, a 3-tier classification system is currently sitting on the Governor’s desk in California awaiting his signature to sign it into law. Pizzi says: “He has until October 11 to act. We remain optimistic that he will sign.”
The bill defines a Class 1 e-bike as a pedelec, Class 2 e-bikes are those with throttles. Both classes are limited to a top assisted speed of 20 mph but are allowed to go wherever ordinary cycles are permitted with no helmet required. Class 3 are for speed pedelecs, which are assisted up to 28mph and limited to roadways, selected bike routes and protected cycle lanes adjacent to roadways. Helmets are mandatory, and speed pedelec riders have to be at least 16 years old.
“The bill is great for consumers — no more confusion about where you can or can’t ride your e-bike, better commuting options, more options for family transportation,” says Pizzi. Furthermore, it will “help retailers because they’ll be able to more easily explain where e-bikes can be ridden. By increasing access for e-bikes, the bill should also boost demand for them”
Similar to UK plating requirements, US manufacturers will be required to apply a permanent label on all e-bikes identifying their classification, top assisted speed and motor wattage – if Jerry Brown signs the bill.
‘Range anxiety’ and the cost of electric bike components is also on the BPSA’s radar as a deterrent to potential purchasers, who in response are pledging to support the US Dept of Energy’s R&D in the ambitious pursuit of reducing battery production costs by 75%, while also reducing battery sizes and weights by half.
While the BPSA have not yet publicly stated how the use of each class will be policed, the classification system is being welcomed by the industry.
Over in the UK, s-pedelecs is the debate that isn’t going away.
Anecdotal evidence in the UK suggests there is demand for higher speeds, which is being met by the sale of dongles to derestrict speeds on 250w motor e-bikes, as well as sales of higher-power bikes. Electric bikes meeting the requirements of the EAPC rules are regulated by their use on UK roads, as opposed to at the point of sale.
S-pedelecs allow commuters to travel longer distances in less time. French company, Cyclable, argue that s-pedelecs allow “better integration in the traffic flow through superior speed” as well as inclusivity for all when it comes to club and group cycling out on longer journeys.
While speed pedelecs can currently, in theory, be registered and insured in the UK, that process hasn’t always proved easy if comments on the Pedelecs forum are taken into account. With type approval classification fitting into the ‘moped’ category, s-pedelecs appear to be the square peg fitting into a round hole.
The laws governing electric bikes are essentially based on the fact that an electrically assisted pedal cycle is capable of reaching speeds comparative to an ordinary cycle. There is no middle ground between an EAPC (electrically assisted pedal cycle) and a ‘moped’.
Under EU law coming into force in January 2017 and governing type approval, speed pedelecs across Europe will be classified as L1e-b, a ‘moped’ requiring class type approval, registration, number plate and insurance. With regard throttles, technically, there isn’t currently a category allowing an ‘open throttle’ on speed pedelecs.
While type approval certifies products safe for their ‘type’, legislation governing usage is down to each country; covering areas like driving licence required (such as the AM class and the training and tests associated with that), head protection and where the bike can be ridden.
As one member of the Pedelecs forum put it: “Basically this means the only way that current s-class e-bikes are permitted is if a national government passes law specifically permitting them in their own country. Germany did that long ago, The Netherlands has followed and France intend it from January 2017, but each have their own differing rules. It’s clear that the type approval regulations both old and intended new don’t at present match what S class e-bikes actually are.”
The UK e-bike market extends to those who either do not hold, or may have lost, their driving licence for example, providing a cost-effective means of transport.
The practicalities – and some would argue safety of – wearing a standard, full-face motorcycle-compliant helmet, usually weighing over a kilogram while riding a bike, also needs to be considered.
German helmet company, Cratoni, recently launched a speed pedelec helmet, currently compliant with motorcycle helmet safety standards, but lighter in weight to cater for those that believe head protection required to ride an electric bike and a moped aren’t comparable. One e-bike rider questions: “It can’t be more dangerous to ride an s-pedelec at 45 kph than to ride a racing bike downhill at over 100kph, as do even amateur racers. A bike helmet should be good enough to do the job in both cases.”
That e-biker also said the ideal use for a speed pedelec is “getting from one city to another – I would keep a 250W pedelec for getting about in town… and going fishing”.
Which brings us to considering where a speed pedelec should be ridden. At present 250w electric bikes can be ridden anywhere ordinary cycles can go, including cycle paths and forestry land for instance, which are of course also open to people and people walking their dogs. Should s-pedelecs be restricted to roads or should they be allowed on some, designated cycle paths in line with Germany’s intended stance? What about Sustrans routes?
Has our UK market matured to the point where we should be looking at introducing a new class for speed pedelecs, acknowledging and legally defining them as a separate class of electric bike? A ‘pigeon hole’ that the DVLA and insurers would recognise, giving retailers the option to more easily sell s-pedelecs already registered with the DVLA.
Is it time to introduce an ‘s-class’ for speed pedelecs in the UK?
We will shortly be running a survey to ask what Pedelecs readers think about s-pedelecs in the UK. Have you managed to successfully register a speed pedelec for road use in the UK? Does a 250w/15.5mph e-bike deliver all that is needed to the mass market from an e-bike? Or should the authorities look at introducing a separate s-class of electric bike – and if so, what usage rules should be in place? We’ll be announcing the survey shortly.
Editor’s note:
California Gov. Jerry Brown has signed into law the bill that ensures electric bikes are treated like traditional bicycles instead of mopeds. The law becomes effective from 1 January 2016.
