Tag Archive: ebikes

  1. UK Bicycle Association urges implementation of E-bike Action Plan

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    Source: Cycling Industry News

    The UK’s Bicycle Association (BA) has published a comprehensive E-bike Action Plan for the government, which aims to tackle the thorny topic of fires which are attributed to unsafe e-bike batteries.

    The plan takes care to emphasise strongly that these fires are mainly caused by unsafe or incompatible products which have been sourced from poorly-regulated online marketplaces; this is in contrast to standards-compliant, safe e-bike products which are handled and sold by many of BA’s member retailers. The plan also highlights that the “gig economy” of delivery riders is one of the main catalysts in the demand for the unsafe products, and calls for reform of this sector.

    The BA outlines three key actions required of Government:

    • Stop unsafe imports, particularly those reaching consumers directly via poorly regulated online marketplaces
    • Reform of the “gig economy” delivery sector, which drives demand for unsafe e-bike conversion kits, batteries and chargers, and incentivises the “tuning” or de-restriction of legal e-bikes 
    • Close legal loopholes which permit the legal sale of non-road-legal e-bikes and conversion kits

    BA Executive Director, Steve Garidis, said:

    “Even the safest, fully legal e-bikes are being seriously reputationally damaged by association with fires in unsafe products completely beyond the UK industry’s control. The legitimate e-bike category in the UK is at serious risk as a result. E-bike sales have fallen significantly in recent years, in stark contrast to the worldwide trend, as users face repeated headlines about e-bike dangers, and consequent blanket restrictions on access and insurance.

    Companies in the legitimate UK cycle industry take full legal responsibility for the safety of the products they supply. We think it’s high time that the online marketplaces and gig economy delivery companies take on that same responsibility, and that sales of non-road-legal e-bikes are banned.”

    The plan also highlights that the UK cycling industry is already proactively helping consumers and other stakeholders (including premises managers and transport operators) to distinguish between reputable, safe e-bikes and high-risk products. Steps taken include:

    • Setting up a voluntary “BA register of safety-audited e-bike brands”, enabling consumers identify reputable brands
    • Establishing the “E-bike Positive Responsible Retailer Pledge” to identify shops committed the safe supply and repair of e-bikes and associated components
    • Publishing consumer guidance to assist in buying and charging safely
    • Engaging actively with key stakeholders including government, transport authorities, public transport operators and organisations, the insurance and underwriter industries, international standards development bodies, fire and rescue services, safety charities and more

    The E-bike Action Plan can be downloaded here.

  2. London boroughs encourage cargo bike adoption

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    Source: Brixton Buzz, Richmond Council

    In the London areas of Brixton and Richmond, initiatives are underway to promote cargo bike use among families and businesses, offering accessible, sustainable transport alternatives tailored to different community needs.

    Last week, Brixton hosted the Cargos & Cakes event, drawing families, local leaders—and even dogs—for a friendly and informative gathering focused on using cargo bikes for everyday tasks like the school run. Organized by the charity Solve The School Run, the event served as both a social meet-up and an educational platform for families curious about making the switch to cargo bikes.

    “It’s a big investment, and you want to ensure that it’s the right decision, so it’s great to be able to ask all those questions to other families, living similar lives to you,” said Annabel, a local parent, who came to the event.

    To make cargo bikes more accessible, the organization provides a variety of models at its events. Many families have taken advantage of the Peddle My Wheels Try Before You Buy scheme, which allows monthly payments to ease the cost of ownership. Additionally, the OurBike initiative offers a community cargo bike that can be hired for just £3 per hour, enabling families to experience the benefits without a large upfront commitment.

    Richmond extends scheme to local businesses

    In nearby Richmond, the council is supporting businesses through its Good Move Scheme, which enables local enterprises to trial cargo bikes before making a purchase. The scheme allows businesses to test cargo bikes for tasks such as local deliveries or commuting between work sites. Following the trial, participants have the option to buy the bike at a discounted rate, continue renting it, or return it without penalty.

    To further raise awareness, the council is hosting the Richmond Cargo Bike Fair on 15th June. The event will offer test rides, educational sessions on maintenance and safety, and expert guidance from local retailers and cycling specialists.

    As London continues to promote active and sustainable transport, initiatives like those in Brixton and Richmond illustrate how targeted community engagement and flexible trial schemes can make cargo biking more accessible. By supporting both families and businesses with practical programs and public events, these boroughs are helping to pave the way for broader adoption of low-emission transport solutions across the city.

  3. Calls grow for more child-friendly mobility in German cities

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    Source: Pedeles and eBikes

    A recent report from the Clean Cities Network reveals that, in comparison to other European cities, German cities are lagging behind in creating child-friendly mobility environments.

    While some initiatives, such as school streets, have been implemented, truly safe routes remain scarce with key features like 30 km/h speed limits and dedicated bike lanes still uncommon across much of the country. In contrast, cities like Paris, London, and Helsinki have made significant progress.

    From May 5 to 25, tens of thousands are expected to join nationwide and European demonstrations during the “Roads Are for Everyone” action weeks. These will include Kidical Mass bike rides, school street initiatives, and bicycle buses — all aimed at making streets safer and more accessible for children, ultimately improving quality of life for everyone.

    Simone Kraus, Spokeswoman for the Kidical Mass Action Alliance says “We are not making absurd demands. For years, we have been focusing on a traffic turnaround with the child standard: school streets, 30 km/h, safe cycle paths. This is a win for all generations! It’s great that the study proves exactly this connection with data. Now it is time for German cities to learn from European role models, show the courage to change and finally get started!”.

    Calls for change in improving child-friendly mobility settings

    Jens Müller, Deputy Director of the Clean Cities Network states, “Children who move a lot are happier, healthier and learn more easily at school. Safe routes to school should therefore be the norm in every city. Our neighboring countries show how this can be done. Anyone walking through Paris today, for example, hardly recognizes the city. Above all thanks to school streets, safe speed limits and protected cycle paths, which can also be implemented quickly and without great costs elsewhere.”

    There are calls for leaders at all levels to prioritize child-friendly mobility, with the 2024 amendment to the Road Traffic Regulations being expected to bring more flexibility to German municipalities.

    Supporting this push, the 2025 City Ranking on Child-Friendly Mobility evaluates 36 European cities based on child-centric transport planning, using criteria from the EU Commission and UNICEF. These include the percentage of primary schools with school streets, roads with 30 km/h speed limits, and the availability of safe cycling infrastructure.

    Among German cities, Munich ranked 12th, Berlin 15th, Cologne 17th, and Hamburg 18th — results that highlight considerable room for improvement. Paris currently leads the ranking, with London boasting the highest number of school streets near primary schools, and Helsinki setting an example with its extensive network of protected bike lanes.

    The latest findings underscore both the progress made and the challenges that remain in advancing child-friendly mobility across Europe. While cities like Paris, London, and Helsinki are setting strong examples, German cities have room for improvement. With upcoming regulatory changes and increased attention on the issue through events like “Roads Are for Everyone,” there is potential for municipalities to take further steps in prioritizing safe and sustainable mobility for children.

  4. Henk Doombas retires from AZ-Import

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    Source: Nieuwsfiets

    The departing account manager passed the torch to successor Serwin van Dijk at LEVA-EU member AZ-Import.

    Henk Doornbos said his goodbyes to the Trenergy team recently to enjoy a well-deserved retirement. Doornbos has been with AZ Import for almost a decade and has been an active member of the industry for over 25 years.

    Starting out at the warehouse racks of AGU, Doombas has enojoyed a long and successful career in the cycling industry, including work with The Dutch Bicycle Corporation, Multicycle and BSP. Doornbos joined AZ-Import in February 2017 and represented the growing Trenergy brand until April 2025. Doornbos says. “I’ve always felt like a fish in water here, because it’s a very friendly company, with a nice Trenergy collection, with which you can easily ride around the country. You just walk in to dealers with nice bikes. That’s how I was able to build up a dealer network in those eight years, which is now being taken over by Serwin.“

    In the period that Doornbos started selling Trenergy, the brand was less prominent than it is today, but the Northern account manager never had any problems with that. “Because I had a lot of experience with dealers, as a result of my previous work, I had built up a reputation with many entrepreneurs. When I go somewhere, I always keep my appointments. That is much more important than being a smooth salesman,” says Doornbos. “Those entrepreneurs in the bicycle industry have a memory like an elephant, you don’t want to know that. If you have a good reputation, you can really sell something with a good bike and a good story.“

    Doornbos is planning to cycle more in his retirement. “My current bike, a Trenergy Jetset, is four years old and has about 17,000 kilometers on it. I live in the Groningen countryside, where you can find exceptionally beautiful nature. I enjoy it every day, if the weather is nice of course. That gives me a satisfied feeling. And if you can stay a little healthy, it’s all good.“

    In his last two weeks, Doornbos took his successor Serwin van Dijk into his Trenergy dealer network. Van Dijk joined the Trenergy team in March, previously owning a Fietserz Hardenberg for almost 9.5 years and dealing Multicycles. “I’ve seen quite a few sides of the industry, but what I really enjoy is being on the shop floor with dealers and working with products to build customer relationships,” says Van Dijk. “I know what our role is, from Trenergy, to ensure that a dealer can work well with this and that you also provide it at home, if necessary.”

    The transfer from Doornbos to Van Dijk was completed a few weeks ago. Van Dijk is looking forward to helping AZ-Import and the Trenengy brand grow.

    “Henk of course had a lot of baggage on the road. I certainly have a background in the bicycle industry, but not his baggage. I do feel that with the experience I have had as an entrepreneur myself, I can easily connect with the dealer. You just have to do what you say and say what you do. That is the basis. In addition, we have beautiful electric bicycles with a good price-quality ratio and various systems. There is a beautiful e-bike for everyone. Enough opportunity.“

  5. UK government rejects proposed e-bike regulation changes amid industry opposition

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    Source: Cycling Industry News

    The recent consultation period on changing two key areas of e-bike regulations in the UK has come to a close, with no change to the 250W power output limit, or to allow ‘twist and go’ throttle assistance up to 15.5mph (25km/h) without the need for type approval.

    In early 2024, the UK government initiated a consultation proposing significant changes to e-bike regulations, including increasing the maximum continuous motor power from 250W to 500W, and permitting throttle assistance up to 15.5 mph without the need for pedalling. These proposals were met with substantial opposition from key industry bodies, notably the Bicycle Association (BA) and the Association of Cycle Traders (ACT).

    Industry concerns

    The BA and ACT outlined several concerns regarding the proposed changes:

    Unnecessary Alteration: They argued that the existing regulations function effectively, with ample potential for market growth as evidenced in other countries. They emphasised that enhancing e-bike adoption would be better achieved through improved cycling infrastructure and financial incentives to address affordability, rather than altering technical specifications.

    Safety and Regulatory Risks: The organisations highlighted that increasing motor power and allowing throttle use without pedalling could blur the distinction between e-bikes and mopeds. This shift might lead to calls for moped-like regulations, such as mandatory insurance, registration, and helmet use, potentially diminishing the appeal of e-bikes. Additionally, there were concerns about the safety implications of more powerful and heavier e-bikes sharing cycle lanes.

    Inappropriate Approach: The BA and ACT contended that the proposals did not offer a sustainable framework for emerging micromobility options. They have advocated for the introduction of new vehicle categories, like 500W throttle-assisted e-bikes or e-scooters, under a comprehensive Low-speed Zero Emission Vehicle (LZEV) framework, leaving the current Electrically Assisted Pedal Cycle (EAPC) regulations largely unchanged.

    Following the consultation, the government acknowledged the concerns raised by these stakeholders and decided not to proceed with the proposed changes. As a result, the existing e-bike regulations remain in effect, maintaining the classification of e-bikes as bicycles rather than mopeds, and preserving their associated regulatory benefits.

  6. LEVA-EU Calls on European Union to Review Community Interest Test in EU Trade Defence Measures

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    LEVA-EU, the leading trade association advocating for the light electric vehicle (LEV) sector, is calling on the European Commission to review the Community interest test in EU trade defence measures, following the example of the UK’s economic interest test implemented post Brexit.

    This call comes as concerns persist that the Community interest test, in its current form, is overly focused on protecting EU producers, often neglecting the broader impact on importing and other businesses, retailers, and consumers—particularly regarding finished consumer products. These concerns were first recognised by the European Commission in its 2006 communication on trade defence instruments, which was meant to initiate a dialogue on the issue. Unfortunately, that dialogue did not lead to any meaningful reform. LEVA-EU believes it is now time to revive that discussion and reassess the role of the Community interest test in shaping EU trade policy.

    “The European Commission itself raised the need for a broader approach to trade defence measures almost 20 years ago,” said Annick Roetynck, Managing Director at LEVA-EU. “However, no concrete results followed, and the concerns identified in 2006 remain just as relevant today. The introduction of the economic interest test in the UK demonstrates how trade defence measures can be assessed in a more balanced and transparent way. The EU should take this as an opportunity to revisit and improve its own approach.”

    Under the current EU framework, trade defence measures such as anti-dumping and countervailing duties are primarily designed to safeguard domestic manufacturers against unfair competition. However, the Community interest test, which is meant to ensure that such measures also align with the broader interests of the EU economy, is often applied in a way that prioritises the interests of EU producers over those of the wider market.

    The UK’s economic interest test was applied in the review that resulted in the recent decision to revoke measures against e-bike imports from China. The Trade Remedies Authority concluded: “Overall, extending the existing measure is very likely to lead to a significant overall welfare loss of between £1.7m to £79.0m per year. The average impact across all scenarios is £31.1m per year. The highest benefits for UK producers occur in the scenarios with the highest costs to importers/retailers and consumers, and there are no scenarios in which extending the measure would have a positive impact.”

    This economic interest test provides a valuable example of how trade measures can be assessed with greater consideration for their impact on the entire supply chain, including importers, distributors, retailers, and consumers. The outcome of that assessment clearly shows that similar concerns should be addressed in the EU, particularly in relation to trade defence measures affecting bicycles, e-bikes, and especially essential bicycle components from China.

    Annick Roetynck continues: “We urge the European Commission to reassess the Community interest test in light of the UK’s approach and to restart the discussion it initiated in 2006. The EU must ensure that its trade defence instruments are applied in a way that truly reflects the interests of the entire market, rather than disproportionately favouring one group of stakeholders.”

    LEVA-EU will continue to engage with policymakers, industry stakeholders, and trade experts to push for this much-needed review of EU trade defence policy.

  7. LEVA-EU Calls for Strengthened Market Surveillance + Removal of Duties on Bike Components in Response to EU Decision on Chinese E-Bikes

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    The European Commission has decided to extend the anti-dumping and countervailing measures against imports of electric bicycles from China for another five years. This decision follows an expiry review investigation and aligns with expectations. The remaining imports of electric bicycles from China predominantly consist of extremely low-cost products. For LEVA-EU, this provides strong grounds to call for significantly enhanced market surveillance.

    Three Key Reasons Behind the Decision to Extend Measures
    The European Commission extended the measures based on the following findings:

    1. Continuation of Subsidisation
      The Commission claims that the investigation confirmed that Chinese electric bicycle producers continue to benefit from substantial subsidies, including preferential loans, tax exemptions, and government-supported provision of essential components such as engines and batteries at below-market prices. These subsidies create unfair competition within the EU market.
    2. Likelihood of Recurrence of Injury
      According to the Commission, evidence demonstrated that removing the duties would likely lead to a resurgence of harm to the EU’s electric bicycle industry. The potential influx of low-priced, subsidised imports could jeopardise the sustainability of EU producers and employment in the sector.
    3. Union Interest
      The Commission also believes that retaining the measures aligns with the EU’s broader economic and strategic goals, including advancing the green and digital transitions. Safeguarding the domestic electric bicycle industry allegedly supports innovation and sustainable transportation solutions within the EU.

    Current Trade Measures: A Double-Edged Sword
    While the expiry review concluded that repealing the measures would likely result in a surge of dumped imports, LEVA-EU contends that these measures inadvertently facilitate the entry of extremely low-cost electric bicycles that cannot realistically comply with EU technical regulations. This poses safety risks, as evidenced by several accidents, including a fatality, caused by non-compliant products.

    During the review period, nearly 221,000 Chinese electric bicycles were imported at an average price of €298. For comparison, e-bikes imported from Vietnam averaged €790, while those from Taiwan reached €1,393! LEVA-EU questions how Chinese e-bikes priced so low can adhere to stringent EU requirements, such as testing according to EU standards, maintaining technical files, CE-labeling, appointing authorised representatives and organising end-of-life battery collection.

    Market Surveillance and Compliance Gaps
    LEVA-EU highlights the proliferation of non-compliant electric bicycles, mostly models with motor assistance exceeding 25 km/h. In the Netherlands, inspections led to confiscation of thousands of illegal e-bikes, though not before a fatal accident occurred. Similar problems persist across the EU, often worsened by online sales channels.

    Adding to the complexity is the potential circumvention of trade measures. Millions of vehicles under HS code 8711 60 90 90 are imported annually, raising concerns about the misclassification of electric bicycles to evade duties. There are no duties on products under this code.

    Challenges with Component Duties
    LEVA-EU also underscores the ongoing major difficulties caused by dumping duties on conventional bicycle components. These duties are subject to complex exemption processes, and European production capacity for components remains insufficient to meet demand. Many EU assemblers therefore have no other option but to buy components in China. Meanwhile, customs authorities disproportionately concentrate their efforts on inspecting and frequently taking an overly aggressive stance against EU assemblers. This approach generates significant legal uncertainty, further exacerbating compliance challenges for businesses.

    A Call to Action: Prioritise Market Surveillance and Remove Barriers
    LEVA-EU urges the European Commission to reallocate resources from trade defense measures to implementing robust market surveillance mechanisms. To achieve this, the dumping duties on bicycle components must be abolished without delay. Ensuring the effective enforcement of technical regulations is essential to stop the influx of low-quality, non-compliant products into the EU market. Additionally, LEVA-EU strongly advocates for the removal of duties on bicycle components to reduce obstacles for assemblers, foster growth, and encourage innovation in the European electric cycle sector.

    “Robust market surveillance, not trade defence, is the only sustainable way forward,” says Annick Roetynck, Managing Director of LEVA-EU. “By addressing these critical issues, the EU can support a thriving and competitive electric cycle industry while ensuring safety and compliance for consumers.”

  8. Over 40 e-bike brands choose Bafang’s GVT technology

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    Source: Nieuwsfiets

    E-bike systems manufacturer and LEVA-EU member Bafang has seen an enthusiastic uptake of its Gear, Variable, Transmission (GVT) technology platform and automatic gear hub since their launch at China Cycle in 2021

    The launch of Bafang’s GVT technology came after years of meticulous R&D. “This technology takes the e-bike shifting experience to a new level with precise automatic shifting mechanisms and advanced transmission control, resulting in seamless and smooth gear changes that integrate the rider and e-bike as one, turning a concept into a reality,” said Zou Bin, Chief Designer of Bafang’s GVT. “Products with GVT technology are belt drive friendly and offer a high degree of integration, allowing for more design possibilities for e-bikes.”

    The manufacturer reports that over 40 brands have chosen to install the GVT system in their products. Rudi Leusink, CEO of the Dutch e-bike brand iMove, said, “Our First Lady and President models are equipped with the automatic Bafang H700 shifting system. For those who are looking for an eBike, we strongly recommend a test ride to experience a different shifting feeling.”

    Enhanced durability

    According to Zou Bin, GVT alleviates the common maintenance issues and durability concerns associated with existing shifting systems. “It is also a further step towards extending the overall lifespan of e-bikes. In the past three years, we have launched the automatic hub motor and automatic gear hub series, both of which have received positive feedback from various markets.”

    iMove’s Rudi Leusink added, “Automatic internal shifting does not require the array of components required by external shifting systems. This fits perfectly with our design style: clean and classic, while being effective in avoiding performance impacts caused by weather, dirt or external wear, making it hassle-free for users.”

    An example product is the H700 is an automatic two-speed rear-wheel drive system. During riding, the bike automatically and efficiently shifts gears based on the bike’s speed, keeping the cadence in the zone that best suits the rider. “Compared to manual shifting, automatic shifting offers a simpler choice for cyclists, especially in busy urban areas where they can focus more on the road than on the gear shifter,” said Yingzhe Wang, Head of R&D at Bafang.

    Bafang’s design philosophy for the GVT is to simplify commuting by providing riders with a new riding and shifting experience. It can also be found in mid-motor drivetrain systems combined with automatic shifting hubs, such as the M210 mid-drive system combined with the G300A 3-speed automatic shifting hub.

    Addressing e-bike gear switching challenges

    In the e-bike industry, the shifting performance of high-power e-bikes is a regular concern; thanks to the high output power, traditional external shifting systems face increased risk of damage. To address this, Bafang developed the GVT automatic shifting hub motor series, including H700, H710 and H720, with power ranges from 250W to 1000W. In addition, the G500A 5-speed automatic gear hub released in 2024 offers a torque of up to 200Nm, effectively addressing the shifting difficulties in high-power mid-motor drive systems, especially for cargo bikes with high loading capacities, providing riders with more reliable performance. “GVT was launched three years ago, and since then, more than 40 e-bike brands worldwide have integrated our GVT products in the urban, touring, cargo and fat eBike categories,” said Yingzhe Wang. “Without the need for shifting cables or external cassettes, you will find more folding bikes and city bike equipped with GVT series products. Looking ahead, we will continue to explore more possibilities on this platform.“

  9. Increasing popularity sees 453,219 e-bikes sold in the Netherlands in 2023

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    Source: Nieuws Fiets

    Rising popularity of electrified two-wheelers in the Netherlands continues.

    The number of bicycles, mopeds, and motorcycles in the Netherlands is steadily increasing. With a fleet totalling 26.2 million two-wheelers, the Dutch population increasingly views these vehicles as practical and affordable transport solutions.

    The number of bicycles has grown from 22.3 to 24.1 million since 2010, with bicycle use also rising significantly. In 2023, people in the Netherlands cycled a collective total of 19.1 billion kilometres, an average of 1,065 km per person. Ten years ago, this was 902 km per person. The rise in kilometres travelled is linked to the growing use of electric bicycles, which allow people to cover greater distances. These figures are drawn from the latest edition of ‘Mobility in Figures Two-Wheelers 2024,’ published by the RAI Association and BOVAG.

    Strong demand for e-bikes keeps 2023 sales stable

    Of the 804,101 new bicycles purchased last year, 56% were e-bikes, with 453,219 units sold. The increased share of e-bikes raised the average purchase price in 2023 to €1,815, a two percent increase over 2022. The high demand for e-bikes and their elevated average price maintained overall turnover in the bicycle market in 2023, even though the number of bicycles sold dropped slightly by six percent. Notably, the Netherlands, alongside Germany and France, leads the European e-bike sales market.

    Decline in moped sales as motorcycle popularity soars

    The introduction of the helmet requirement for moped riders in 2023 clearly impacted sales, leading to a decline. However, electrification within the moped and scooter market has continued to accelerate, with nearly 35,000 new mopeds and scooters sold in 2023, 42.4% of which were fully electric.

    Motorcycle sales reached a new peak, growing by 13% to 17,472 machines – the highest level since 2000. The 800,000th motorcycle was registered in 2023, marking a record high for the Dutch motorcycle fleet. Motorcycling is especially gaining traction among younger people, with a 30% increase in new motorcycle sales in the 18-25 age group. This popularity is further reflected in the growing number of motorcycle licenses obtained, particularly within the youngest age bracket (18 to 20 years).