Tag Archive: fat bikes

  1. When Law-Abiding Companies & Riders Pay the Price: The Wrong Approach to Regulating E-Scooters and Fat Bikes

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    Across Europe, transport ministers seem eager to intervene in the regulation of light electric vehicles (LEVs). The main targets right now are e-scooters and so-called fat bikes.

    A Proven European Framework

    E-bikes with pedal assistance up to 25 km/h and max 250W continuous rated power are excluded from EU Regulation 168/2013. Instead, they fall under the Machinery Directive, with manufacturers demonstrating compliance through European standards like EN 15194 for two-wheeled e-bikes, EN 17406 for e-mountain bikes, and the EN 17860 series for electric cargo bikes. This framework has been in place for decades. Millions of compliant e-bikes have been sold under it without structural safety problems. All EU member states apply the same road rules to these vehicles as to conventional bicycles.

    The very same legislative framework is in place for e-scooters. They are just as well excluded from Regulation 168/2013, therefore under the Machinery Directive and EN 17128 has been developed to assist manufacturers with self-certification.

    Unfortunately, many national policymakers appear poorly informed about this existing European technical legislative framework for these vehicles. Instead of relying on the EU’s common rules, they “reinvent the wheel” by creating national technical approval schemes. Germany and Spain already require type approval for e-scooters, while in the Netherlands the government has been debating a similar system — not just for e-scooters, but even for cargo bikes. By imposing their own national technical and compliance rules, the Member States infringe on the principle of free movement of goods in the Single Market.

    Fat Bikes: Negative Press on Positive Development

    In recent years, the design of the conventional electric bicycle has evolved into new types such as for instance long johns, longtails, as well as fat bikes — e-bikes with fat tires and moped-like frames. For many young people, they’re a stylish, modern alternative to petrol mopeds and a vehicle that makes them enthusiastic about electric bikes. That should be a positive development. Instead, negative press and political panic have turned fat bikes into scapegoats. Nobody seems to realise, or worse, to accept that fat bikes are simply electric bikes with pedal assistance up to 25 km/h and max 250W continuous rated power, excluded from Regulation 168/2013 and thus under the Machinery Directive and EN 15194!

    Dutch parliament is debating special rules for fat bikes, and the city of Enschede even proposed banning them from the city centre. In Belgium, at least one school has banned fat bikes from the school bike parking altogether, while still allowing (ICE!) mopeds.

    Fear Over Facts

    The perception seems to be: if it looks like a moped and has fat tires, it must be illegal. Yes, some fat bikes are illegally tuned above 25 km/h, and some riders behave recklessly. But instead of targeting the offenders, policymakers conclude: ban them all.

    The same logic has been haunting e-scooters for quite a while. Media stories paint all e-scooters as dangerous and antisocial. The media run sensationalist reports — a sad climax being a VRT-reporter claiming that e-scooter riders are “93 times more likely” to be injured than car drivers. Unsurprisingly, transport ministers across Europe are rushing to solve the problems with proposals on things such as helmets, license plates, insurance, and even utterly nonsensical power restrictions.

    Who Gets Hurt?

    The problem is obvious: these measures punish the majority who follow the rules. Law-abiding citizens will face higher costs, more red tape, and fewer mobility options. Those with fewer resources — already suffering transport poverty — will be hit hardest.

    Law-abiding companies that carefully comply with the increasingly complex web of EU technical legislation (Machinery, EMC, RoHS, WEEE, Battery Regulation, RED, LVD, Cybersecurity Act…) will be saddled with even more barriers and fragmented national rules. Meanwhile, the real culprits — companies and users who deliberately ignore the law — will continue largely unchecked.

    The Elephant in the Room: Illegal Imports

    The European Commission itself reported that in 2023, 220,914 e-bikes were imported from China at an average declared value of just €298. This, despite existing anti-dumping and anti-subsidy duties. It is simply impossible to produce a compliant electric bike for under €300. Yet nearly a quarter of a million such e-bikes entered the EU market in one year. Market surveillance authorities failed to act.

    For e-scooters, there are no reliable official data on import volumes or values. However, it can reasonably be assumed that hundreds of thousands of units also enter the EU each year — with some declared values so low that compliance with EU legislation is simply impossible.

    And here lies the hypocrisy: ministers want to crack down on everyday riders with helmets and license plates, while turning a blind eye to the flood of clearly non-compliant vehicles entering the EU.

    A Smarter Way Forward

    Instead of punishing law-abiding users and companies, policymakers should:

    1. Enforce existing EU law against illegal imports and rogue traders.
    2. Support market surveillance authorities so they can verify compliance properly.
    3. Educate citizens — research shows nearly half of Belgians don’t know basic e-scooter rules, like the 16+ age limit.
    4. Focus on real safety issues like road infrastructure quality, not just on blaming vehicles.

    Conclusion

    The current wave of reactionary measures risks undermining sustainable mobility. They threaten those who follow the law, while those who ignore it will carry on as before. Europe does not need more fragmented national rules, helmets, and license plates for compliant LEVs. It needs smarter enforcement, better education, and policies that distinguish between the responsible majority and the irresponsible few.

  2. Research study questions the need for separate legislation on fat bikes

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    Source: Fietsberaad

    A recent study conducted by consultancy DTV, commissioned by the the Dutch Ministry of Infrastructure and Water Management, has concluded that creating a separate vehicle category for fat bikes would be ineffective and impractical. The findings suggest that fat bikes do not warrant distinct legislation, as their defining features are either easy to bypass, not significantly different from electric bicycles, or actually contribute to improved safety.

    The report, titled Fatbikes as a Separate Vehicle Category, was shared with the House of Representatives on 15 January by Minister Barry Madlener. The study was prompted by a motion passed on 11 September advocating for a minimum age and helmet requirement for fat bike riders.

    Challenges in defining a Fat Bike category

    DTV’s research examined whether it would be feasible to legislate fat bikes separately or impose specific regulations on them. To explore this, the consultancy engaged with key stakeholders, including BOVAG, RAI Vereniging, the Cyclists’ Union, the Inspectorate for the Environment and Transport, RDW, SWOV, TNO, the police, and fat bike manufacturers Brekr and Phatfour, both of whom are part of the Safe Fatbikes Covenant.

    One of the primary characteristics considered was tyre width, as fat bikes typically feature wider tyres than standard electric bicycles. However, DTV found that this characteristic could easily be circumvented by manufacturers simply reducing tyre width by 1 mm, rendering any legal distinction meaningless. Additionally, wider tyres were determined to enhance stability and safety, making it illogical to impose stricter regulations based on this feature.

    “For almost all other characteristics of the fat bike, the traffic safety arguments for stricter rules are also lacking, that stricter rules would also affect other bicycles, or that they are easy to circumvent,” stated Hans Godefrooij, a bicycle and safety expert at DTV and lead researcher.

    Identifying the core problem

    The study also questioned whether fat bikes themselves are the source of road safety concerns. According to Godefrooij, many traffic incidents involving bicycles are being wrongly classified as a “fat bike problem,” when in reality, they stem from broader road safety issues that are not specific to fat bikes.

    “Many of road safety problems are now lumped as a “fatbike problem”, while in principle they have nothing to do with the type of bike. Only when we agree with each other exactly what problem we want to solve can we see which measures can best be taken.” adds Godefrooij.

    Need for improved enforcement

    Rather than introducing new fat bike-specific rules, the report highlights the importance of better enforcement of existing laws, particularly regarding tuned electric bicycles, which are already prohibited under Dutch law and classified as unapproved mopeds.

    DTV recommends further data collection on bicycle accidents to analyse risk differences between various bike types, usage patterns, and user demographics. This approach would allow policymakers to make evidence-based decisions on whether additional regulations are needed and, if so, which types of vehicles or users should be targeted.

    Conclusion

    The study ultimately concludes that separating fat bikes into their own legal category would be a misguided approach. Instead, enforcing existing laws and gathering more data on bicycle accidents would be more effective in improving road safety.

    The findings are expected to inform future policy discussions on micromobility regulations in the Netherlands, as the government seeks to balance safety concerns with sustainable urban transport solutions.

  3. Authorities seized 10,500 illegal fat bikes in the Netherlands last year

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    Source: Nieuwsfiets

    The Dutch Public Prosecution Service in the Hague has reported the confiscation of approximately 10,500 illegal fat bikes in 2024, as part of an ongoing crackdown on non-compliant electric bicycles.

    The seized vehicles are currently stored at one of ten designated police storage facilities. In addition to the increase in confiscations, the number of fines issued to individuals operating illegal fat bikes has doubled. To address the growing concerns surrounding these vehicles, law enforcement acquired nearly 250 roller test benches in late 2023. Since these tools were put into operation in the summer of 2024, the number of inspections has risen significantly. Thousands of fat bike owners have been subjected to checks across major Dutch cities such as Amsterdam, Eindhoven, Rotterdam, The Hague, and Utrecht. Inspections have also been conducted in smaller municipalities, including Apeldoorn, Delft, Ede, Goes, Leiden, Haarlem, and Veenendaal.

    Increased penalties for violations

    In the Netherlands, individuals found operating illegal fat bikes or e-bikes face a fine of €310. This penalty applies to bicycles equipped with a throttle, those capable of exceeding speeds of 25 km/h, or those with a motor exceeding 250 watts. Repeat offenders risk having their vehicles confiscated.

    According to police reports, the number of fines issued for non-compliant e-bikes has doubled over the past three years, with violations now numbering in the thousands. Additionally, in the summer of 2024, the Human Environment and Transport Inspectorate (ILT) seized 16,500 unauthorized Chinese fat bikes, particularly in the Port of Rotterdam.

    Authorities continue to monitor and enforce regulations to ensure compliance with safety standards and prevent the use of illegal fat bikes on public roads.

  4. Netherlands report shows astonishing trends in the search for speedy fat bikes.

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    Source: Nieuwsfiets.nu

    The Fatbike Market Monitor 2024 published by Marktdata.nl confirms, once again, that consumers in the Netherlands are searching online en masse for fat bikes with too much motor power, too high a maximum speed, and with a throttle and tuning capacity.

    The report further shows that consumers are increasingly ordering fat bikes directly from China, which do not always meet European safety standards. This, combined with an increasing number of accidents involving fat bikes, seems to inevitably prompt the adoption of measures. Marktdata.nl has analyzed the online search volume for fat bikes over the past four years with regard to the power of the pedal assist motor.

    A significant 61% of individuals are in search of fat bikes capable of reaching speeds of 45 km/h, while 26% prefer those that can hit 50 km/h.

    “Of all searches that have searched for a fat bike with a specific motor power, more than 60% relate to a 750W motor. Another almost a quarter of the search volume relates to a 1,000W motor. Barely 10% of the searches meet the maximum power allowed of 250W,” market researcher Han van Es highlights. “With regard to the search behavior for a fat bike with a certain maximum speed, the analyses can also be called shocking. 61% of searches for a fat bike with a certain maximum speed relate to 45 km/h. In second place is the maximum speed of 50 km/h with a share of 26%.”

    Van Es suggests that there is a glimmer of optimism. Marktdata.nl has employed smart extrapolation techniques to create a projection for the upcoming year. “In addition, the search volume of fat bikes with a maximum speed of 25 km/h has both the strongest relative growth and the strongest relative growth acceleration,” Van Es continues.

    Over 150,000 fat bikes

    According to the Fatbike Market Monitor 2024 f, the term “throttle” related to fat bikes has been searched on Google in the Netherlands over 1,900 times monthly on average over the last four years. Meanwhile, the term “tuning” garnered an average of more than 1,200 searches each month. “The exact number of fat bikes in the Netherlands is not clear, but their popularity is increasing rapidly, especially among young people. The growth is partly driven by the ease with which fat bikes can be tuned, which can lead to higher speeds and therefore an increased risk of accidents,” says Van Es. “VeiligheidNL [The Dutch Consumer Safety Institute] and other organizations are seeing a sharp increase in the number of accidents involving fat bikes. It remains difficult to find out exact figures, partly due to a lack of registration and control. We estimate the number of fat bikes in the Netherlands to be at least more than 150,000 units.”

    AliExpress ranks as one of the top searched brands and companies in the fat bike market.

    Van Es highlights the dangers associated with low-cost models, frequently imported from China, which may not consistently adhere to European safety regulations. “The regulations and enforcement surrounding fat bikes are still in their infancy, which makes it difficult to paint a complete picture of the total amount in the Netherlands,” says Van Es. “While other types of bicycles in the Netherlands are usually searched for by the well-known brands and Dutch purchasing channels, Marktdata.nl notes that, in the online search behaviour of consumers, numerous Chinese and other Asian parties that supply directly play a significant role.”

    Consider not only Chinese brands like the Ouxi V8 but also sales platforms like AliExpress and Alibaba. This year, AliExpress ranks as the eighth most searched brand and company in the fat bike market, while the Ouxi V8 holds the top spot.

    The Fatbike Market Monitor 2024 is a 35-page research report in A4 format, which provides insight into the orientation and interest of Dutch consumers with regard to fat bikes and their developments over the past four years. With the help of big data from the Google search engine, the market in terms of providers and brands has also been mapped. In addition, the report provides expected trends and developments for the coming year using intelligent extrapolation. Find out more here.

  5. The Netherlands’ House of Representatives seeks to legislate for electric fat-bike riders

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    Source: NieuwsFiets.nu

    The House of Representatives of the Netherlands recently passed several motions aimed at addressing the issues posed by fat bikes and enhancing the safety of young e-bikers.

    Key measures include setting a minimum age of 14 for riders and mandating helmet use for fat bikes. These decisions contradict the advice of Minister Barry Madlener, who had cautioned against such motions due to concerns over their legal viability.

    Despite Madlener’s previous hesitations, the House is urging him to consider the proposed age limit and helmet requirement for fat bikes. A motion put forth by parties VVD and NSC to explore these regulations received majority support, and it is anticipated that the Senate will also back these initiatives. Madlener’s primary concern lies in the legal differentiation between fat bikes and other types of e-bikes. He worries that manufacturers might alter their designs to evade compliance with the new regulations, resulting in a “cat-and-mouse game” that complicates the establishment of specific rules for fat bikes.

    It remains uncertain whether the minister will heed the House’s requests. Previously, he stated that creating a legal distinction was impractical and suggested implementing uniform regulations for all electric bicycles. However, the House of Representatives rejected this approach.

    Additionally, the House has approved a motion empowering the police to verify whether fat bikes are properly registered by accessing their electronic systems, which would aid in enforcing the new regulations.

    Here’s how the House of Representatives cast their votes:

    1. Motion NSC/CDA (Olger van Dijk/Vedder) proposed that the government explore the feasibility of implementing a type approval system for all electric bicycles equipped with pedal assistance, potentially establishing a quality mark. This motion was APPROVED by the House of Representatives.

    2. Motion VVD/NSC (Veltman/Olger van Dijk) called for the government to set a minimum age of 14 years and mandate helmet use specifically for fat bikes, with a request to update the House of Representatives on this matter before the Christmas break. This motion was APPROVED by the House of Representatives.

    3. Motion VVD/CDA (Veltman/Vedder) sought to empower the police to access the menu of fat bikes during inspections, enabling them to identify violations and impose penalties on the spot. This motion was APPROVED by the House of Representatives.

    4. Motion GL/PvdA & D66 (de Hoop/Bamenga) urged the government to assess the possibility of extending a registration requirement to all motorized road traffic, including e-bikes, fat bikes, and other current or future vehicles on public roads. This motion was REJECTED by the House of Representatives.

    5. Motion BBB (van der Plas) requested the government to explore the potential use of geofencing in the Netherlands to enhance road safety in public areas. This motion was APPROVED by the House of Representatives.

  6. ILT aims to put an end to the sale of non-compliant fat bikes through authorised trade channels.

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    THE HAGUE – The Human Environment and Transport Inspectorate (ILT) has confiscated over 16,500 fat bikes and is now aiming to halt their sale through official retail channels.

    Source: NieuwsFiets

    These illegal mopeds originate from various Chinese manufacturers, and the ILT has successfully blocked their import at the port of Rotterdam. Additionally, around 1,000 uninspected mopeds were seized from a Dutch distributor’s warehouses.

    This action is part of an ongoing investigation that the ILT has been conducting since July. Once the investigation concludes, the case will be handed over to the Public Prosecutor’s office. Consumers often mistakenly believe they are purchasing e-bikes, when in reality, they are acquiring mopeds.

    The Inspectorate cautions that an unapproved moped cannot simply be transformed into a legal electric bicycle through a software update or a button press. “The fat bikes that exceed speed limits typically possess a motor that is too powerful and other moped-like features. Their performance is artificially restricted, leading consumers to think they are buying an electric bicycle, when it is actually a moped (fat bike),” the ILT stated in a press release. Sellers or users can easily alter the fat bike’s settings using a code or an app, allowing speeds to soar between 35 to 45 km/h. “The frame, brakes, and tires are not designed or tested for such high speeds,” the ILT warns. “This creates hazardous situations with a significant risk of accidents and injuries.”

    Bicycle or Moped?

    A fat bike doesn’t fall into a distinct legal category; it merely describes a two-wheeled vehicle with certain external features, such as wide tires. Often, it’s challenging to distinguish between an electric bicycle and a moped just by looking at it. The classification of the vehicle hinges on its technical specifications.

    There are specific legal requirements for mopeds, including type approval, license plates, third-party insurance, and the necessity for a helmet and a driver’s license for those aged 16 and older. The ILT points out a common issue: “A fat bike marketed as an electric bike may actually qualify as a moped based on its technical specs and performance.”

    If a fat bike exceeds speeds of 25 km/h, it is classified as a moped. This can happen if the user or provider modifies the bike to surpass that speed, such as by entering a code in a menu, which allows the pedal assistance to continue beyond 25 km/h. Additionally, if the vehicle has a power output exceeding 250 watts, it also falls into the moped category.