The UK Parliament is initiating an inquiry into e-bike safety, with particular attention given to the role of the gig economy in encouraging the modification of electric bikes and the use of potentially hazardous upgrade kits that may pose thermal risks.
The All-Party Parliamentary Group for Cycling & Walking (APPGCW) is now soliciting evidence from a range of stakeholders. These include industry professionals, delivery riders with relevant experience, advocacy organisations, policy experts, emergency services, and other concerned parties.
Fabian Hamilton MP, Chair of the APPGCW, noted the potential of e-bikes to contribute to a more sustainable and equitable transport system. However, he expressed concern that this potential could be compromised by the proliferation of low-quality imported conversion kits. He highlighted the pressures experienced by gig economy workers, who may resort to using unregulated or unsafe equipment to enhance their earnings. In some cases, these products may constitute illegally modified motorcycles rather than compliant e-bikes, which could harm the reputation of legitimate e-bike manufacturers.
Public perception has also been affected by media reports that may have misrepresented the root causes of fire risks associated with electric bikes. This has led to actions such as landlords and building managers restricting e-bike storage and use, and Transport for London banning e-bikes from its services. Additionally, some insurers have begun to deny coverage to bike shops, despite most shops not selling the types of kits linked to thermal incidents. This has raised concerns about the impact on independent retailers, which have not been responsible for distributing dangerous components.
Specialist e-bike insurers have indicated that, based on their data, e-bike fire risks are minimal, suggesting that media narratives may have contributed disproportionately to public alarm.
The inquiry aims to clarify the scope of the issue, explore its implications for the cycling industry and public safety, and identify practical responses. It also presents an opportunity to reassess public understanding of electric bikes amid industry challenges that have included shop closures and job losses.
Cycling in the City of London – the UK capital city’s financial district, also known as the Square Mile – has risen by over 50% in the past two years, based on official traffic counts.
In October 2024, an average of 139,000 people cycled daily across 30 monitored locations, compared to 89,000 in 2022. The City of London Corporation reported that this increase represents the most significant rise in cycling numbers since data collection began in 1999.
According to the Corporation, cyclists now make up 56% of all traffic during peak commuting hours. Additionally, dockless bicycles now comprise approximately one in six bikes on City of London streets.
This shift in transport patterns has led the City of London Corporation to meet three major traffic and environmental targets ahead of the original 2030 schedule. Since 2017, cycling has increased by 70% – surpassing the initial goal of a 50% increase by 2030. Over the same period, motor traffic has decreased by 34% (exceeding the 25% reduction target), and freight traffic has dropped by 21% (surpassing the 15% goal).
The Corporation also noted improvements in air quality. Chairman of the planning and transportation committee, Shravan Joshi, stated that the number of locations exceeding nitrogen dioxide limits has declined from 15 in 2019 to two in the most recent data.
Lithium-ion batteries used in rental e-bikes across the UK are increasingly being targeted by thieves. Several TikTok videos have surfaced showing individuals how to remove the glued-on battery cases, which are later sold online or repurposed to convert traditional bicycles into electric bikes using conversion kits.
Zag Daily’s Editor, Ben Hubbard, told The Times that battery theft has become a more “organised and calculated” issue for micromobility providers in recent years. “The cells are highly valuable,” he said. “Operators need reporting on battery theft to lead to convictions so people don’t think it’s a free-for-all.” Despite this, successful prosecutions remain rare.
The financial impact on operators can be significant. In Liverpool, micromobility company Voi reported losses exceeding £500,000 after 700 e-scooter batteries were stolen two years ago. In London, Forest experiences an average of 10 battery thefts per month, retrieving roughly half.
Battery theft reduces the number of available vehicles, affecting overall fleet utilisation and operational efficiency.
To combat theft, operators are adopting various preventative measures. These include placing security stickers on bikes, locating parking zones in well-lit, CCTV-monitored areas, and installing trackers inside batteries. French battery manufacturer Gouach has trialled a geolocation system that detects unusual battery movements. Their batteries also include cryptographic chips, which prevent them from functioning in non-affiliated vehicles.
Forest stated that their batteries are intentionally difficult to access. They are encased in a thick adhesive that hardens into a cake-like substance, which protects the cells and reduces the risk of fire.
Some companies have explored more aggressive deterrents. Irish operator Zeus considered using dye packs that would stain thieves, though the idea was ultimately rejected due to safety concerns during routine battery swaps.
UK-based operator Beryl reports fewer issues with theft, attributing this to its integrated battery design. “our batteries are designed to be robust and are very difficult to break into should they ever be stolen. The cells are encased in a thick glue which forms a cake-like substance which means they are hard to access and protects the cells against a fire.” said Tom White, Beryl’s Micromobility Planner. He added that the company also uses CCTV footage to support monitoring and theft prevention efforts.
A cross-party parliamentary group of the UK government is advocating for a reform of the salary sacrifice legislation that underpins the Cycle to Work scheme, aiming to eliminate longstanding inequalities embedded in the current system.
The All-Party Parliamentary Group for Cycling and Walking (APPGCW) has published its findings and recommendations in the Active Travel and Social Justice Report.
Who currently misses out?
As it stands, the Cycle to Work scheme is only accessible to those in PAYE employment earning above the minimum wage. This inherently excludes some of the people who could benefit most – such as low-income earners, the self-employed, retirees, and the unemployed.
Although cycling remains one of the most cost-effective modes of transport both upfront and in the long term, the scheme fails to support the groups who might rely on it the most. Research by Sustrans highlights that 19% of low-income individuals are deterred from cycling due to the expense of purchasing a bicycle or e-bike.
Moreover, the scheme’s financial benefits scale with income – meaning the more you earn, the more you save – prompting long-standing criticism over its inequitable nature.
What changes are being proposed?
Labour MP Fabian Hamilton is leading the push within government for a legislative overhaul.
Hamilton, who co-chairs the APPGCW, stated:“Walking, wheeling, and cycling should be available to everyone, but right now, too many people are excluded. If we are serious about increasing active travel, we must address the systemic barriers that prevent millions from participating. This report provides clear, actionable solutions to make active travel truly inclusive. We will be working hard in Parliament to push for change.”
With the launch of the APPGCW’s new report, the group intends to meet with ministers and ensure the issue is included in the Parliamentary agenda.
Cycle for Health: A new vision
The updated proposal may see the scheme renamed Cycle for Health, with a wider-reaching remit. The suggested reforms include:
Subsidies for e-cycles aimed at low-income individuals
Recognition of adapted bicycles as mobility aids under the Motability scheme
Expansion of affordable cycle hire programmes
A cap on fees for cycle hangar storage
In light of recent government cuts to disability support, there’s an added focus on ensuring improved access to pedal-assisted mobility devices, especially as these may help disabled people return to work. Critics argue that reducing support without providing viable transport alternatives for disabled people is counterproductive.
The barriers faced by disabled individuals
The report emphasises that disabled people are at heightened risk of poverty and face significant obstacles to fair employment and pay.
It states: “As such, the cost of acquiring mobility aids, including adapted cycles, becomes prohibitive, especially where purchasing or repairing adapted cycles is much more expensive than standard ones. Sustrans’ Disabled Citizens’ Inquiry found that 16% of disabled people cannot access adequate mobility aids to walk or wheel (the figure rises to 27% for non-white disabled people).”
Though electric bikes and tricycles tailored to disabled users can be expensive, they offer life-changing mobility solutions. However, the current Cycle to Work scheme does little to assist, given that many people are ineligible and that adapted cycles often exceed the scheme’s cost cap. Furthermore, accessible hire options and secure storage for adapted cycles remain severely limited.
The overarching aim is to ensure that any revised scheme caters to those with disabilities, improving access to e-mobility for those who arguably need it the most.
Additional proposals beyond the scheme
While reforming the Cycle to Work scheme is a key element of the report, the parliamentary group has tabled a number of additional proposals aimed at improving inclusive transport more broadly:
Pavement parking: Urging the government to advance its pavement parking legislation by responding to public consultation and making pavement parking a civil offence. This would empower local authorities to enforce penalties and ensure pavements are accessible for disabled people, parents with prams, and other pedestrians.
Cycle training: Making cycle training universally available, with consistent funding and instructors representing a wide range of communities.
Inclusive infrastructure: Establishing inclusive design standards as a legal minimum to meet mobility needs for all.
Removing barriers: Setting targets to eliminate restrictive barriers on public cycleways, footpaths, parks, and other spaces. This would especially benefit cargo bike users, while also tightening enforcement against anti-social motorcycle use.
Grassroots support: Providing sustained funding to local authorities to support community organisations that promote inclusive transport solutions.
The UK’s ongoing e-scooter trial has been extended once again, until May 2026, amid growing evidence that the vehicles may be making roads safer for cyclists. Originally launched in 2020 for a one-year period, the UK’s Department for Transport (DfT) initiative has now seen four extensions, as officials continue to assess the implications of legalising e-scooters nationwide.
One of the most significant developments in the debate comes from the University of Bristol, where researchers have found that the introduction of shared e-scooter schemes appears to reduce the risk of cycling collisions. The study, funded by the National Institute for Health and Care Research, analysed police data from 2015 to 2023 and revealed a 20% decline in bicycle-related collisions in areas where e-scooter trials are active.
Study findings
The findings suggest that e-scooters may enhance safety on urban roads, possibly due to a “safety in numbers” effect. According to the researchers, the presence of more vulnerable road users—including cyclists and e-scooter riders—could lead to increased caution among drivers.
“Although there have been similar findings from previous studies, this is the first natural experiment to look at micromobility ‘safety in numbers’. It gives stronger evidence than we have had before. Combining cycle and e-scooter collisions together did not change the results. This suggests that the reduction in bicycle collisions did not come at the cost of more e-scooter collisions,” says a spokesperson from the University of Bristol.
Stakeholder perspectives
The study has been welcomed by active travel advocates in Bristol. Brian O’Kelly, manager of Bristol Road Club, commented that motorists tend to adjust their behaviour when more cyclists and e-scooters are visible. Zoe Banks Gross, founder of East Bristol Kidical Mass, said the findings reinforce the case for dedicated micromobility infrastructure, such as segregated lanes and protected road space.
Despite this positive research, concerns remain. Critics of the trial cite ongoing issues such as injuries sustained by e-scooter riders, fire risks associated with lithium-ion batteries, and the problem of pavement clutter, which can pose hazards to visually impaired pedestrians. These concerns are among the reasons why some trial areas have opted out, either due to local opposition or operational challenges faced by e-scooter providers.
Current road law of e-scooters in the UK
Currently, only rental e-scooters within authorised trial zones are legal to use on public roads in the UK. Privately owned e-scooters remain banned on roads, pavements, and cycle paths. The DfT is yet to make a final decision on their broader legalisation, with several options on the table—from a complete ban to introducing new regulations for private ownership akin to those governing mopeds.
As the trial continues, researchers and policymakers alike will be watching closely to determine whether e-scooters could form a safe, sustainable component of the UK’s future transport landscape.
On February 25, the UK government announced the roll-out of £120 million of additional funding to help speed up electric vehicle uptake, including the retention of a £500 grant against new electric motorcycles.
The funding is part of a larger scheme to support the shift towards zero-emissions transport before the planned phase-out of internal combustion engine (ICE) car and van sales by 2030. However, many in the motorcycle industry are concerned about the lack of certainty around any planned phase-out for ICE two-wheelers.
“It is really important that the inertia and uncertainty that’s regarding our role in transport across policy currently is ended,” said Neil Fletcher, Chair of the Motorcycle Industry Association (MCIA) during its annual Industry Conference in February.
The MCIA’s figures show that registrations of electric motorbikes were down by 15.9% across February 2025 compared to the same month in 2024, with just 299 registered in the first two months of the year. This is despite a plug-in grant which means that battery-powered motorcycles priced up to £10,000 are eligible for 35% off, up to a maximum value of £500, and mopeds up to the value of £150.
Co-founder of electric motorbike brand Maeving Motorcycles, Will Stirrup, spoke to MCN: “For me, really, the key thing is missed opportunity. Getting more people onto electric two wheelers in urban environments [would be] significantly more environmentally friendly from a carbon production perspective than an electric car – just because of the smaller batteries.”
He continued, “More Government support would be really helpful in increasing uptake, but the products should speak for themselves. The attitude of most major motorcycle companies going ‘the technology is too far away’ well who’s going to change that? That needs to be you. We look at 2030 and absolutely plan on having a product that is equivalent or superior to an internal combustion engine, high-power bike, and we’re tiny.”
Dale Robinson, the UK Country Manager of US electric motorbike brand Zero Motorcycles, urged for more commitment from the government, claiming a lack of fixed phase-out dates and a previous scaling back of subsidies has sent out the wrong message. “We can go back to December 2021 when the Government announced that the £1500 subsidy for premium electric motorcycles was about to disappear, and we can chart the slowdown of sales from that point. The reason for it isn’t just affordability, it was more to do with the message that it sent – as it contradicted the fact that electric was the future.” From his viewpoint as a representative of a more premium brand that would not be eligible for the plug-in grant, he added that he would like to see electric motorbikes more readily available on company salary sacrifice schemes.
Increased charging costs of electric motorcycles were highlighted by Alec Sharp, Director of dealership English Electric Motor Co. “If they could charge up out and about at what they used to be able to – which was about a third of the cost – that would make a big difference for a lot of people.”
The UK cycling trade’s association, the Bicycle Association (BA), has forecast a return to growth in the cycling market in 2025, following a slower rate of decline in 2024.
At its annual members conference in Birmingham, England, on March 12, BA members received insights on how the market performed last year, with sales declining by 2% compared to 2023, continuing the post-COVID downturn that began in the latter half of 2021. However, a positive sign emerged as the annual rate of decline eased in 2024, with market performance stabilizing in the second half of the year after a difficult start.
Key findings from the Bicycle Association market report
John Worthington, from the BA’s data and insights team, presented key findings from the organization’s latest 60-page market analysis report:
Mechanical Bicycle Sales: Volumes fell by 4%, bringing the total estimated market volume down to approximately 1.45 million units in 2024, marking the lowest level in the 21st century.
E-Bike Market: Despite a 5% decline in sales, largely due to heavy discounting, e-bike volumes reached an estimated 146,000 units, accounting for 9% of total bike sales.
Children’s Cycling Trends: While cycling participation among children aged 5-16 stabilized at 21% (according to Sport England), it remains 6 percentage points lower than in 2018-2019. Sales of children’s bikes continued to decline, now roughly one-third lower than pre-COVID levels.
Performance of Enthusiast Bicycles: Higher-end road and mountain bike sales showed year-over-year growth despite the overall market downturn.
Bike Journeys vs. Bike Sharing: While overall bike journeys dropped below 2019 levels, bike-sharing services saw strong performance.
PAC and Service Market Performance: Parts, accessories, and clothing (PAC) sales declined by 2% in volume but increased by 3% in value, particularly driven by strong sales in turbo trainers and indoor cycling equipment. Services, including bicycle maintenance and repair, were the strongest-performing segment, with volume and value rising by 7% and 5%, respectively.
UK market outlook for 2025
Despite ongoing macroeconomic challenges, the BA anticipates a gradual market recovery in 2025. Forecasts predict a 2% growth in bike sales, a 3% increase in PAC sales, and a 3% rise in services. However, e-bike sales are expected to decline further by 1%.
Simon Irons, BA’s Data & Insights Director, remarked, “This report is a challenging read. The post-Covid overstocking, and associated heavy discounting levels in the market, persist and our industry still has a real challenge to restore margins and increase value. The continued decline in kids’ cycling participation and kids’ bike sales is particularly concerning, given these are our cyclists of the future.”
BA’s expansion and market data initiatives
The BA’s Market Data Annual Report draws from various sources, including its Market Data Service, which tracks approximately 70% of UK cycling retailers by volume. The full report is freely available to Market Data subscribers, with a summary provided to all BA members.
Additionally, the BA has secured European Commission grant funding to expand its Market Data Service into Germany in collaboration with the German cycling trade association. The funding will also support the development of new software tools to benefit BA members and subscribers.
LEVA-EU member Bafang has announced that they’ve entered into a service agency agreement with EMCB to enhance the growth of the e-bike market across the UK.
Under the terms of the agreement, EMCB will manage dealer services in the UK for bike brands that have signed dealer service contracts with them. EMCB will offer daily consultations, repairs, and sell spare parts. Bafang says that due to the wide range of product combinations, priority will be given to brands that implement the complete Bafang system to ensure top-notch service quality.
Mike Wen, the service director of Bafang, said: “This cooperation is an important move for Bafang to root in the UK market. By cooperating with EMCB, an experienced eBike motor service company, we will be able to provide services to UK dealers more efficiently.”
“Bafang is a well-known brand that has been specializing in eBike drive systems for over 20 years, we are very pleased to begin this exciting cooperation, and looking forward to being able to support Bafang’s growth in the UK market” – Pete Collard, Head of EMCB.
Bafang has said they are committed to developing and delivering first-rate drive systems and services for electric bicycles. The company has built a service network across the Netherlands, Germany, France, Italy, Denmark, Poland, the United States, and China, and is now expanding its reach to the UK, enhancing the localization of its services.
EMCB is a sister company to eBike Motor Centre, a repair service centre that focuses on out-of-warranty services for a range of eBike motor brands. Drawing on its deep expertise in the eBike motor industry, EMCB is set to offer warranty services to OEM manufacturers and their dealerships across the UK.
The UK government is prioritizing efforts to address the risks associated with fires involving e-bikes and e-scooters, particularly those stemming from poorly designed lithium-ion batteries.
According to a letter shared with Cycling Industry News (CIN) by the Office for Product Safety and Standards (OPSS), the government emphasizes the dangers posed by substandard batteries and distinguishing between legal and illegal e-bikes.
The letter includes an overview of e-bike battery safety guidelines and recommendations for businesses involved in the repair, modification, and conversion of e-bikes and e-scooters, including bike shops, workshops, and mobile mechanics. The OPSS has outlined the risks and responsibilities associated with these activities in its guidance: Preventing e-bike / e-scooter fires | Business Companion.
As part of the Department for Business and Trade, the OPSS has been collaborating with Local Authority Trading Standards teams to engage with local businesses that provide these services. The goal is to ensure businesses are aware of their safety obligations and risk management strategies.
Fires involving e-bikes, e-scooters, and their components, including lithium-ion batteries, chargers, and conversion kits, are primarily linked to poorly designed or manufactured batteries. These batteries present a significant risk of thermal runaway, leading to fires or explosions. In December 2024, the Secretary of State issued statutory guidelines for producers and distributors, specifying the safety mechanisms required in lithium-ion batteries for e-bikes to mitigate this risk. These guidelines are available at: Statutory guidelines on lithium-ion battery safety for e-bikes – GOV.UK.
The OPSS has stated that addressing the dangers posed by substandard batteries is a government priority. In 2023, nearly 200 fires involving e-bikes were recorded across the UK, resulting in serious injuries and the loss of at least ten lives. As the national product regulator, the OPSS is leading a comprehensive initiative to assess and mitigate product safety risks associated with e-bikes, e-scooters, and lithium-ion batteries.
The letter from the OPSS follows concerns from industry professionals urging the government to take stronger action. Recent policy changes, such as the removal of anti-dumping duties on non-folding e-bikes from China, have led to criticism that the government is not sufficiently prioritizing the issue of battery safety. Additionally, there is ongoing concern over the distinction between legal e-bikes, which comply with UK regulations, and illegal e-bikes, which may bypass safety standards. The failure to clearly differentiate between these categories in public discussions and media reports has had tangible effects on businesses operating in the sector.