A new bill has been introduced in Washington, D.C., to implement mandatory fire safety standards for e-bike and scooter batteries.
The proposed Micromobility Fire Safety Standards Act of 2025 is intended to address fire hazards associated with low-quality batteries. From November 2018 to March 2025, riders in the District collectively travelled more than 38 million miles using e-bikes and scooters. The legislation seeks to regulate battery sales both in physical stores and online to enhance consumer safety.
LEVA-EU’s view
LEVA-EU thinks that it is important to align all battery rules such as with the EU’s Battery Regulation in order to minimize compliance burden for LEV manufacturers.
This free webinar on 6 March will cover e-bike market trends for the region.
Join Ed Benjamin and Jonathan Weinert from eCycleElectric for a data-driven discussion on the latest trends in the e-bike market. This webinar will cover insights from the recently published Electric Bike World Report – North America, including an analysis of 2024 import data and factors influencing the industry in 2025 and beyond.
President Donald Trump announced plans to introduce reciprocal tariffs that could take effect as early as April 2, 2025, potentially impacting the US bicycle industry and its largest supplier nations.
The executive memo, released on Thursday February 13, directs officials to adjust US import duties on a product-by-product basis, matching each nation’s tariffs on equivalent US products. This move could lead to significant increases in tariffs on bicycle products, as some major supplier nations impose relatively high tariffs on US bikes, e-bikes, and related products, even though these countries rarely import such goods from the United States.
Major supplier nations that may be affected
Vietnam, which has become a popular alternative manufacturing hub to China, currently imposes a 45% tariff on US bikes and a 55% tariff on US e-bikes. Should reciprocal tariffs be enforced, Vietnam-made bicycles could face US duties nearly identical to those currently levied on Chinese imports.
India, considered a growing source for the US mass-market bicycle industry, has a 20% tariff on US bicycles. Reports suggest that India recently reduced this rate to 15% ahead of Prime Minister Narendra Modi’s visit to the United States. A matching increase in tariffs on Indian bicycles would raise US rates from 11% or 5.5% to 15%, a modest adjustment.
Malaysia, where Shimano manufactures a variety of bicycle components, maintains a 5% tariff on most US parts and a 6% tariff on US bikes. Currently, the US imposes an 8% tariff on pedals and other components from Malaysia and most other countries.
EU tariffs to be evaluated
The European Union imposes a 4.7% tariff on US bike saddles, lower than the 8% that the US currently charges on EU saddles. However, the EU’s 15% tariff on American bicycles could lead the US to raise its own tariffs on European road and mountain bikes. Trump’s directive also requires officials to consider value-added taxes (VAT) imposed by EU nations when calculating reciprocal rates.
Tariff uncertainties
Questions remain regarding the implementation of these tariffs, particularly whether the US might lower some rates to match those of trading partners. It is also unclear how foreign governments might respond, with some likely adjusting their tariffs to avoid escalating trade tensions, while others may retaliate.
Another uncertainty involves the logistics of updating and managing over 17,000 US import codes to reflect the tariff structures of the 186 countries on the Most Favored Nation list. While Republicans in the US House of Representatives have introduced legislation to grant presidents the authority to impose reciprocal tariffs, that legislation has not advanced. As a result, the legal framework Trump might use to enforce these tariffs without congressional approval remains uncertain.
Industry stakeholders will be watching US trade policy closely in the coming weeks to see if negotiations can avert a trade war that could potentially reshape global supply chains and impact consumer prices.
Electric bicycle incentive programs have expanded significantly recently in the US, with Washington State being one of the latest to introduce a program aimed at making e-bikes more affordable for lower-income commuters. This initiative is distinct in that it is funded through the state’s emissions taxes under the Climate Commitment Act, which was approved with strong voter support.
The program allocates a $5 million budget for electric bicycle rebates, with amounts ranging from $300 for individuals earning more than 80% of the area median income to $1,200 for lower-income residents. Applications will be processed through an online portal, currently in development, and rebates will be applied at the point of sale, eliminating the need for upfront payment followed by reimbursement.
Unlike some other state-level e-bike incentives, such as California’s program, Washington’s initiative will not operate on a first-come, first-served basis. Instead, recipients will be selected through a lottery system. Additional program details are still being finalised ahead of implementation.
E-bike incentive programs have gained traction nationwide as policymakers acknowledge the role of electric bicycles in improving transportation access. These programs often prioritise lower-income individuals who may face financial barriers to purchasing an e-bike, despite the potential for long-term cost savings.
For many, car ownership presents a significant financial challenge due to expenses such as fuel, insurance, and maintenance. E-bikes offer a more affordable transportation option, enabling individuals to commute, complete errands, and reach essential services without the financial burden associated with owning a vehicle.
Beyond affordability, these initiatives also address transportation equity and environmental concerns. Many lower-income communities have limited public transit options, creating challenges for residents without personal vehicles. E-bikes can help bridge this gap by offering a reliable transportation alternative that complements existing bus and rail networks. Additionally, shifting trips from cars to e-bikes can reduce traffic congestion and lower carbon emissions, contributing to improved air quality and more sustainable urban environments.
Under a new law, pedestrians in New York City are now allowed to ignore crosswalks and traffic lights when crossing the road, without fear of receiving a fine. The new law could change racial disparities in the United States.
New York City Councilwoman, Mercedes Narcisse, highlighted that over 90% of $250 jaywalking tickets are issued to Black and Latino individuals. “But let’s be honest, every New Yorker does this,” she told the Associated Press, arguing that “Laws that punish behaviour that we put in place every day for moving around shouldn’t exist, especially when they unfairly impact communities of colour.“
In September, new legislation was passed, giving Mayor Eric Adams 30 days to sign or veto it. However, the mayor opted for a third route and took no action. In New York, this inaction effectively means consent, allowing the law to come into effect.
Pedestrians can cross anywhere without priority
Under the new law, pedestrians can now cross streets at any point without needing to use zebra crossings or wait for traffic signals. However, they do not have the right-of-way when crossing outside crosswalks and must yield to vehicles. Pedestrians remain liable for any accidents caused by crossing unsafely.
A spokesperson for the mayor emphasised that “pedestrians should still choose the safest option” and seek out crosswalks or green lights whenever possible.
Mayor Adams announces New York City’s e-bike trade-in program
New York City Mayor Eric Adams has introduced the final regulations for the city’s pioneering e-bike and lithium-ion battery trade-in program—the first of its kind in the U.S.
The program provides an opportunity for eligible food delivery workers to trade in unsafe e-bikes and batteries for certified, high-quality alternatives. Part of the broader “Charge Safe, Ride Safe” initiative, this program aims to mitigate risks associated with uncertified lithium-ion batteries and enhance street safety.
With a goal to reduce e-bike-related fires and illegal mopeds on the streets, the program has already contributed to a decline in injuries and fatalities. In 2024, 222 battery-related fires led to 88 injuries and four fatalities, a reduction from the 14 deaths during the same period last year.
Mayor Adams stated: “My top priority is keeping New Yorkers safe, and that includes from new and emerging threats like the dangers posed by uncertified lithium-ion batteries.” He highlighted the program’s dual focus on protecting delivery workers and minimising fire risks.
Program details: replacing unsafe e-bikes and batteries
The $2 million program allows New York City delivery workers to exchange uncertified e-bikes and lithium-ion batteries for UL-certified alternatives, which meet national safety standards. Recognising that many workers need two batteries to operate daily, the program provides participants with one certified e-bike and two compatible batteries.
Deputy Mayor for Operations Meera Joshi emphasised that while e-bikes are essential in reducing pollution, they must not compromise safety. The program aims to provide safe, zero-emission e-bikes for workers, ensuring peace of mind for them and their communities.
The Department of Transportation (DOT) will manage the program. Commissioner Ydanis Rodriguez explained, “This program will do this while also protecting all New Yorkers from deadly fires“.
Eligibility and application process
To qualify, applicants must meet criteria which include:
• New York City resident.
• Own an eligible e-bike or lithium-ion battery.
• Earning at least $1,500 as a food delivery worker in 2024.
• 18 years old and over.
Applications will open in early 2025, with a DOT awareness campaign to inform eligible participants about the program.
Alongside the trade-in program, DOT is expanding bike lanes, piloting public e-bike charging stations, and promoting safe e-bike practices to encourage safer, greener e-mobility.
Regulatory and infrastructure changes
New York City also plans to introduce new regulations allowing e-bike charging and battery-swapping cabinets on public sidewalks. These installations, currently prohibited, will require FDNY and Department of Buildings approval to meet safety standards.
Council-member Keith Powers, who supported Local Law 131 that led to the program’s creation, endorsed the initiative as a critical investment in e-bike safety. Public charging station pilots from companies like Popwheels and Swobbee are already showing positive impacts, reducing the need for home charging and increasing safety.
Widespread support for the initiative
The trade-in program has gained strong support from city and state officials. FDNY Commissioner Robert S. Tucker stressed the importance of removing uncertified lithium-ion devices from city streets, noting that the initiative enhances safety for delivery workers and the general public.
New York State Senator Cordell Cleare also praised the program’s role in preventing fire-related incidents while also emphasising, “While that is a reduction from the 18 deaths last year, it is still four deaths too many.“
Other council members, including Carlina Rivera and Oswald Feliz, also voiced their support for the initiative. Council-member Rivera further emphasised the importance of expanding public charging stations to support safe e-bike usage across the city,
Bloomberg considers how European and Asian cities have found a place for small urban vehicles, while U.S. regulators seem keen to keep these small cars at bay
The tiny car is not unusual on the streets of Europe, as a Bloomberg reporter recently observed in Northern Italy, finding neighborhoods filled with compact vehicles commonly discussed in the U.S. but rarely seen in person.
Some notable sightings: In Turin, a Microlino, an electric revival of the 1950s “bubble car,” was spotted. Shortly after, a photo was taken of the Citroën Ami, a cube-shaped vehicle with a devoted following in Paris. In Milan, a sleek, two-tone Smart ForTwo zipped by, easily fitting into a tight parking space next to a Fiat Topolino and a motorcycle. Also spotted was the Biro, a vehicle so small it can be driven in Amsterdam’s bike lanes.
These mini cars come with various advantages. They easily fit into parking spaces that regular sedans and SUVs struggle with and are significantly cheaper. For instance, the Ami is priced at approximately €6,000 ($6,600), a fraction of the cost of a standard car. They are also lighter, have smaller blind spots, and pose less risk to pedestrians and cyclists. Their environmental impact is reduced as most of them are electric.
Aside from practicality, minicars are fun to drive. A Microlino review in The Verge referred to it as “urban delight,” and another headline praised the Fiat Topolino as “heart-melting.”
However, these minicars are not available in the U.S. The primary obstacle is not a lack of consumer interest, but rather restrictive regulations preventing the introduction of these innovative and practical urban vehicles. The term “minicar” generally refers to a range of vehicles that are larger than bicycles but smaller and slower than standard cars. Most are electric and designed for short trips, with modest battery ranges of about 50 miles.
Japan has embraced minicars for decades, with kei cars making up a significant portion of their new car sales. These small vehicles are cheaper and more manoeuvrable than full-sized cars. Similarly, in Asia and Europe, minicars thrive in urban areas where parking is scarce, and streets are narrow. European cities like Paris and Amsterdam have promoted their use by converting parking spaces into bike lanes and public areas, further encouraging the adoption of small, eco-friendly vehicles.
In contrast, the U.S. has not been as accommodating. The National Highway Traffic Safety Administration (NHTSA) requires all cars to meet stringent safety standards, leaving little flexibility compared to Europe. In the U.S., minicars fall under the Low-Speed Vehicle (LSV) category, which restricts their maximum speed to 25 mph. This limitation reduces their practicality, especially in areas where other cars move much faster.
There is, however, a workaround for U.S. minicar enthusiasts: vehicles more than 25 years old can be imported without having to comply with federal safety regulations. This loophole has sparked growing interest in vintage Japanese kei cars, especially among those seeking compact, practical trucks.
Recently, state-level crackdowns on kei cars have jeopardized this market. Several states, including Massachusetts, Michigan, and Texas, have refused to register kei cars, deeming them unsafe. Despite efforts to reverse these decisions, it highlights the rigid nature of U.S. automotive policies, which prioritize the safety of car occupants over the safety of pedestrians and cyclists.
While minicars may seem less safe on highways, the real danger comes from the oversized SUVs and trucks dominating American roads. These large vehicles pose significant risks to pedestrians, cyclists, and smaller cars, yet continue to be sold without much concern for their impact on road safety.
Ironically, minicars are considered unsafe, while enormous vehicles like Hummers, which can weigh up to 9,600 pounds, are deemed acceptable. Meanwhile, pedestrian and cyclist fatalities in the U.S. have reached a 40-year high, partly due to the growing size of American cars.
This contradiction reveals a major flaw in U.S. car regulations, which focus on vehicle occupant safety rather than the overall dangers posed by larger vehicles. Unfortunately, Americans are missing out on the many benefits minicars provide to urban residents in Europe and Asia.
Bloomberg Philanthropies is expanding its Asphalt Art Initiative grants, increasing funding fourfold to support projects focused on traffic safety and public spaces that protect cyclists and pedestrians through asphalt art interventions.
Asphalt art involves visually striking designs on roadways and pedestrian areas, using vibrant colours to enhance visibility and reduce collisions.
Originally launched in 2019 for cities across North America and Europe, the initiative offered $25,000 grants. Now, Bloomberg Philanthropies, based in New York City, will provide grants of up to $100,000 to 10 cities in Canada, Mexico, and the U.S. for arts-driven street redesign projects.
“Incorporating art into street safety improvements affirms that city streets are used not only by drivers, but by pedestrians and cyclists too, and should be designed to accommodate all users safely,” said David Andersson, a member of Bloomberg Philanthropies’ Arts Team, in an interview with Zag Daily.
“Based on the success of the initiative’s past projects, we have increased the grant size to $100,000 to invite even larger and more ambitious traffic safety and public space projects with the potential for catalytic impact.
“We want to support interventions that transform signature streets, create dynamic new pedestrian plazas, or enact other similarly transformative roadway redesigns.”
To date, Bloomberg Philanthropies has backed 90 projects across North America and Europe, including the pedestrianisation of Times Square during Michael Bloomberg’s tenure as mayor. This project closed sections of Broadway to vehicular traffic, opened them to pedestrians, and transformed 2.5 acres of asphalt with vibrant murals, leading to a 35% drop in pedestrian injuries, a 40% reduction in greenhouse gas emissions, and Times Square being named a top 10 global retail destination.
A 2022 Bloomberg Philanthropies Safety Study of 22 asphalt art projects in the U.S. found a 50% reduction in crashes involving pedestrians and cyclists and a 27% increase in drivers yielding to pedestrians. These findings contributed to the inclusion of asphalt art in U.S. street design guidelines for the first time.
All cities in Canada, Mexico, and the U.S. with populations of at least 50,000 are eligible to apply for the grant. Project teams must include a city agency or department as the lead applicant. Selected cities will receive technical support from Bloomberg Associates in collaboration with tactical urbanism firm Street Plans Collaborative and evaluation assistance from transportation firm Sam Schwartz.
“The selection criteria for applicants includes a project’s potential impact, viability, and quality and visual interest. Projects should be ambitious arts-driven street redesigns that address a meaningful and specific safety challenge, engage community members, and include metrics to measure success.”
Japanese Kei cars, known for their compact size and efficiency, are a real contrast to the large SUVs that dominate American roads. These small vehicles, governed by strict regulations in Japan that limit their size, weight, and power, have become a popular option for those seeking affordable and simplistic alternatives to modern cars. Their appeal in Japan as low-cost, efficient vehicles has extended beyond the country’s borders, leading to a significant interest in importing these cars into the United States.
Kei cars have gained a niche following in the U.S., particularly among enthusiasts who appreciate their minimalistic design and practicality. However, despite their popularity, these vehicles have come under increasing scrutiny from state authorities, resulting in a growing number of bans that restrict their use on American roads.
At the federal level, U.S. regulations allow the importing of vehicles that are over 25 years old without requiring them to meet modern federal motor vehicle safety or fuel economy standards. This loophole has made it possible for Kei cars to be imported and used in the U.S., provided all import duties are paid. However, it is the responsibility of individual states to regulate the use of these vehicles on public roads, and many states are beginning to take a hard stance against them.
Several states have imposed restrictions on Kei cars, particularly Kei trucks, often limiting their use to farm work or prohibiting them from being driven on highways. For instance, states like Alabama and Arkansas allow these vehicles under certain conditions, such as enforcing speed restrictions or banning highway usage. On the other hand, states like Georgia, Maine, and New York have implemented outright bans, refusing to register Kei cars for road use. Recently, Massachusetts joined this trend, going as far as publishing a list of specific Kei models that are no longer eligible for registration.
The primary concern driving these bans is safety. Some states classify Kei cars as “off-road vehicles,” arguing that they are unsuitable for public roadways. Others cite the vehicles’ non-compliance with federal safety standards as justification for their exclusion from state roads. These concerns are not unfounded. Kei cars are significantly smaller than even the smallest cars commonly seen on U.S. roads, such as the Mini Cooper or Fiat 500e. Their diminutive size raises serious questions about their crashworthiness, particularly in collisions with the much larger vehicles prevalent in America, such as full-size SUVs and trucks.
The safety risks associated with Kei cars are compounded by the fact that many of these vehicles are at least 25 years old, meaning they lack the advanced safety features found in modern cars. While these cars may perform adequately in the congested and narrow streets of urban Japan, their small size and outdated safety measures make them vulnerable on the vast and high-speed roads of the U.S.
The Insurance Institute for Highway Safety (IIHS), a leading vehicle safety testing organization, has expressed concerns about the use of small, light vehicles like Kei cars on busy public roads. Although the IIHS has not crash-tested Kei cars specifically, its stance is clear: vehicles that do not conform to the Federal Motor Vehicle Safety Standards (FMVSS) should not be allowed to mix with regular traffic, as they pose significant safety risks.
While Kei cars offer an intriguing alternative for those seeking simplicity and efficiency, their growing popularity in the U.S. is being met with increasing resistance from state regulators. The safety concerns surrounding these vehicles, coupled with their non-compliance with modern standards, have led to a wave of state-level bans. As more states move to restrict or outright prohibit Kei cars, the future of these unique imports on American roads appears increasingly uncertain.