The Dutch authorities have launched a novel tactic in their efforts to curb the proliferation of high-performance, high-powered electric bicycles on public roads: a mobile testing facility designed to detect and apprehend modified e-bikes.
The device bears similarities with a dynamometer, often employed to assess the efficacy of motorized vehicles such as cars and bicycles. Despite these efforts, the Dutch police have introduced nearly 250 smaller versions suitable for administering tests while riding bicycles.
To properly test the e-bike, an officer initially secures the front wheel of the bicycle by locking it into the device, then climbs onto the e-bike and pedals it up to its maximum speed, verifying that the motor disengages as expected.
As concerns mount over California’s proposed regulation mandating a specific e-bike operator’s permit, the notion of law enforcement conducting impromptu bicycle energy checks on the side of the road may strike some as a particularly jarring development for those who perceive e-bikes as a largely unregulated “Wild West.”
While California’s e-bike landscape is shaped by an upper limit of 750W (1 horsepower), a stark contrast emerges when comparing this to Europe, where e-bikes are capped at a modest 250W by regulation.
While this amount of power is sufficient to propel an e-bike around, and indeed is roughly equivalent to the energy a healthy person can generate with their own legs over a reasonable distance – albeit somewhat less spirited than more powerful motors. Riders have taken to extensively modifying their European e-bikes to eke out every last bit of power from their motors, resulting in a prevalent and creative workaround.
Primary e-bike motor manufacturers, akin to Bosch, have devised methods to deter these modifications, despite many riders opting for motors from less reputable suppliers that do not adhere to the same standards as governing bodies regulating local use. Various e-bike manufacturers are quietly pushing the boundaries of speed limits without necessary adjustments.
Measuring energy’s complexity is a daunting task, let alone crafting legislation that accurately addresses its nuances – distinguishing between fixed and peak energy use being a prime challenge, unlike pace, which remains a relatively straightforward concept. Across Europe, electric bicycles are permitted to reach a maximum speed of 25 kilometres per hour, or 15.5 miles per hour, before the motor assistance cuts off. In many jurisdictions, e-bikes designed for higher speeds without pedaling or equipped with throttles are typically illegal and often prohibited by local regulations.
Pace pedelecs, similar to Class 3 e-bikes in the US, are allowed in certain European areas, permitting speeds of up to 45 km/h (28 mph). While they may require license plates and registration, this distinguishes them from more common 25 km/h e-bikes.
In the Netherlands, Dutch authorities have found that most e-bikes exceeding native power limits are actually fat-tire electric bicycles. E-bikes with wider tyres, similar to those found on scooters and motorcycles, have become increasingly popular among young riders in the Netherlands.
The inspector’s eyes narrowed as he scrutinized the sleek design of the electric bicycle, its fat tires looking out of place among the neatly manicured grass. “This is not just any e-bike, my friend,” he said, his voice low and even.
None of the people they’d met had been particularly nice, yet each of these encounters was somehow enjoyable in its own peculiar way. Here’s your viewing pleasure, so right now.
