Five threats to e-bike success



E-bike sales in the U.S. have grown 300% in the past five years. More and more retailers are saying, "E-bikes are our future." Despite the rosy glow around the category, there are concerns among the movement's leaders.To get more news about Fat Tire Electric Bikes, you can visit magicyclebike.com official website.

Larry Pizzi, CCO of Alta Cycling Group, has produced and sold e-bikes since 2002, and since 2015 he has chaired the e-bike subcommittee for the Bicycle Product Suppliers Association, now PeopleForBikes.

"In some areas, like passing the three-class model legislation in 39 states so far, and our first-of-its-kind battery recycling partnership with Call2Recycle, we're thrilled with our progress," Pizzi noted. "And the threats are real and some are really challenging to address."

Dr. Ash Lovell, the electric bicycle policy and campaign director at PeopleForBikes, echoes Pizzi's thoughts. "On our monthly calls with e-bike company heads and advocates we spend the first five minutes celebrating our successes, and the rest of the call in 'What could go wrong?' mode," Lovell said.

So let's take a look at the five challenges that lie ahead and how Lovell and Pizzi plan to address them:

Out-of-category bikes
BRAIN: The PeopleForBikes three-class structure works great within our industry walls. Yet we're seeing so many products that are being touted as electric bicycles that violate the power and speed limits that have been defined by the CPSC. What can be done?

Pizzi: The original definition of e-bikes in the U.S. was included in HR727, a federal bill that modified CPSC 1512 and was signed into law in December 2002.
Malcolm Currie, an early product pioneer and my former employer, testified on behalf of HR727. He had a public service background and connections in D.C. He deserves a great deal of credit for this early work.

The 20-mile-per-hour speed limit for Class 1 and 2 was based on what an athletic rider could achieve on a level surface. It was decided that the power level should be less than one horsepower, hence "less than 750 watts" in the bill.

These limits fit in well with what was emerging in Europe and they still seem well-suited for the U.S. market. What's problematic is the urge to violate them with more speed and more power.

Lovell: This is really a two-pronged challenge. First, there needs to be a better understanding of what is and is not an electric bicycle according to federal regulations.

Many of the products that we are seeing come to market are being marketed as able to achieve higher speeds than defined by CPSC. Obviously, with higher speeds, we see greater chances for accidents and injury.

Pizzi: If you're importing something that can be modified to exceed the three-class limits, you're breaking the law. Not only can CPSC and NHTSA impose penalties, you're putting the public at risk.

It starts with educating the brands with all the information they need. PeopleForBikes members can go to the member portal and find the Erika Jones memo that covers this. So many of the startup e-bike brands are not members yet though.