On Guim’s Electric Bicycle World Tour Blog (he’s still in New Zealand) there is a short piece on Wellingtonian, Craig Killey, whose current job is writing a separate standard for power assisted cycles for Standards New Zealand.
It is encouraging, because he tried out an electric bike as part of his investigations and now he is hooked on them. This bodes well. Someone in the public service who is going to help make the laws and he’s going to understand the technology when he does so. Brilliant!! That is the way the world should work.
In one of my longer posts I wax lyrical about what I think power assisted cycle standards should be. Craig, I hope you’ve come up with similar conclusions.
Here are the relevant parts from my post:
Allowable pedal assist
One of the joys of using a cycle path is being out of the noise cone of traffic. This tranquility is ruined by 2 stroke engines, or any petrol engine, not to mention the breathing of filthy exhaust. So all forms of assistance to pedal power should be provided by electric motors. ie all 2 stroke and 4 stroke engine assists should be banned from classification as a bike. Preferably they are banned outright, but at the very least they should be classified as mopeds or motorcycles and kept out of bike paths and bike lanes.
All pedal electric bicycles need pedals, except for the special case of bikes for the disabled and infirm. Segways and the like would breach that, but Segways have failed in the marketplace and need not be considered.
There should be no maximum speed defined for an electric bike. Maximum speeds as signposted for other vehicles may or may not be enforced as per local custom. If there is to be a maximum speed defined then it should be reasonable. 25km/hr is way too slow. 30 km/hr is also too slow. Regular (ie non electric) road bike users can routinely go 40km/hr. Some cyclists going downhill easily go past 50km/hr. Recumbent trikes are inherently more stable than bicycles and the speeds are both faster and safer than a normal bike. So if maximum speeds are set they should be set at different levels for bikes, trikes and velomobiles. Any speed restriction for cutting out the electric motor relies on some way to assess the current speed which adds to the expense of the bike. It is better to limit the bike by its maximum power, rather than it’s maximum speed.
200W and 300W does not give much speed advantage over regular cycling. California probably has the most liberal practical law here, and it limits the max power to 1000W. I don’t know if that is for one motor, or it is possible to have that on each of two motors. I would tend to suggest whatever makes a normal rider go at about 40km/hr is about right. Good riders could exceed that. More should be allowed for recumbent trikes due to their stability. Youths’ pedelecs should have a max power of whatever takes them up to about 30 km/hr.
Power to the motors driving the wheels should not be limited to when the pedals are turning. When braking power to the motors should be removed. Regenerative braking is optional. Some form of charging the batteries when rolling down hills is also optional. Power should not be removed from the motor when a maximum speed is reached.
Bicycles in all forms should not require licensing, nor registration. Kids, youths and adults should be exposed to safety education campaigns, but there should be nothing formalised to stop the spur of the moment freedom to ride.
Where pedal electrics can be ridden and taken
Everywhere that a normal bicycle can be ridden, including bike paths and bike lanes, and on the road two abreast, including velomobiles. There is no reason why off road bicycle paths should be shut to pedal electrics like in Boulder, Colorado (which sounds like it had one of the lycra brigade be a bit snobby about pedelecs). On trains that carry bikes, there is no reason to disallow pedelec bikes (but trikes and velomobiles are another story).
30kg for bikes, 40kg for recumbants and velomobiles. This rules out lots of heavy sealed lead acid batteries, but that is probably a good thing.