“It has been over 10 years since the development of new national standards for electric bicycles began in 2002. Currently, a draft approval document based on the 11th revision has been completed and is about to be submitted for review. When it will be officially released remains unknown.” Recently, at the symposium “Everyone Talks About Electric Bicycles,” jointly organized by the China Consumers Association and the International Copper Association, Yu Shiguang, Secretary-General of the National Technical Committee for Standardization of Bicycles, spoke with deep feeling about the national standards for electric bicycles.
At present, China has become the world’s largest producer, seller, and owner of electric bicycles. By the end of last year, the number of electric bicycles in China had exceeded 142 million. As electric bicycles get heavier and faster, “what qualifies as an electric bicycle” has become a focal point of debate among various stakeholders. The “General Technical Conditions for Electric Bicycles” (GB17761-1999) issued in 1999 stipulated that the maximum speed of an electric bicycle should be 20 km/h and its weight should not exceed 40 kg. However, the “General Technical Conditions for Electric Motorcycles and Electric Mopeds” issued in 2009 classified vehicles with a designed speed above 20 km/h and a weight over 40 kg as electric mopeds, bringing them under motor vehicle management, which sparked considerable controversy.
“The revised draft of the new national standards for electric bicycles will categorize them into three types,” Yu Shiguang told reporters: “The first type is the smart-drive model, which must weigh no more than 40 kg; the second type is the pedal-assist model, with a total weight limit of 50 kg; the third type is the full-electric model, with a total weight not exceeding 55 kg (all excluding battery weight).”
“The reason for dividing electric bicycles into three types is that with social development, the demand for electric bicycles has become increasingly segmented,” Yu Shiguang further explained: “The smart-drive model is suitable for consumers in first-tier cities such as Beijing, Shanghai, and Guangzhou, mainly for short-distance travel and recreational sports. It is lightweight and convenient, but the battery only powers the bike when you pedal like a regular bicycle—though riding feels much easier. The pedal-assist model is suitable for urban-rural fringe areas with better road conditions and second- and third-tier cities, where it can be powered either by pedaling or electricity. The full-electric model offers the longest range and is mainly used in rural areas with good road conditions and longer travel distances.”
According to Yu Shiguang, the revised draft sets a unified maximum design speed of 26 km/h for electric bicycles. “This speed was determined after extensive research, drawing on foreign experience, and taking domestic realities into account through repeated compromises. We originally wanted to set it at around 30 km/h, but traffic management authorities thought it was too high, so we settled on this figure.”
Regarding the widespread practice of modifying or removing speed limiters on electric bicycles to increase speed, Yu Shiguang stated that the new standards will require the mandatory installation of a fully enclosed, non-removable speed limiter. Once the sensor in the limiter detects a speed exceeding 26 km/h, the battery will automatically cut off power.
In addition, the new draft standards also require each vehicle to be assigned a 15-digit code at the factory, similar to a car’s engine number, serving as the bike’s “ID card.” The number of technical clauses in the revised draft of the new standards is proposed to increase from 34 in the old standards to 54, with 16 more clauses related to safety.
It has been nearly eleven years since the revision of the new national standards for electric bicycles began in 2002. Speaking about the reasons why the new standards have not yet been released, Yu Shiguang said the main issue is that traffic management authorities have significant concerns about the safety risks posed by electric bicycles and hope to impose stricter limitations.
Liu Jianjun, Director of the Road Traffic Safety Teaching and Research Office at the People’s Public Security University of China, told reporters that as a mode of transportation, electric bicycles currently exist in a kind of unprotected “bare” state. “Many people emphasize the supportive and encouraging policies for electric bicycles abroad, but often overlook the strict requirements foreign countries have for their production, sale, and use. For example, electric bicycle users may be required to register their bikes, purchase insurance, wear helmets while riding, and adhere to various restrictions on speed and weight.”
Liu Jianjun pointed out that the safety of electric bicycles cannot be judged solely based on reported traffic accident data, because most reported electric bicycle accidents involve serious injuries or fatalities, while minor accidents often go unreported—even though they are far more numerous. Therefore, further management measures are needed for electric bicycles. In addition to imposing technical restrictions through national standards, supporting management measures should also be introduced—such as requiring users to register their bikes and purchase insurance.
According to Yu Shiguang, the national standards for electric bicycles have now completed a draft approval document based on the 11th revision and are about to be submitted for review. “We hope it can be officially released within this year.”