How to Select A Public Safety Electric Bicycle
Electric bicycles, or E-Bikes, are the fastest-growing segment of the cycling industry. Advancements in technology and a corresponding reduction in cost have made them more appealing to public safety agencies and a more effective means of fulfilling their missions.
As with other potential tools at the disposal of a public safety agency, there are advantages, disadvantages, and other factors to consider when deciding whether to adopt E-Bikes. These include:
Advantages: Faster response times, reduced fatigue, expanded patrol range, increased carrying capacity, enhanced community engagement, and more officers interested in bike patrol
Disadvantages: Increased weight, higher purchase cost, additional maintenance and parts replacement costs; and potentially more complicated technology failures
Other Factors: Effect on riding techniques, including slow-speed handling and obstacle-clearing skills; effects of increased speed on cycling in traffic and/or during group rides; technology-related factors, such as battery life and riding range; tactical considerations; and legalities.
What is an E-Bike?
The first step in selecting an E-Bike is to learn the legal definition. Per federal law (U.S. Public Law 107-319 in 2002; 15 USC 2085, SEC. 38. (b)), “For the purpose of this section, the term ‘low-speed electric bicycle’ means a two- or three-wheeled vehicle with fully operable pedals and an electric motor of less than 750 watts (1 h.p.), whose maximum speed on a paved level surface, when powered solely by such a motor while ridden by an operator who weighs 170 pounds, is less than 20 mph.” In the words of PeopleForBikes’ Morgan Lommele, it is a “Bike with a Boost”. E-Bikes are regulated by the Consumer Products Safety Commission (CPSC) as consumer products. More specifically, they are subject to the same regulations that govern conventional, human-powered bicycles – NOT motor vehicles, which are regulated by the National Highway Traffic Safety Administration (NHTSA).
This is where things can get confusing. Federal law DOES NOT preempt any state traffic laws or vehicle codes that regulate use of E-Bikes. While some states regulate them as “bicycles,” others do so as “mopeds” or other types of vehicles. To alleviate this confusion, and with the goal of establishing a nationally recognized, standardized definition, the Bicycle Product Suppliers Association (BPSA) and PeopleForBikes refined the federal definition as follows: “An electric bicycle is a bicycle equipped with fully operable pedals and an electric motor of less than 750 watts.” Within their Model Electric Bike Law General Rules, they created the following class system:
Class 1: an electric bicycle equipped with a motor that provides assistance only when the rider is pedaling, to a maximum of 20 miles per hour. This (and Class 3) is commonly known as a pedelec (derived from pedal electric cycle).
Class 2: an electric bicycle equipped with a motor that may be used exclusively to propel the bicycle, to a maximum of 20 miles per hour. This is typically an E-Bike with a throttle.
Class 3: an electric bicycle equipped with a motor that provides assistance only when the rider is pedaling, to a maximum of 28 miles per hour.
A current list of E-Bike laws, including a list of states which have adopted the model legislation, is maintained by PeopleForBikes (https://peopleforbikes.org/our-work/e-bikes/policies-and-laws/.
Selecting an E-Bike Type
Armed with the legal definition of an E-Bike and the knowledge of what is legal – or not – within its jurisdiction, an agency can begin the process of selecting the one – or ones – that best meets its needs. There are many makes and models available, but any E-Bike considered for use as a patrol vehicle must be of high-quality, from a reputable manufacturer, and, preferably, be designed and built to meet the specific needs of law enforcement. As is the case when selecting any other type of vehicle, there are several factors to first consider as part of a needs assessment:
- Riding surface(s)/environment(s)
- Frequency and duration of rides
- Type of riding/patrolling
- Weather and other environmental factors
The results of the above assessment will help narrow down the options to the technology that will best serve the agency and its members. The next phase should include a more thorough program assessment and intelligence-gathering phase. This phase should include:
Seeking input from various sources, such as other agencies, organizations like International Police Mountain Bike Association (IPMBA), authorized E-Bike dealers, online resources, and subject matter experts.
Testing and evaluating various makes and models, preferably for an extended period under various types of typical patrol conditions. Initial demonstration rides can be conducted at cycling industry events, retailers, the IPMBA Conference, and/or by borrowing or renting one. Longer-term demonstrations can be arranged with manufacturers, retailers, and distributors.
Selecting a Drive Unit and Class
After selecting the type of E-Bike, the next step is to decide which type of drive unit (motor) and class of E-Bike to use.
The three most common types of drive units are: mid (or center) drive (most common on eMTBs and, therefore, most public safety models), hub drive (rear or front hubs), and bolt-on (aftermarket conversion kits). There are advantages and disadvantages to each type of drive unit system. Here is a short, non-inclusive overview.
Mid (Center)-Drive Units (exclusive to pedal-assist): Rides and acts like a conventional bicycle, added weight is centered, promotes fitness, and tire changes are simple. Possibly places more torque on the drive system and lower frame components, and is typically more expensive than hub drive units.
Rear Hub Drive Units: Better start up speed, chains do not wear out as quickly, limited maintenance, and the drive system is independent (if the chain and/or drivetrain is damaged, the E-Bike can still be powered). Does not ride like “conventional” bike, more weight in rear can negatively affect power slides, lurching can be a concern with some models, and rear tire changes are more complicated due to the motor connections.
Front Hub Drive Units & Bolt-on Motors: More weight at the front of the bike may affect steering and handling and make lofting and slow speed techniques more difficult. Bolt-on motors and after-market front wheel motor units are cost-effective ways to turn a conventional bike into an E-Bike, but conventional bikes may lack the sturdier frames, rims, hydraulic braking systems, etc., necessary to support E-Bike operations.
Class: For some law enforcement agencies, the best choice is a Class 3 E-Bike. Having an extra eight miles per hour for of speed on demand could make a difference in getting out of a “kill zone” or responding to an “officer needs immediate assistance” call, making the additional $1000+ money well spent. However, Class 3 E-Bikes may face more restrictions with respect to access to certain transportation facilities (such as bike/pedestrian trails), so the patrol environment must also be considered.
As alluded to previously, the brand and model of the drive unit and bicycle are important factors with respect to quality, longevity, customer service, availability and reliability of parts and service, etc.
Other things to consider when selecting an E-Bike include, but are not limited to, ease of use, warranty (bike frame, motor, and battery), ability to add accessories, aesthetics, ease of transport, security and storage.
Training
Regardless of the make, model, and type of E-Bike selected for public safety use, training is essential. E-Bikes are heavier and afford even the average rider the ability to travel further and at faster speeds. The International Police Mountain Bike Association (IPMBA) currently recommends that patrol personnel first complete a police cyclist course on a conventional bike and then undergo additional training to learn how to safely and effectively transfer their skills to an E-Bike. This will help reduce the risk of injury and property damage and ensure the cyclist is properly trained to operate an E-Bike in the line of duty.
About the Author:
Cpl. Clint Sandusky (ret.) had a 24-year career in law enforcement with the Los Angeles County Sheriff’s and Riverside Community College District Police Departments. He has been an active California POST-certified Bike Patrol Instructor for 24 years, teaching throughout Southern California. He has taught and presented at several International Police Mountain Bike Association (IPMBA) Conferences, most recently on the subject of E-Bikes and public safety. Clint’s E-Bike (electric bicycle) experience includes owning an eMTB, presenting and instructing to law enforcement officers and the community, and running errands and commuting. He also races eMTBs and patrols as a bike-mounted usher at his church. Clint currently serves as a member of IPMBA's E-Bike Task Force. He can be reached at [email protected]. IPMBA can be reached at www.ipmba.org or [email protected].
Clint Sandusky | Corporal
Cpl. Clint Sandusky (ret.) had a 24-year career in law enforcement with the Los Angeles County Sheriff’s and Riverside Community College District Police Departments. He has been an active California POST-certified Bike Patrol Instructor for 24 years, teaching throughout Southern California. He has taught and presented at several International Police Mountain Bike Association (IPMBA) Conferences, most recently on the subject of E-Bikes and public safety. Clint’s E-Bike (electric bicycle) experience includes owning an eMTB, presenting and instructing to law enforcement officers and the community, and running errands and commuting. He also races eMTBs and patrols as a bike-mounted usher at his church. Clint currently serves as a member of IPMBA's E-Bike Task Force.
