During the morning and evening rush hours every day, nearly 400 million electric bicycles surge through the non-motorized vehicle lanes of Chinese cities. They serve as essential commuting tools for the working class, the primary means of livelihood for food delivery couriers, and indispensable vehicles for the elderly transporting their grandchildren. However, with the implementation of the 2018 *Safety Technical Specifications for Electric Bicycles* (commonly known as the "New National Standard")—and the full mandatory enforcement of its 2024 revision scheduled for December 2025—terms such as "25 km/h speed limit," "tamper-proof locking mechanisms," and "transition periods for phasing out old vehicles" have become sources of persistent anxiety for hundreds of millions of riders.

**What Did the New National Standard Change? Safety Intentions vs. Real-World Disconnect**

The legislative intent behind the New National Standard is unimpeachable: according to data from the National Fire and Rescue Administration, over 21,000 electric bicycle-related fires occurred nationwide in 2023, with speeding, illegal modifications, and substandard batteries identified as the primary culprits. The revised standards have tightened regulations across three key areas:

**Safety Hardware Upgrades:** Enhanced use of flame-retardant materials (plastic content limited to ≤5.5%); increased weight allowance for models using lead-acid batteries (raised to 63 kg) to improve range; and the addition of BeiDou navigation and dynamic safety monitoring capabilities.

**Tamper-Proof Closed Loop:** Controllers, battery packs, and speed limiters must adhere to a "one vehicle, one battery, one charger, one unique code" protocol, thereby technically blocking any modifications aimed at removing speed limits or increasing battery capacity.

**User-Friendly Adjustments:** Pedal-assisted riding is no longer a mandatory requirement; the installation of rearview mirrors is encouraged; and a brief torque boost is permitted to assist with short-distance uphill climbs.

However, when these well-intentioned policies hit the ground, a distinct "disconnect" emerged. The initial batch of "New National Standard" models released by some manufacturers—which notably omitted rear racks, switched to hard metal seats, and eliminated storage baskets—were ridiculed by netizens as the "most anti-human designs in history." This situation was later clarified by the Ministry of Industry and Information Technology (MIIT) and the China Bicycle Association, who explained that these design choices stemmed from manufacturers' misinterpretations of the regulations, rather than being mandatory requirements of the national standard itself. Yet, what truly continues to grate on the public's nerves is that one immutable rule: the maximum design speed of the vehicle must not exceed 25 km/h, and power supply is automatically cut off if this speed limit is breached.

**The 25 km/h Speed Limit: A Safety Red Line or a Commuting Dilemma?** The new national standard maintains the 25 km/h speed limit established in the 2018 edition, creating a subtle tension with the *Road Traffic Safety Law*, which stipulates a maximum speed of 15 km/h for non-motorized vehicle lanes. In reality, ordinary bicycles can easily reach speeds of 20 km/h, making electric bicycles—limited to 25 km/h—often perceived as "too slow."

For the average commuter, 25 km/h is acceptable on flat terrain; however, when carrying a passenger or climbing a hill, power output drops significantly, necessitating manual pedaling assistance—thereby negating the core advantage of electric vehicles: their "effort-saving" nature. For food delivery riders (a group numbering approximately 20 million nationwide), a 25 km/h limit translates to longer delivery times per order and reduced income; given that their daily riding speeds typically range between 35 and 45 km/h, vehicles compliant with the new national standard are objectively ill-suited to their professional requirements.

A deeper contradiction lies in the structural mismatch regarding road-use rights: while new-standard electric bicycles (classified as non-motorized vehicles) are capped at 25 km/h, electric motorcycles (classified as motorized vehicles)—which are capable of meeting the demands of medium-to-long-distance travel and cargo transport—are subject to bans or strict restrictions in over 200 cities. This "chronic misalignment between societal demand and government regulation" is precisely the root cause behind the persistence of non-compliant electric vehicles despite repeated bans: the public desires two-wheeled vehicles capable of higher speeds, yet no such options exist within the range of legally compliant choices.

**The Growing Pains of the Transition Period: Phasing Out, Trade-ins, and "Stopgap Repairs"**

With the complete cessation of sales for vehicles adhering to the old standards set for December 1, 2025, various regions across the country are entering the final stages of the transition period. While some cities have established specific deadlines for phasing out non-compliant vehicles—often accompanied by trade-in subsidies—other regions lack clear, detailed regulations, fostering a "wait-and-see" mentality among the public as they wonder, "How many more years can I actually ride my current vehicle?"

The market has also begun to exhibit concerning trends: certain vendors, eager to clear inventory, are surreptitiously offering illicit services to bypass speed limits or upgrade battery capacities. Meanwhile, some consumers—faced with price hikes for new models (typically ranging from 200 to 500 yuan) and a perceived decline in performance—are opting to continue repairing their old, non-compliant vehicles with the mindset of "keeping them running for as long as possible," thereby creating latent safety hazards. Which Way Forward? Governance Requires More Than Just Restrictions

Experts and scholars generally agree that simply "substituting bans for proper management" or implementing "one-size-fits-all phase-outs" is unlikely to resolve the root causes of the problem. Effective governance under the new national standards requires simultaneously addressing three key shortcomings:

**A Differentiated Product Spectrum:** Pilot programs should be established to explore granting road access rights to compliant, lightweight electric motorcycles—particularly for sectors such as instant delivery services—thereby ensuring that "faster vehicles use motorized lanes while slower vehicles use non-motorized lanes," allowing each to truly keep to its designated path.

**Flexible Transitional Support:** The scope of "trade-in" subsidies should be expanded, and crackdowns on illicit workshops engaged in illegal vehicle modification must be intensified; at the same time, authorities must avoid "campaign-style" enforcement tactics that risk exacerbating social tensions.

**Expansion of Non-Motorized Lanes:** During urban renewal projects, priority must be given to ensuring the adequate width and continuity of non-motorized lanes, thereby guaranteeing that the riding experience—even under the 25 km/h speed limit—remains neither frustrating nor hazardous.

The essence of the new national standards for electric bicycles lies in establishing a fundamental baseline that balances the daily commuting convenience of hundreds of millions of people against the imperative of public safety. While this baseline admits no compromise, it also serves as a reminder to policymakers: only when "compliant vehicles are practical to use, faster vehicles have designated routes, and the transition process is backed by adequate support" will the public genuinely be willing to switch vehicles—rather than being forced to choose between the lesser of two evils: non-compliance or inconvenience.