Active Travel FAQs
Frequently asked questions on cycling, walking, e-scooters, e-bicycles, delivery riders, and low traffic neighbourhoods.
No, but the government has said it intends to introduce such an offence.
As the law currently stands, Section 35 of the Offences Against the Person Act 1861, ‘causing bodily harm by wanton or furious driving or wilful misconduct’, has been used in cases involving a cyclist causing serious injury or death. This allows for a prison sentence of up to two years.
In September 2017, the DfT appointed independent legal expert Laura Thomas to conduct an “urgent review into cycle safety” following a series of high-profile incidents involving cyclists. The review looked at whether a new offence equivalent to causing death by careless or dangerous driving should be introduced for cyclists, as well as wider improvements for cycling road safety issues. The report concluded that in order to bring cycling into line with driving offences “there is a persuasive case for legislative change to tackle the issue of dangerous and careless cycling that causes serious injury or death.” The Government then launched a consultation on new cycling offences in August 2018, asking whether a new offence of causing death by dangerous cycling should be implemented.
The Government responded to this consultation on 15 May 2024 saying it would legislate to create new offences around fatal dangerous cycling “once Parliamentary time allows”. It said the “precise nature of the potential penalties for any new cycling offences has not yet been confirmed”. It also said it would consider other changes to existing dangerous cycling laws as well. In a DfT press release on 15 May 2024 the previous government said that it would introduce new dangerous cycling offences via an amendment to the Criminal Justice Bill 2023-24, however this did not complete its parliamentary stages before the 2024 general election. The current government’s Crime and Policing Bill seeks to amend the Road Traffic Act 1988 to introduce, and define, the following cycling offences:
- Causing death by dangerous cycling
- Causing serious injury by dangerous cycling
- Causing death by careless, or inconsiderate, cycling
- Causing serious injury by careless, or inconsiderate, cycling
The Bill also seeks to amend the Road Traffic Offenders Act 1988 to establish the punishment for these offences. It is proposed that those convicted of causing death by dangerous cycling could face life imprisonment. The other offences may be punished with imprisonment for up to 5 years, and/or a fine.
Can I use my e-bike on the road?
People aged over 14 in the UK can ride an electric bike (e-bike) just like a pedal bicycle, as long as the e-bike meets the definition of an Electrically Assisted Pedal Cycle (EAPC), meaning:
- the cycle must be fitted with pedals that are capable of propelling it.
- the maximum continuous rated power of the electric motor must not exceed 250 watts.
- The electrical assistance must cut-off when the vehicle reaches 15.5 mph (25 kmph).
No driving licence or helmet is required. Registration, insurance and tax are not required either. One difference with pedal bicycles is that EAPCs can only be ridden by people aged 14 and over.
A vehicle that does not comply with the above EAPC classification, for example one that can go faster than 15.5mph using the electric motor, will need to be registered, insured and taxed as a motor vehicle.
The requirements for England, Scotland and Wales are set out in the Electrically Assisted Pedal Cycles (Amendment) Regulations 2015 (EAPC Regulations). Since 2020 there are equivalent regulations in Northern Ireland too.
‘Twist and go’ e-bikesPrior to 2015, UK Regulations allowed for what are known as ‘twist and go’ e-bikes, where the throttle can take the bike to full speed without any pedalling at all. The only throttles legal within the UK’s EAPC legislation are those that assist the rider without pedalling up to a 3.7mph (6km/h) – that is, starting assistance only. Vehicles with throttle assistance above 3.7mph (6km/h) require type approval. Type approval is the official process for deciding what sorts of vehicles can be used on roads.
However, e-bikes with a full-speed throttle purchased before 1 January 2016 are still considered to be EAPC compliant with the relevant laws. This means they do not require registration, or to be taxed.
Can electric scooters be ridden anywhere?
No. E-scooters are not the same as e-bicycles, and being classed as “motor vehicles” e-scooters are forbidden from use on:
- footpaths, on bridleways and restricted byways (section 34 of Road Traffic Act 1988)
- cycle tracks, cycle lanes on roads, or other spaces dedicated to pedal cycle use only (section 21 of Road Traffic Act 1988).
- on private land without the permission of the landowner (section 34 of Road Traffic Act 1988)
The only e-scooters that can legally be used on public roads are those that have been rented as a part of the government’s e-scooter trial (See Question 5.4 below).
Privately owned e-scooters remain illegal on roads, cycle lanes and pavements in the UK. The government has said that their illegal use is subject to the same offences and penalties as for other motor vehicles and that enforcement is a local police matter:
Private e-scooters remain illegal to use on public roads, cycle lanes and pavements. Those riding illegally are subject to the same road traffic offences and penalties for unlawful use as all other motor vehicles.
Users can face fixed penalty notices, criminal prosecution, points on their driving licence, and having their e-scooter seized. How resources are deployed to tackle illegal riding is a matter for Chief Officers according to local policing plans.
What are low traffic neighbourhoods?
‘Low traffic neighbourhoods’ (LTNs) are groups of residential streets, bordered by main roads, where “through” motor vehicle traffic, or “rat-running”, is discouraged or removed, while every resident can still drive onto their street, or receive deliveries. This can be achieved in a range of different ways:
- by installing planters, bollards or other ‘modal filters’ that physically block the road to cars/vans but not bicycles/pedestrians; and/or
- by camera-enforced ‘gates’ that do not physically block the road, but enforce illegal use through fines.
Most authorities provide exemptions to LTN camera-enforced gates for emergency service vehicles, and for Blue Badge holders who need access within their ‘home’ low traffic neighbourhood. Some authorities also exempt taxis and some private hire vehicles, although this can depend on the LTN in question.
LTNs have been around for many years but have only recently become known by this name. One of the first LTNs in the UK was created in the early 1970s in De Beauvoir Square in the London borough of Hackney, to make residential streets safer for children.
LTNs can be created by local authorities across Great Britain using Traffic Regulation Orders created under the Road Traffic Regulation Act 1984 (see Q6.4 below). There are numerous examples of LTNs, particularly in London, but also in other cities in England and Scotland. They are often created to safer ‘school streets’ and/or to reduce traffic on residential streets with high rates of ‘rat running’.
Other topics addressed in this paper Active Travel policy and funding
Who is responsible for policy on active travel in England, Scotland Wales and Northern Ireland; what the governments are doing to encourage it; funding; cycling benefits; cycling safety.
Cycling: generalCycle to work scheme; bicycles on trains; bikeability.
Cycling: safety and offencesLiability for accidents; wearing helmets; local authority powers; registration, insurance and road tax; riding on pavements; tackling bad cycling; rules on lights and bells.
Delivery ridersRegistration and identification; insurance; delivery company responsibilities
E-mobilityRules for using e-bikes, e-scooters, and mobility scooters on the road; when and where e-scooter trials are happening; e-scooter safety; battery fire risk.
Low Traffic NeighbourhoodsWhat are low traffic neighbourhoods (LTNs); 15-minute cities; public perception of LTNs; effectiveness of LTNs.