In the UK cargo bikes and e-bikes are treated in law as ‘not motor vehicles’. Only if they are either propelled purely by the rider’s pedal power or if they meet the clear criteria for Electrically Assisted Pedal Cycles (EAPCs) – including max continuous rated motor power of 250W, motor assist cuts out at 15.5 mph, and (unless type approved) the rider must be pedalling for the motor to assist.

Not being treated as motor vehicles means that those cargo bikes and e-bikes can use cycle lanes, there is no DVLA registration, mandatory insurance requirement or driving licence etc. Beware, requirements apply, although for e-bikes, the rider must be over 14. Wearing a helmet is not mandatory. All Highway Code provisions for cycles apply to cargo bikes.

If used at night, cargo cycles (and trailers, if used) must also comply with UK lighting requirements.

All cargo cycles and trailers must also comply with UK product safety legislation.

The Bicycle Association has summarised the full list of product related legislation applicable to e-bikes, including e-cargo bikes.
https://www.bicycleassociation.org.uk/wp-content/uploads/2024/02/Summary-of-existing-e-bike-regulations-v03.pdf

Evidencing safety to meet legal requirements normally includes testing to recognised standards. Cargo bike standards already exist in Germany and France, and a new seven-part European cargo bike standard (which will also be adopted as a British Standard) is approaching publication this year.

There are currently no legal limits on wheel count, weight or size for cargo bikes or trailers in the UK.

However, discussions at EU level are exploring whether the industry should advocate (ahead of possible regulations being imposed on it) weight or size limits above which some form of type approval would be a more appropriate framework. A final position is not yet agreed, although it seems likely that the dividing line may well be based around the highest gross vehicle weight covered by the upcoming European cargo bikes standard, 600 kg.

Although any change to EU regulations is some way off, countries including the Netherlands and France have already stated an intention to potentially impose new national restrictions on some cargo cycles.

The cycle industry is also represented at the United Nations in Geneva where discussions have been ongoing about e.g. updating the UN definition of a cycle (with a new “wide carrier cycle” class recently proposed) and, for example, discussion whether cargo cycles should be brought into the scope of ADR (the carriage of dangerous goods by road regulations).

The Bicycle Association keeps member companies fully informed and (if they wish) directly involved with all such discussions, as well as participating directly in standards development and engaging in regular dialogue with UK regulators and legislators.