New road safety laws might finally let e-bike riders move faster
Keep in mind this is currently a draft under initial review; it hasn't been officially passed or implemented yet.
E-bike speed limits are getting a realistic bump
One of the most practical changes involves the speed limit for electric bicycles in non-motorized lanes. The draft proposes raising the maximum allowable speed from the current 15km/h to 20km/h.
It is important to distinguish between "road speed limits" and "vehicle design speed." Under current national standards, the maximum design speed for e-bikes remains at 25km/h. This legislative tweak isn't about making the bikes more powerful, but rather about narrowing the gap between how fast a vehicle is capable of going and how fast the law actually allows it to travel on the road.
However, don't mistake this for a "free pass" to ride recklessly. The draft explicitly reinforces that e-bike riders must not ride against traffic, exceed the new limit, or ignore traffic signals. It also strictly prohibits using handheld phones or watching videos while riding, and mandates helmet use for both drivers and passengers.
Cracking down on "blind driving" and smartphone addiction
For motorized vehicle drivers, the law is drawing a much harder line against distracted driving. The draft specifically targets the "attention black hole" that smartphones have become inside modern cockpits.
If a driver is caught making calls via handheld devices or watching videos—behaviors that obstruct safe driving—and these actions result in a traffic accident or other serious consequences, they could face:
- Fines between 200 and 500 RMB.
- A potential three-month suspension of their driver's license.
The nuance here is the threshold: the heavier penalties are tied to the occurrence of an accident or "serious consequences," meaning a simple glance at a phone might not trigger the license suspension unless it leads to a real-world incident.
Who is responsible when an AI drives?
This is perhaps the most technical and forward-looking part of the revision. The draft introduces a dedicated chapter for "Special Provisions for Autonomous Driving Vehicles."
This creates a massive shift in legal accountability. When a vehicle's autonomous driving function is actively engaged and a traffic violation occurs, the responsibility for handling that violation shifts to the vehicle manufacturer or the importer.
There is a critical distinction to make here:
- Assisted Driving (ADAS): If the system is just providing assistance and the human is still "driving," the human remains responsible.
- Autonomous Driving: Once the system is fully activated and in control, the manufacturer enters the loop for traffic violations.
To be clear, this doesn't mean car companies are automatically liable for every single accident. Determining fault, civil compensation, and product liability will still require complex investigations based on specific technical data and supporting legal frameworks.
Clearing the roads of "walking groups"
Finally, the law is targeting "walking groups" (large organized fitness groups) that frequently occupy motor vehicle lanes or non-motorized lanes. The draft reiterates that no individual or organization is allowed to occupy roads for non-traffic activities, such as group fitness or walking, without explicit permission.
The responsibility for managing these groups will be shared across public security, transport, and urban construction departments, with road maintenance units also tasked with reporting and intervening. It’s a clear signal: the road is for transit, not a sidewalk extension for a gym.