Charlie Maynard

It is a pleasure to serve under your chairship, Mr Stringer. I thank my hon. Friend the Member for Epsom and Ewell (Helen Maguire) for securing this debate and for her excellent speech. Like all of us present, I find the dangerous misuse of e-bikes and e-scooters is being raised with me more and more. In my constituency, current regulations are not working well and lead to a lot of confusion. One of my constituents wrote to me saying that their friend had been arrested for riding an e-scooter; it turns out they had no idea that privately owned e-scooters are illegal on roads, cycle paths and pavements in the UK. Another constituent wrote to me saying that they had seen e-bikes advertised on the Argos website, and only in the questions and comments did it say they were only for private land use. Locally, Thames Valley police officers are finding and seizing bikes that are able to go 120 mph. The problem keeps growing. By some estimates, there are more than 1 million e-scooters in use across the country, with no standards for speed, brakes or batteries. High-powered e-bikes and conversion kits are being sold for off-road use and then ridden on roads. Uncertified batteries sold online cause deadly fires. Victims of illegal machines face an insurance gap and, as my hon. Friend the Member for Epsom and Ewell mentioned, rental scooter trials have been extended again and again since 2020. There is some good news: since June, the Crime and Policing Act 2026 has let police seize antisocially ridden e-bikes without a warning, and seizures nearly doubled to about 7,000 last year. Overall, however, legislation is outdated and hard to enforce. We should do what many other countries have done already. Private e-scooters should be legalised and regulated, with a speed cap, product standards, lights and a minimum age, so that police can concentrate on machines that do not comply. Over-specced e-bikes and conversion kits should be stopped at the point of sale. That means making online marketplaces legally responsible, appropriately funding trading standards and requiring battery certification. Faster or modified bikes could be required to carry registration or plates, and delivery platforms could be required to check that their riders’ bikes are legal. The police also need practical help, including funding for testing equipment and specialist teams, cheaper storage and quick crushing of seized bikes, fixed penalties for lower-level offences and compulsory insurance for faster e-bikes.