Police accused of ‘transport racism’ in e-bike crackdown

E-bikes were supposed to help Cyprus move into a cleaner transport era, instead, lately they have been making headlines for a very different reason.

In recent weeks, police have stepped up inspections of electric bicycles operating on urban roads, particularly in Nicosia.

Dozens of bikes have been stopped and removed for further examination, in what authorities present as a road safety measure. But as the operations continue, a different narrative is emerging – one that raises questions not only about safety, but about legality, enforcement and fairness.

For those coming from a cycling culture, Cyprus can still feel like a difficult place to move around without a car. And yet, a shift is underway with electric bicycles – once a niche product they are now part of Cyprus’ attempt to align with European climate commitments – but this transition has not developed naturally, it has been driven by policy.

Since 2022, the state has rolled out subsidy schemes for electric mobility, backed largely by EU funding.

Under Cyprus’ Recovery and Resilience Plan, two major EU-backed measures support this transition. A European Commission official told the Cyprus Mail that the EU allocates €20 million for sustainable urban mobility projects, “including at least 35 kilometres of transport routes”. Another allocates €53 million to promote electric mobility, targeting the purchase of at least 4,287 electric vehicles and bicycles, alongside the scrapping of 1,393 older vehicles.

On paper, the direction is clear, but according to the official “neither of these measures has yet been formally assessed by the European Commission through a payment request” – meaning that the final test of delivery is still pending.

Officials present e-bikes as part of the solution: cleaner transport, less congestion, better cities. But the reality on the ground tells a more complicated story. Cyprus remains overwhelmingly built around cars with limited cycling infrastructure fragmented and often disconnected.

At EU level, the definition of an e-bike is clear, a maximum motor power of 250W and assistance limited to 25 km/h. Beyond that, vehicles fall into a different category. But in Cyprus, enforcement appears to be running ahead of regulation.

Tasos Assikis, first sergeant at the police traffic department, told the Cyprus Mail that instructions were issued as early as November 2025 after concerns emerged about the number of e-bikes on the road and their speed.

“We observed that a significant number of bicycles were circulating and developing speeds that we cannot easily assess,” he said, adding that suspicions often arise based on the appearance of the motor.

But as operations intensify, a different narrative is emerging one that raises questions not just about safety. At the centre of the controversy is the question of legality.

According to Anastasia Korae, vice president of Friends of the Earth, the current legal framework does not clearly support the detention of e-bikes. “The police do not have a legal basis to detain e-bikes based on the current legal framework,” she said, adding that under both EU and Cypriot law, e-bikes are classified as personal mobility devices, not motor vehicles.

She points out that a new amendment law passed on April 16 will allow police to detain such devices but only in cases where a legal violation is established, not for general “checking purposes”.

“Until the new law comes into force, police may only detain motor vehicles, not personal mobility devices,” she added.

This creates a critical gap: enforcement is already happening, while the legal framework is still catching up. That distinction is crucial. Existing regulations allow for the detention of motor vehicles, but do not explicitly extend that power to devices such as e-bikes.

There is a more controversial issue at hand as to who enforcement is affecting. Korae argues that the majority of e-bike users in Cyprus are delivery drivers, “almost exclusively young men of colour from third countries”, and that this group is disproportionately impacted by the detentions.

“The detentions seem to be rooted in what she calls ‘transportation racism’,” she said, arguing that enforcement may be targeting those who are more vulnerable and less able to challenge authority.

Assikis rejected the claim that enforcement is disproportionately targeting delivery riders, many of whom are foreign workers.

“Although we do not have exact figures, the majority are indeed from delivery companies. However, drivers are not being targeted. On-the-spot checks are carried out on the bicycle itself to determine whether it is insured and whether it has been modified.”

He stressed that e-bikes exceeding the 25 km/h limit pose a risk to other road users, including cyclists, scooter users and pedestrians.

At the same time, concerns are now being raised from within the industry itself. Operators argue that the current enforcement approach lacks transparency and consistency, and in some cases may be undermining legitimate businesses.

According to one company active in the sector, bicycles are being seized without proper documentation or receipts, leaving owners without proof of confiscation. In some cases, bikes are reportedly held for extended periods for “checks” without a clearly defined legal timeline, resulting in operational and financial losses.

There are also complaints about what businesses describe as “impossible compliance” requirements including demands for motor vehicle insurance and registration for e-bikes, despite the absence of a clear legal framework or available insurance products.

The company maintains that it operates fully within legal requirements, with certified bicycles and tracking systems in place, yet claims that a significant number of seizures are affecting its fleet.

At the centre of the debate is a growing disconnect where on one side, authorities are dealing with a real issue modified or non-compliant e-bikes that exceed legal limits and pose safety risks. Reports suggest some vehicles can reach speeds far beyond the 25 km/h threshold. On the other, the legal and regulatory framework has not fully caught up with the rapid growth of micromobility.

Charalambos Theopemptou, MP for the Ecologists’ Movement-Citizens’ Cooperation, argues that the issue goes beyond enforcement and into how cities themselves are planned.

He told the Cyprus Mail that Cyprus should move towards low-speed urban zones, similar to those implemented abroad, and redesign the built environment to better accommodate bicycles.

“We need to design our cities in a way that naturally reduces speeds,” he said, pointing to examples from countries such as Germany and the Netherlands, where concepts like woonerf prioritise pedestrians and cyclists over cars.

The current situation however also exposes the limits of subsidy-driven policy as financial incentives have made e-bikes more accessible but they have not addressed the structural issues such as infrastructure, regulation and enforcement. At the same time, the majority of funding continues to support electric cars, not active mobility.

As a European Commission spokesperson said delays in infrastructure projects are not unique to Cyprus.

“Infrastructure projects across the EU – including in Cyprus – can face delays due to unforeseen challenges,” the spokesperson said. Member states have been advised to revise plans where necessary and shift incomplete projects beyond the 2026 funding deadline.

As for success, the commission’s expectation is straightforward, “more people using e-bikes in everyday life, supported by safe and well-connected cycling routes and integration with public transport” adding that in the end, “it’s about making mobility cleaner and easier – less congestion, lower emissions, and better air quality, in line with the European Green Deal.” 

Across Europe, e-bikes are becoming central to how cities move, and Cyprus is finding itself at a critical point caught between policy and reality. EU funding has kick-started the e-bike sector but money alone cannot sustain it. Without clear rules, proper infrastructure and consistent enforcement, the current trajectory risks creating confusion rather than transition.