E-Bikes Archives

E-Bike Purchase Incentives FAQs

May 9, 2025/by Laura McCamy

California’s E-Bike Purchase Incentive Project is distributing vouchers in a series of application windows. We will post upcoming application windows here and on our e-bike campaign page.

Pedal Ahead, the administrator of this program for the California Air Resources Board (CARB), has published its own FAQs.

Note: We update these FAQs as new information becomes available. This post was originally published on October 19, 2022, and last updated May 9, 2025

The official website for California’s E-Bike Incentive Project is live at ebikeincentives.org. You can get more information about how to apply for an incentive at that site, and bicycle manufacturers and retailers can sign up to participate.

Important note and we can’t emphasize this enough: There are not enough e-bike vouchers for everyone who qualifies and wants a bike. Think of it like the lottery — some people will succeed in getting vouchers, but many more will not. If you meet the program requirements, you still have to get in line during an application window and submit an application — and not everyone who gets in line will make it through the application process. The program has a limited scope and budget that can’t meet the tremendous demand.

CalBike continues to advocate for additional funding for this hugely popular program.

TL;DR version:

The next application window will be May 29, 2025.
The program began distributing vouchers in December 2024. The April 29, 2025, application window was canceled and rescheduled due to technical issues that kept some people from accessing the waiting room.
More vouchers will be released in subsequent application windows.
The program is limited to California residents with income at or below 300% of the federal poverty level.
Applicants must be at least 18.
The voucher amount will be $1,750, with $250 additional for people below 225% FPL or living in a disadvantaged census tract.
Incentives are limited to one per person. There is no limit per household.
Demand continues to grow for this program, and there are a limited number of vouchers. Check out one of the many local e-bike incentive programs for more options. Visit our e-bike page for a full list.

What is California’s E-Bike Incentive Project?

The E-Bike Incentives Project is a program to provide vouchers to California residents to help them afford an e-bike. CalBike advocated for the budget allocation, which passed in 2021 and funds the pilot project. CARB has allocated additional funds for a total of $31 million, which will fund approximately 15,000 vouchers.

The California legislature hasn’t allocated ongoing funding for the program past the pilot, but CalBike will advocate for continued funding, and CARB appears committed to including e-bikes in its clean vehicle incentive programs.

When can I apply for a California e-bike incentive?

Vouchers will be released during limited application windows. We will post the dates of new application windows as soon as we know them. CARB usually announces application dates two to three weeks ahead of time.

I tried to apply for a voucher in the past. Did the system save my information?

No. You must start your application from scratch in each application window. Demand for this program is very high, so the administrator’s systems are unable to save information from people who haven’t yet been through the whole process.

What is the process to apply for a voucher from California’s statewide e-bike incentives program?

Be sure you have the required documentation and that you meet the income qualifications. The online waiting room will be open for an hour before the application window opens on Thursday, May 29, 2025, allowing everyone time to log on.

Important: Once you’re in the waiting room, do not close your browser window. Navigate to that window a few minutes before the deadline and do not leave.

Everyone who’s in the waiting room at the end of the hour during the next application window will receive a randomly assigned number generated by a software program. That designates your place in line.

This application window will distribute 1,000 vouchers. If you’re assigned a number of 2,000 or below, stay in line. Even if you’re over 1,000, you might get through if people ahead of you drop off. Once the required applications are completed, the portal will close.

If you apply for a voucher, the administrator will confirm your eligibility. Once your application is accepted, you’ll receive a code you can take to a participating e-bike retailer or online store. This process can take several weeks, so please be patient. The amount of your voucher will be applied to your purchase, which can include gear such as racks, a lock, or a helmet, in addition to the bike.

You can find more information about the application process in the implementation manual and you can also watch a webinar CalBike hosted to answer questions about the process.

What if I can’t apply online?

People who aren’t able to apply through the online portal may request a paper application from the administrator. Requests for paper applications will be randomized using the same system as the online portal, so people who want vouchers have the same chance of being able to apply by either method.

I meet all the qualifications to get a voucher. Why can’t I get one?

We have heard from many people who are understandably disappointed and frustrated that they weren’t able to submit their application for an e-bike incentive during the most recent application window.

The reality is that CARB’s E-Bike Incentive Project is not like many of the other programs that benefit low-income Californians, where applicants who meet the program criteria are guaranteed the benefit. The e-bike program has limited funding and a limited number of vouchers to distribute. Applications are taken during designated windows on a first-come, first-served basis and not everyone will be able to apply for a voucher. For context: during the first application window in December of 2024, nearly 100,000 people got in line for 1,500 vouchers.

CalBike continues to advocate for more funding for this program, but many people who want vouchers will not get them. However, there are many local e-bike incentive programs where you might have a better chance of getting assistance to buy an electric bike.

I signed up on the mailing list. Am I in line to get a voucher?

No. The only way to apply for an e-bike voucher is by going to https://www.ebikeincentives.org/apply/ during a designated application period. There is no waitlist for this program.

Joining the mailing list for the E-Bike Incentive Project or CalBike’s mailing list will give you timely updates on the program, but it has no impact on your application status.

Will there be more e-bike incentives, or is this a one-time program?

The current plan envisions several application windows to distribute the $31 million currently available.

How long does it take to apply for an e-bike incentive?

The online application process takes about 20-30 minutes. In addition, you might have to wait in line to access the application portal. During the first application window, people waited in line for up to 45 minutes. Being in line doesn’t guarantee that you’ll get to submit an application.

If you do get to submit your application, you can make the process faster by:

Having all your paperwork handy. You can find a list of documents to prove eligibility here. Have scans of the documents you’re using to prove eligibility or take a photo with your phone.
Watch the required e-bike safety and climate impact videos ahead of time. The safety video is 12 minutes long and the climate video is five minutes. Pre-watching will allow you to simply check those boxes and complete your application in about 10 minutes.

You don’t need to know what bike you want to purchase before you apply for the voucher. You will have 45 days to select and purchase your bike. If you need more time, you can request a 45-day extension.

I submitted an application. When will I get my voucher?

People who submitted applications should allow up to 60 days to receive their vouchers. Once your application is approved, you will receive an email with a voucher code you can take to a bike shop or online retailer to apply to the purchase of an e-bike.

The administrator will contact you if your application is missing any items needed for approval. If that happens, you must respond within 14 days to preserve your application reservation.

What are the requirements to apply for an e-bike incentive?

You will have to prove income eligibility and California residency.

Other requirements:

Be at least 18 years old
Purchase the bike within 45 days of incentive award with the option to extend for an additional 45 days
Own the bike for one year
Take a 12-minute bike safety education class online

Can more than one person in the same household apply for an e-bike voucher?

Yes.

Individuals can only get one voucher each, but there is no limit to how many people from the same household can apply as long as each person qualifies.

Who qualifies for the California e-bike incentive program?

Eligibility for the pilot program will be limited to people whose income is less than 300% of the federal poverty level. That means the income caps (based on 2024 FPL guidelines) would be:

Individual: $45,180
Family of 2: $61,320
Family of 3: $77,460
Family of 4: $93,600
Family of 5: $109,740

How much will the California e-bike incentives be?

The base incentive will be $1,750 for all types of e-bikes. The program will offer an additional $250 to people living below 225% of the federal poverty level or living in a disadvantaged community. The maximum incentive is $2,000.

Can I stack the California e-bike incentive with other e-bike incentives or rebates?

Yes.

If you qualify for a California voucher and an e-bike incentive from a local government, utility, transportation agency, or other entity, you may use both incentives toward the purchase of the same e-bike. This is called stacking. Some local programs are planning to work in tandem with the statewide incentives while others might not allow stacking; ask your local provider for more information.

What kinds of bikes qualify for incentives?

You can use the incentive to buy any type of e-bike, including a folding bike, cargo bike, or adaptive bike. All three classes of e-bikes will be eligible for the program. However, you will need to purchase from a list of approved e-bike models. You must purchase a bike with UL or EN safety certification.

E-bikes are grouped into three classes:

Class 1: pedal assist only, 20 mph speed limited — will qualify for the program
Class 2: pedal assist or throttle, 20 mph speed limited — will qualify for the program
Class 3: pedal assist only, 28 mph speed limited, helmets required, must be 16 or older to operate — likely to qualify for the program

Note: Only bicycles that include pedals, fall into one of these three classifications, and are offered by an approved retailer qualify for the incentive program. Other forms of electric mobility, such as scooters and mopeds, are not included.

Why isn’t the e-bike model I want on the approved list?

The list of approved e-bike models is not a definitive list of all e-bikes that might qualify for the California program. A manufacturer or retailer must apply to have a model added to the list. Further, not all e-bike brands meet the requirement to have a business location in California.

If you want to see a particular e-bike model added to the list, contact the manufacturer or a local retailer that carries it and ask them to apply to the program. The incentive program continues to add new e-bike models to the list.

Where can I buy an e-bike with a CARB incentive?

The program administrator has a list of qualifying bike retailers. You can buy from a bike shop or order an e-bike online. All e-bikes in the program must come fully assembled, you online retailers must provide assembly.

Do I have to know what bike I want before I apply for an incentive?

No. People who receive vouchers have 45 days to buy a bike. If you can’t make the purchase in that time, you can apply for an extension and get an additional 45 days. You must request the extension — it isn’t automatic.

Can I buy an e-bike online with a voucher?

Yes. The list of qualifying bike retailers includes online e-bike retailers.

However, we recommend visiting a bike shop and test-riding e-bikes if possible. All bikes are not the same. It’s important to get a bike with a frame that fits you and that you feel comfortable riding. A bike shop can help you with this.

What if I have to return my bike?

You are allowed to exchange a bicycle bought with an e-bike incentive. However, the voucher doesn’t cover the cost of return shipping for bikes purchased online. That’s why we recommend test-riding bikes before you make a purchase, if at all possible.

What qualifies as an adaptive bike?

CARB wants to keep the definition of adaptive bike as inclusive as possible. The category will most likely include tricycles and bikes modified for people with disabilities.

Can I use an e-bike incentive to buy a conversion kit?

No. A conversion kit allows you to add aftermarket electric power to a standard bike frame. Conversion kits are not eligible for incentives.

Can I get a rebate on an e-bike I already purchased?

No. The Electric Bicycle Incentives Project is not a rebate program. You need to apply and get approved before you purchase a bike in order to use the incentive.

If you recently bought an e-bike, you might qualify for a rebate from a local program such as 511ContraCosta. Check the list on our e-bike page and ask your local utility about rebates. In addition, if the E-BIKE Act passes Congress, you might be eligible for a federal tax credit.

Can I buy bike accessories to go with my bike?

Yes. If you are awarded an incentive through the California program and your bike purchase, including sales tax, is less than the amount of your voucher, you can buy gear for your ride with the remaining balance. Approved purchases include racks, helmets, reflective vests, and locks.

If I don’t get a voucher in December, when can I try again?

CARB has not set a date for the next round of e-bike incentives. We will let you know as soon as we have that information.

Can I get an e-bike voucher from CalBike?

No.

CalBike is not administering the e-bike incentives program. Our role is one of advocacy. We advocated for the creation of this purchase incentive, and we will continue to push for an expanded budget to support the program. CalBike also shares critical information about the program via our e-bike newsletter, and we help our member’s voices be heard so that the program better serves the people who need it most. CalBike does not process or distribute incentives.

CARB will manage the incentive distribution process through its third-party administrator starting in 2023. We will share information about how to apply once it’s available, but CalBike won’t be involved in processing applications or awarding e-bike incentive vouchers.

Where else can I get assistance to buy an e-bike in California?

The E-Bike Incentives Project is California’s first statewide e-bike voucher program. However, there are many regional and local programs where you might be able to get funding to help you buy an e-bike now.

SB 400, which CalBike helped pass in 2019, added an e-bike benefit to the Clean Cars for All program, which aims to take polluting cars off the road. If you have a qualifying car to turn in, incentives can be as high as $9,500, and you can use the funds to buy e-bikes and bike accessories for multiple family members. However, this program is administered by regional air quality management districts, and not all districts have added the e-bike benefit. We spoke to people who got this voucher in the Bay Area and Southern California to give you an idea of the process. Find out more details about the Bay Area program on this handy reference page.

In addition, there are numerous local programs through nonprofit organizations, utilities, and other entities. You can find many California programs on this list of global e-bike incentive programs.

Why can’t I get an incentive to buy a non-electric bike?

Excellent question. The current program covers only electric bike purchases, not standard or acoustic bikes. Electric bikes tend to be significantly more expensive than traditional bikes, so a purchase incentive may be the only way for many people to afford one. In addition, many people who don’t feel comfortable riding a standard bike because of age, health issues, the need to carry passengers or cargo, etc., may replace car trips with bike trips on an electric bike.

However, the classic bicycle is incredibly energy-efficient and elegant transportation, and some places do offer incentives to help residents buy non-motorized bicycles. For example, the French government is offering 400 Euros to citizens who trade their cars for a bike or e-bike. CalBike would love to see a program like this in California, and we will continue to explore ways to encourage more people to choose the joy of riding a bike.

How do I purchase a bike with an incentive?

The statewide incentive will be a point-of-sale benefit. Once you pick out a bike from a qualifying retailer, the incentive amount will be applied when you make the purchase. You don’t have to put out that money up front and get reimbursed.

I’m an e-bike retailer or manufacturer. How can I participate in the program?

Retailers can apply online through the program website. Qualifying retailers must have some kind of physical presence in California (a shop, office, or manufacturing facility), even if you sell your bikes exclusively online, and can only sell eligible models through the program. It’s not too late for retailers to participate.

Manufacturers with e-bike models that meet the program’s specifications can also get their bikes added to the list of eligible bikes. Please contact the administrator for information on how to apply.

Is California’s statewide program an expansion of the San Diego e-bike program?

No. Some press reports stated that California’s statewide purchase incentive was an expansion of a similar program in San Diego. This is incorrect.

CARB chose Pedal Ahead, an organization that runs an e-bike program in San Diego, to administer the statewide program. However, the CARB purchase incentives pilot will have rules and parameters determined by CARB in conjunction with input from advocates and the public. The statewide program is separate from and different from the San Diego program.

How do I get more information about the e-bike incentive program?

Have we mentioned that CalBike has an e-bike incentives interest list? Use the form below to add your name, and we’ll send periodic updates as we get more information, including letting you know when you can apply.

You can also sign up for CARB’s e-bike email list to get information directly from CARB or sign up for the E-Bike Incentives Project email list.

What to Know About the Next California E-Bike Voucher Application Window

April 15, 2025/by Kendra Ramsey

The California Air Resources Board (CARB) has announced a second application window for its E-Bike Incentive Project on April 29. There will be some changes to make the process smoother this time around. Here’s what you need to know about the application process.

What has changed

In the first application window, nearly 100,000 people logged on for a chance to be awarded a voucher toward the purchase of an e-bike. Users waited online until the first 1,500 people in line completed their applications, and then were told that applications were closed.

The new process will give applicants more time to log on and more clarity about their place in line. People who want an e-bike voucher can enter an online waiting room at the E-Bike Incentives Project website between 5:00 and 6:00 p.m. on April 29.

At 6:00 pm, the waiting room will close and everyone present will be placed in a queue to apply. The order will be determined by randomizing software, not by the time applicants entered the waiting room. You’ll be able to see your place in line and decide if it makes sense to wait. CARB will distribute 1,000 vouchers through the portal in this window. If you’re within the first 2,000 people on the list, it probably makes sense to stick around, in case spots open up if anyone drops off ahead of you.

If you’re not able to apply online because you have difficulty using a computer, you can also apply by mail by contacting the administrator. Mail applications will be randomized in the same way as those through the online portal, giving all applicants the same chance of being able to submit an application.

What hasn’t changed

The basics of the e-bike voucher program remain the same. Only those making 300% of the federal poverty level (FPL) or below are eligible for a California voucher. The base voucher amount is $1,750; people living in disadvantaged census tracts and those with incomes at or below 225% of the FPL get an additional $250, for a total voucher amount of $2,000.

In the last application window, the most common issue was that people applied whose income was too high to qualify for the program. That slowed down voucher distribution for those who qualified and cost the program administrative time. The more CARB is forced to spend on administration, the less funding it has for vouchers. If your income from all sources is above 300% of FPL, please don’t apply. You can review the amount of income needed to qualify on a table on the EBIP website here. There are many local e-bike incentive programs with different requirements; we encourage you to look for one of those.

What else to know about California e-bike incentives

In addition to distributing 1,000 vouchers through the online portal, the program is working with community-based organizations (CBOs) throughout the state to connect the populations they serve with e-bike vouchers. CBOs will help CARB identify people who can benefit from this low-cost transportation, as well as provide wrap-around services to help them ride safely and keep their bikes in good working order.

CBOs will be working with their existing populations. Reaching out to a CBO if you’re not already working with the organization will not help you get a voucher.

The administrator has worked to streamline the application process, but it will still take several weeks to verify applications and provide vouchers. As always, patience is a virtue with the California E-Bike Incentives Project.

For other questions, see our e-bike incentive FAQs.

If you’d like to know more, CalBike hosted a webinar to explain the process and answer questions. You can view the recording.

E-Bikes on the Agenda for California Legislature in 2025

April 10, 2025/by Jared Sanchez

CalBike has 14 bills on its legislative watchlist this year, and almost half of them (six) are e-bike regulations. As we have documented repeatedly over the past couple of years, the swift rise in the popularity of e-bikes has led to an equally swift backlash. Local leaders have conflated legal e-bikes with illegal e-motorcycles improperly sold as e-bikes, imposed e-bike restrictions after car drivers killed people riding e-bikes, and generally painted e-bikes as the biggest menace on the roads today. So it’s no surprise that state lawmakers have taken notice, crafting a raft of bills designed to “fix” the “problem.” We would prefer to have just one e-bike bill that could garner bipartisan support; perhaps by the end of the session, legislators will have homed in on an approach to e-bike regulation that all stakeholders can agree on.

We aren’t supporting or opposing any of the e-bike bills at this time, but it’s worth taking a deeper dive into what we might call the E-Bike Slate to understand what regulations and threats to e-bike riding might be coming.

E-bike classification

The e-bike bills introduced this session fall into three categories: e-bike classification, rider regulation, and huh?(more on that third one in a minute). Classification is the most popular category, covering four of the six e-bike bills.

The popularity of e-bikes has led to new companies (and some familiar brands) marketing two-wheeled vehicles that may sort of meet the definition of an e-bike under California law but also violate it. Many of these bikes are sold as Class 2 e-bikes, which have a boost of up to 20 mph either through pedal assist or throttle. However, they can switch to different modes, including Class 3 and “off-road” with impermissibly high speeds, taking them out of compliance with e-bike classification.

Class 2 e-bikes don’t have age restrictions in state law; Class 3 e-bikes can only be operated by people 16 years and older, and all riders must wear helmets. The off-road speeds these bikes are capable of are often much faster than any e-bike is legally allowed to go. So, cleaning up the gray areas in e-bike classification is a good idea. We don’t feel that any of these bills, as currently drafted, fit the bill. But we’re working hard to change that.

One of the classification bills (AB 545, Davies) follows a similar bill from 2024 that clarified California’s e-bike classification system. This bill further defines e-bikes as having fully operable pedals and a motor of 750 watts or less. The purpose of this measure isn’t clear since the vehicle code section that outlines Class 1, 2, and 3 e-bikes starts with the sentence, “An “electric bicycle” is a bicycle equipped with fully operable pedals and an electric motor that does not exceed 750 watts of power.”

The other three classification bills seek to clarify the distinction between legitimate e-bikes, which can’t have an electric assist above 20 or 28 mph, depending on the class, and the many two-wheeled vehicles marketed as e-bikes that can go much faster than that.

SB 586 (Jones) creates a new classification for two-wheeled electric vehicles: eMotos. This new category wouldn’t need to register with the DMV like a motorcycle or moped but also wouldn’t be street legal and wouldn’t have operable pedals. In discussions, there’s broad agreement that many of the vehicles marketed as e-bikes aren’t truly street legal. However, we’re not sure this bill will solve the problem.

CalBike is most hopeful for SB 455 (Blakespear). The bill strengthens existing e-bike regulations and would penalize manufacturers and dealers selling high-speed motorized bikes to underage riders as e-bikes. This would solve one of the biggest problems caused by gray areas in e-bike classification and protect young riders. We are hoping to co-sponsor this bill as we work with the author and various stakeholders through issues with how best to disentangle legal e-bikes from vehicles that shouldn’t be marketed as e-bikes. It’s an example of the complexities of crafting laws that protect the public while not stepping on people’s rights and consumer choice.

AB 875 (Muratsuchi) takes a different approach to motorized cycles illegally marketed as e-bikes: encourage police to confiscate them. We never support laws that ask law enforcement to make judgments and mete out punishments on the fly, and we don’t think this is the right approach to solving the e-bike classification problem. Besides, police officers already have legal justification to impound illegal devices, so we sense this bill would not add much to existing local enforcement efforts.

Who should ride an e-bike?

A focus of much of the concern about e-bike safety has been young riders. Class 3 e-bikes, which have a top pedal-assisted speed of 28 mph, are already limited to riders 16 and above, but Class 1 and 2 e-bikes have no age limits.

Last year, California passed a bill allowing San Diego communities to pilot and study e-bike regulations, including limiting ridership by age. AB 965 (Dixon) would bring a similar pilot to Orange County. The bill would allow Orange County cities to limit Class 1 and 2 e-bikes to riders age 12 and over for a pilot period ending in 2030.

While we think bicycling is excellent transportation for young people, especially where communities have built the safe, protected bikeways CalBike advocates for. We are neutral on this bill and open to evaluating age-based restrictions on electric bikes based on the information collected during this pilot.

Do we really need this?

We’re not sure what the thought is behind AB 544 (Davies). Current law requires all bicycles to have a red rear reflector and more reflectors on the wheels, pedals, and frame. This bill would require e-bikes to have a rear red reflector or light that’s on at all times, visible from 500 feet. That’s one and a half football fields. How big would a reflector, or even a light, need to be to be visible from that distance? Would a light have to be the size of a car light?

While CalBike supports visibility, this measure seems impractical and unnecessary. It also puts the onus for visibility on bike riders, absolving car drivers from responsibility for being aware of other road users and sharing the road responsibly.

CARB Proposes Changes for E-Bike Incentive Project

March 6, 2025/by Laura McCamy

The California Air Resources Board (CARB) held a work group meeting on March 5, 2025, to get feedback on proposed changes for the next application window of the E-Bike Incentive Project. Around 270 people attended the meeting, showing that interest in the program remains strong. Here is a summary of the proposed changes.

Current status of the program

CARB presented the current status of the program, including eligibility, specifications for eligible e-bikes, and the amount of the vouchers. Throughout the work group, questions and comments were a mix of concerns and issues with applying for vouchers and suggestions about proposed changes.

In the first application window, on December 18, 2024, there were 37,000 people in the waiting room by the time the portal opened at 6:00 p.m. Applicants in the work group reported being confused about the process and the difference between the waiting room and being in queue to apply.

By 6:42 p.m. on December 18, the first 1,500 people had completed their applications and the portal closed. At that point, there were nearly 100,000 people in line hoping to get e-bike vouchers. In the weeks after the launch, CARB and the program administrator fielded 20,000 inquiries about the program.

As of March 5, almost all of the first 1,500 applications have been reviewed, and 800 people have redeemed vouchers to buy e-bikes, amounting to a disbursement of approximately $1 million. CARB reported that 97% of applicants so far fall into the high-priority categories because they make less than 225% of the federal poverty level, live in an environmentally disadvantaged community, or live in a low-income census tract.

Proposed improvements for the next application window

Attendees had numerous complaints about the chaotic application process in the first window. People would like to be able to set up an account ahead of time and upload their paperwork. Unfortunately, according to Shaun Ransom, the CARB staffer in charge of the E-Bike Incentive Project, the cost to create all those accounts is prohibitive because interest is so high.

Several people, including those representing community-based organizations (CBOs) partnering with the project complained that the short notice for the first application window (less than two weeks) didn’t give them or their communities enough time to prepare. CARB promised to give 30 days notice of future application opportunities and send multiple emails to alert people to get ready.

Some commenters thought the windows were or should be a lottery. The first come, first served model disadvantages people with slower internet speeds or less access to technology. CARB’s proposal for the next application window is to add a randomizer, making selection more like a lottery. Applicants would have a half hour window during which they could enter a waiting room. After 30 minutes, the waiting room would close and the randomizing software would choose 1,500 people at random. Those people would get a link to enter the application portal. Those not chosen would be notified immediately and wouldn’t need to wait in line.

Administering a program with such overwhelming demand presents technical challenges. Despite rumors and reports to the contrary, the first window went relatively smoothly and avoided crashing the servers. CARB’s proposed changes should make the process clearer for applicants and fairer for those who need more time to log on to the website.

A greater role for community organizations

The CBO network working with the E-Bike Incentive Project raises awareness of the program among underserved communities and helps members of those communities navigate the application process and buy an e-bike. However, CBO representatives reported having little to do after the first launch because few or none of the people they serve were able to secure vouchers. CARB presented a proposal to administer 500 vouchers directly through CBOs to allow them to connect people with the greatest need of inexpensive, sustainable transportation to the incentive program.

CalBike has advocated for direct distribution through CBOs. It gives people who might have a hard time applying online because of issues with internet access, language barriers, disabilities, or other barriers a chance to benefit from the program. CBOs can identify people who are likely to get the most use from an e-bike and provide after-purchase support with group rides and in-person safety classes.

However, the current CARB proposal is to distribute 500 vouchers through CBOs and 1,000 through the online portal during the next application window. We believe the pace of distribution is too slow, particularly given the enormity of the need. We will urge CARB to make the CBO distribution additive to the total vouchers available in the window, rather than subtractive, and distribute 2,000 vouchers during the next application cycle.

Program administrator applications opening

CARB awarded the contract to administer the initial $10 million approved by the legislature to Pedal Ahead. The agency later added another $3 million to the program and allocated an additional $18 million in a subsequent budget. The additional $3 million was initially added to the first $10 million contract but may now be shifted to the second tranche of funding, increasing that to $21 million.

Applications to administer the second tranche of funding will open and close in the second quarter of 2025. CARB plans to announce the third-party administrator for the next round of e-bike incentives in the third quarter of this year.

A recording of the work group will be available in two weeks, and we’ll add it to this post. In the meantime, here are the slides.

CA Ebike Incentive Program WG Slides_March_5_2025 – Solicitation and Workgroup Download

California’s E-Bike Incentives Are Finally Here

December 16, 2024/by Kendra Ramsey

This post was originally published 12/11/24 and updated 12/16/24.

The California Air Resources Board announced that its much-delayed E-Bike Incentive Project would open for applications on Wednesday, December 18, 2024, at 6:00 pm PT. CARB won’t release all $31 million in vouchers on that date; it still plans to do a phased program, releasing a limited number of vouchers every few months. In the initial window, it will distribute 1,500 vouchers using about 10% of the program funding.

See the bottom of this post for links to informative videos about how to apply.

E-bike incentive program basics

The California vouchers are $1,750 and may be used to purchase an eligible e-bike from an approved retailer. The voucher can go toward the purchase of a bike, including sales tax, as well as accessories such as a helmet or panniers to go with the bike.

All the e-bike models in the program have safety-certified batteries. People who are awarded vouchers will have 45 days to choose an e-bike and make a purchase. The incentive is point-of-sale and will act as a discount applied to your purchase from an approved retailer. If you need additional time, you can get a one-time, 45-day extension to use your voucher.

You can buy an e-bike online through this program. However, the cost to return a bike purchased online is not covered by the voucher, and the shipping can be expensive. If you’re able to go in person to test-ride bikes, the program administrator recommends doing that. Finding the right fit is crucial when buying any bike, including an e-bike.

Only eligible California residents will receive vouchers

To qualify for an incentive, you must be over 18 and a California resident. You must also meet income requirements, and you’ll need documentation to verify your age, residency, and income. Participants in certain assistance programs are automatically income-eligible. Find out what you need to prove your eligibility.

The program is open only to people who earn 300% of the federal poverty level or less. People with income at or below 225% of the federal poverty level or who live in a disadvantaged community will qualify for an additional $250, for a total incentive of $2,000. You don’t need to know if you meet these additional criteria; the program administrator will verify your qualification for the additional incentive when it reviews your application, and the voucher will state the total incentive.

Many people will not get vouchers on December 18

If e-bike incentive programs in other states are any indication, demand for the vouchers will be very high. CalBike has an e-bike interest list of more than 20,000 people. As many as 10 million Californians are income-qualified for this program. There are only 1,500 vouchers available in this round. The math means that many people are likely to be disappointed.

At 6:00 p.m. on December 18, the application portal will open. At that time, people will be placed in a waiting room to be let in to apply, to prevent the site from crashing. You will be let in in the order you get onto the site. The program will only accept 1,500 applicants. You can’t pre-register to get in more quickly.

Unfortunately, we can’t offer any tips to improve your chances of being one of the lucky ones to make it through the traffic jam and complete an application. But remember that this is just the first of several application windows. CARB plans to give out around 15,000 incentives in total with the money already budgeted for this program. You’ll have another chance in 2025.

Helpful videos on the e-bike incentive application process

The program administrator has created a video to walk you through the application process.

If you still have questions about the application process, CalBike hosted a webinar on December 16, 2024 to go over the process and answer many questions from applicants.

CalBike Leads Coalition Calling for Regulation of Illegal E-Motorcycles

December 11, 2024/by Jared Sanchez

CalBike, along with 30 other bicycle and active transportation advocacy groups, released a letter today calling on our elected leaders to better regulate illegal electric motorcycles, which have top speeds above what’s allowed for electric bicycles. These e-motorcycles may be marketed as e-bikes, but they don’t meet California’s definition of an e-bike. Confusion between these illegal e-motorcycles and e-bikes has led several California cities to incorrectly regulate the use of legitimate e-bikes, which has the potential to harm all bike riders without improving safety.

Read the letter

Statement on E-Bike Safety from California Bicycle Advocates 12.11.2024 Download

How to Fight E-Bike Backlash

November 5, 2024/by Jared Sanchez

In a state where 4,000 people die annually and many more are injured due to traffic violence, some California cities are freaking out because teenagers on e-bikes…did a wheelie? The ultra-conservative enclave of Huntington Beach enacted a draconian law last year that allows police to impound bicycles of youth found to have violated its (probably unconstitutional) provisions. Now, Santa Barbara is considering an ordinance based on the Huntington Beach law.

The popularity of e-bikes — and the confusion of small motorbikes with e-bikes — has led some local governments to declare states of emergency and restrict and penalize people on e-bikes. There have been very few fatalities, almost exclusively caused by car drivers hitting people on e-bikes, so the car is the problem in those cases.

There have been increased interactions between people riding e-bikes, including out-of-class bikes that might more properly be classified as mopeds, and pedestrians on shared paths. This can be scary, especially to older pedestrians, and it’s understandable that communities want to create an atmosphere of safety on mixed-use paths. Criminalizing e-bike riders doesn’t solve this problem and, in fact, creates more safety hazards than it fixes.

CalBike has created a toolkit advocates can use if local elected officials propose regulations that will discourage or prevent people from riding e-bikes (and all bikes). Scroll to the bottom of this post to download it.

6 reasons to oppose criminalizing e-bike riders, even if you don’t ride an e-bike

To paraphrase a famous saying, “First they came for the e-bikes….” Over-policing of e-bikes hurts everyone in the bicycling community and impedes public safety. Here’s why everyone who supports active transportation should speak out against unfair e-bike regulations.

All bike riders will be targeted. Some e-bikes are obviously electric, but many look very similar to acoustic bikes with a battery tucked discreetly against the frame or even hidden inside the frame. When police target e-bike riders, they are bound to harass some people riding acoustic bikes as well.
Bike police stops are racist. An in-depth investigation by the LA Times showed police disproportionately pulled over Black and Latino bike riders, and data from other municipalities has revealed the same pattern. Who is most likely to get pulled over for a suspected e-bike infraction? Who is most likely to have their bike impounded? Riders who are “other,” “outsiders,” or “a threat” — in other words, BIPOC bike riders.
Traffic stops can have fatal consequences. Police encounters, especially for men of color, can turn deadly. E-bikes almost never kill anyone, but police officers do. Even nonfatal stops can leave bike riders physically and emotionally traumatized. No one should have to go through that to ride a bike. California has moved to decriminalize things like “jaywalking” to reduce the frequency of police encounters; criminalizing e-bike riders is a move in the wrong direction.
Demonizing bike riders makes everyone less safe. Studies have shown that when drivers view people on bikes as less human, they are more likely to drive dangerously around them. Cities that treat e-bike riders as criminals invite car drivers to drive too close, cut off bike riders, or menace them with their cars, increasing the risk of injury or death.
Criminalizing any kind of bike riding makes people less likely to ride. Getting around on any kind of bike is economical, healthy, and fun. But getting on a bike is less appealing if you think you might be subject to a $500 fine or have your bike impounded. If you are forced to ride in fast-moving traffic or restricted from bike paths, going out for a ride might not seem like much fun.
It’s the wrong solution to the wrong problem. Our planet is heating and we need to drive less and bike, walk, and take transit more. If there are too many e-bikes clogging up a city’s streets, treat bike congestion the way you would treat car congestion and build more bikeways, bike paths, and shared-use paths. If there are conflicts between pedestrians and people on e-bikes, build even more bikeways with fast lanes or bicycle highways that provide limited-access through routes. Restrict where people can drive cars and make space for active transportation. These measures aren’t as easy as writing a law blaming everything on people riding e-bikes, but they will make streets safer for everyone.

What is and isn’t an e-bike

One of the challenges with e-bikes is that California regulations haven’t caught up with the surge in the popularity of e-bikes. That has allowed new companies to bring out models marketed as e-bikes that have settings like “off-road” that allow the bikes to travel faster than the maximum 28 mph of a Class 3 e-bike. Many of these vehicles don’t fit California’s definition of an e-bike.

CalBike supported bills this year to clarify e-bike classifications and require safety certifications for e-bike batteries to prevent fires. We are working with legislators to develop additional sensible regulations to keep everyone safe on e-bikes in California.

We believe regulating the e-bike market and e-bike use should be done at the state level. For example, if age limits on e-bike riding change from city to city, a rider could break the law, without realizing it, just by crossing a municipal boundary.

And, as noted above, the local ordinances that have been considered or put into effect don’t address these safety concerns but rather penalize all e-bike riders — and everyone who rides a bike.

How to use CalBike’s toolkit

We wish we could weigh in on every new e-bike ordinance, but in a state the size of California, it’s not possible. We’re counting on local bicycle coalitions, advocates, and concerned citizens to stand up against anti-bike regulations.

In the toolkit provided in the pdf below, we include common provisions we’ve seen in e-bike regulations and responses to them. We also include talking points you can use when testifying at a city council meeting about a proposed law and a template letter to send to your local elected representatives.

Thank you for being a bike champion and standing up for the rights of all bike riders.

E-Bike Ordinance Toolkit Download

What Is an E-Bike? A Guide to California E-Bike Classifications.

June 21, 2024/by Kevin Claxton

Note: This information was compiled in August of 2023 and updated in June 2024. California laws and regulations are subject to change. Please consult the California Vehicle Code (CVC) sections governing e-bikes for the most up-to-date information.

Some of the recent furor over the increased presence of e-bikes on California streets has centered on mobility devices sold as e-bikes that may push the boundaries of what counts as an electric bicycle in the state of California. So here’s a look at e-bike classification, an emerging class of two-wheeled vehicles called ZEMs, and the gray area in between.

E-bikes and the law

As legally defined vehicles, e-bikes are subject to several laws in California (and even some federal regulations as well). Under California law, an e-bike is essentially treated the same as a standard bicycle—with a few exceptions. E-bikes are to be operated like conventional bicycles in California and are not considered motor vehicles under the California Vehicle Code.

As such, e-bikes in California are exempted from various laws and requirements that apply to motorcycles and automobiles. For example, e-bike operators need not have or use:

Operator’s licenses
State or local registration
Motor vehicle insurance
License plates

So what is an e-bike?

California’s e-bike classifications

The California vehicle code defines e-bikes as: “[A] bicycle equipped with fully operable pedals and an electric motor of less than 750 watts.” It further breaks e-bikes into three categories, following a classification system created by PeopleForBikes that has been adopted in 40 states.

Class 1: Provides assistance only when the rider is pedaling and ceases to provide assistance when the bicycle reaches a speed of 20 mph
Class 2: Operates via pedal-assist or throttle and ceases to provide assistance when the bicycle reaches a speed of 20 mph
Class 3: Provides assistance only when the rider is pedaling and ceases to provide assistance when the bicycle reaches a speed of 28 mph

Because there is some variation in e-bike classification from state to state, an e-bike manufacturer may not specify an e-bike’s class on their website. You can determine the class by comparing the bike’s specifications to the information above or asking at the bike shop where you buy your e-bike.

Who can operate an e-bike in California?

There are no age restrictions on Class 1 and 2 e-bikes. Riders must be at least 16 to operate a Class 3 e-bike, and all Class 3 riders must wear helmets. All riders under 18 must wear a helmet on any type of bike, motorized or not.

Who can carry passengers on an e-bike?

All e-bikes set up to accommodate passengers are permitted to carry a passenger. Riders and passengers under 18 must wear a helmet. Passengers of all ages on Class 3 e-bikes must wear helmets.

Which e-bikes are pedal assist only?

Class 1 and Class 3 e-bikes provide a boost from the motor only when the rider pedals. If the rider stops pedaling, the motor cuts out and the bike loses momentum.

What’s the top speed of a throttle e-bike?

Class 2 e-bikes, which have a throttle that allows the motor to power the bike without the rider pedaling, have a maximum motor speed of 20 mph.

Can e-bikes go faster than their assist limits?

E-bikes provide a boost up to their speed limits (20 and 28 mph). A rider may go faster than that by pedaling harder, but the motor won’t give any additional propulsion over those speeds.

What’s a zero-emission motorcycle (ZEM)?

Electric motorcycles, classified as zero-emission motorcycles (ZEMs) by the California Air Resources Board (CARB), can include anything from a moped or motorized scooter to a full-sized motorcycle. A ZEM may have a powerful enough engine to travel at freeway speeds, but not all do.

Unlike e-bikes, ZEMs must be registered with the DMV and are not allowed to ride in bike lanes. ZEMs do not have pedals and operate solely on motor power.

CARB is working on creating incentives for ZEMs as part of California’s transition to clean transportation.

Where can I ride?

The law prevents cities from restricting access to e-bike riders in places like bicycle paths or trails, bikeways, and bicycle lanes.

People may ride e-bikes on roadways but are subject to the California Vehicle Code (CVC)—which covers basic rules of the road, like going with the flow of traffic and obeying lights and signs.

Local authorities could still block access to e-bikes on certain equestrian trails or hiking and recreational trails. The Department of Parks and Recreation may prohibit the operation of an electric bicycle or any class of electric bicycle on any bicycle path or trail within the department’s jurisdiction.

New e-bike regulations in the works

Several laws relating to e-bikes are moving through the California legislature and, in addition, local jurisdictions are creating local restrictions on where people can ride e-bikes. You can find a list of Orange County local regulations in this spreadsheet and we recently wrote a summary of e-bike bills. Join CalBike’s mailing list to stay up to date on the latest developments.

Two-wheeled EVs in the gray area

Some electric, two-wheeled vehicles fall into a gray area between e-bikes and ZEMs. These bikes can be manufactured and sold in California but may not be street-legal under California e-bike regulations.

For example, at least one manufacturer markets their products as e-bikes but sells bikes with an “off-road” setting with a top speed listed as “28+ mph,” implying that the motor is capable of providing a boost above California’s top e-bike speed of 28 mph. Another brand doesn’t list the top speed or e-bike class on its website.

It’s unclear whether bikes like these qualify as e-bikes under California law, which states, in part: “On and after January 1, 2017, manufacturers and distributors of electric bicycles shall apply a label that is permanently affixed, in a prominent location, to each electric bicycle. The label shall contain the classification number, top assisted speed, and motor wattage of the electric bicycle, and shall be printed in Arial font in at least 9-point type.”

It may not look like a bike

E-bikes evolved from traditional bikes, so many e-bikes resemble standard bikes modified to include a motor and battery. However, some new e-bike models are moving away from traditional bicycle design. They may have fat tires and frames that resemble small motorbikes more than standard bicycles. As long as they have operable pedals and fall within California’s e-bike classification system, these e-bikes are bicycles and may use bike lanes.

What is not an e-bike?

According to the California DMV, two categories of classification exist between e-bikes and motorcycles.

A motor-driven cycle is “a motorcycle with less than a 150 cc motor size.” These bikes are not allowed to operate on controlled-access freeways or highways.

A motorized bicycle or moped is “a two or three-wheeled device, capable of no more than 30 miles per hour (mph) on level ground.” The vehicle code further defines this type of bike as “having fully operative pedals for propulsion by human power, or having no pedals if powered solely by electrical energy.” The DMV notes that these vehicles may use bike lanes, if authorized by local ordinance.

Both motor-driven cycles and mopeds must be registered with the DMV (e-bikes are not required to register), and riders need a motorcycle license to operate them.

Some of the bikes that fall into the gray area may be more properly classified as mopeds or motorcycles (if their motors go faster than 30 mph) than e-bikes.

CalBike is committed to working on legislation to clarify the role and place of bikes in our communities. We also continue to advocate for more funding to build bikeways that are comfortable for all riders, on e-bikes or standard bikes. And, in the future, maybe we’ll need to build bicycle fast lanes!

Final E-Bike Incentive Work Group Reveals New Details About the Program

May 7, 2024/by Laura McCamy

On May 1, 2024, the California Air Resources Board (CARB) held what we hope is the last work group meeting about the California E-Bike Incentive Project before a launch date is announced and the first application window opens. The meeting was dominated by bike manufacturers and retailers and largely centered around the new program requirement that all eligible e-bikes have UL- or EN-certified batteries.

From the meeting, combined with a session on the program’s soft launch and follow-up questions to the program administrator and CARB, the shape of the program is beginning to emerge. Here’s what we know now.

Support for battery certification

The recently added requirement that bikes eligible for vouchers have batteries certified to UL or EN (European) standards sparked passionate responses on both sides. While many of the speakers at the work group, including a number of bike retailers, were supportive, some bike manufacturers were upset by the change so close to implementation.

Two manufacturers noted the high cost and long timeline to get UL certification. One said his company had taken other steps to comply with the program requirements so its bikes could qualify for vouchers and was angry the new requirement meant his brand wouldn’t be able to participate in the program.

It seems that battery certification is baked in, especially with SB 1271 working its way through the legislature. The bill, which CalBike supports, will require all e-bikes sold in California to have certified batteries. Low-quality or after-market batteries have caused several structure fires in New York because they can overheat and catch fire during charging, so the requirement for higher-quality batteries will help ensure e-bike safety.

Higher incentive amounts

The work group introduced a proposal to raise the incentive amounts. The previous incentive structure was a $1,000 base incentive with $250 extra for people making 225% of the federal poverty level or less or living in an environmentally burdened community and another $750 additional for people buying cargo or adaptive bikes.

CARB proposed changing this to two voucher amounts: a $1,750 base incentive for standard, cargo, or adaptive bikes and $2,000 for those qualifying as priority applicants under the categories above. The change was prompted by the higher cost of e-bikes with certified batteries. CARB noted that the soft launch had shown that it was hard for retailers and the program administrator to determine whether to call an e-bike standard or cargo, since many models have modifications to carry cargo or passengers.

People can also use the vouchers to pay for sales taxes and items such as locks, racks, and helmets. CARB stated that accessories would need to be purchased at the same time as the bike and from the same retailer.

Most speakers voiced support for the increased incentive amounts, though there was some concern it might mean fewer people would get vouchers. CARB estimates the program will still distribute around 15,000 vouchers with the current $31 million funding available since many people would have qualified for higher incentive amounts under the original incentive structure.

Timing and demand

CARB unveiled a proposed launch plan that includes six release windows of 2,500 vouchers each, starting in Q2 of 2024—so before the end of June—and extending through August 2025. The application portal will close after the first 2,500 applicants in each launch window; there will be no waiting list. If not all 2,500 vouchers are used within the allowed window of 45 days with an option to extend for an additional 45 days, the extra funds will roll into the next window.

CalBike strongly urged CARB to double the number of incentives released in each window and distribute all $31 million in available funding in 2024. The program is already very delayed in its launch, and demand is extremely high. The first-come-first-served model CARB is following will lead to a mad dash to get onto the website at the moment it opens, and we expect 2,500 applications to come in within a very short time.

For a state the size of California, $30 million is a reasonable annual amount to distribute in e-bike incentives, and CalBike will advocate for continuing funding for this in-demand program. We will be reaching out to CARB to follow up on the timing of voucher distribution.

A presentation on the soft launch at the recent California Bicycle Summit demonstrated the great need for this program. A pilot in San Diego that was run entirely through a local community-based organization distributing paper applications got 150 applications for the 30 vouchers it had to distribute. That’s a 5-to-1 ratio of applicants to incentives; we believe the ratio could be higher for the statewide launch, especially if CARB limits each window to 2,500.

How you can prepare for the statewide E-Bike Incentive Project

If you’d like to apply for an e-bike incentive, now is the time to start gathering paperwork to verify your income qualification using documentation from this list. People who don’t file taxes can use other documents to prove income eligibility. You can also find an approved retailer near you and research e-bikes.

And, sometime soon, you should be able to create a profile on the program website. At the moment, only bike retailers can create a profile, but the administrator has told us applicants will be able to create a profile ahead of time to save time when submitting an application once the portal opens. We encourage everyone interested in getting a voucher to create a profile ahead of time.

For more on the current status of the program, see Streetsblog’s recap of the work group meeting.

CalBike will continue to advocate for more funding and more e-bike vouchers, and we’ll be asking for your help to gather data and pressure legislators to fully fund this essential program.

E-Bike Incentive Project Work Group: Project Implementation

March 29, 2024/by Laura McCamy

On March 14, 2024, the California Air Resources Board (CARB) held a public work group to discuss the current status of the E-Bike Incentive Project and get feedback on two possible implementation schedules.

Status and launch window for statewide e-bike incentives

CARB reported that the soft launch is underway at the moment and going well. Incentives for the soft launch, which is meant to test the systems for administering the program, are only available to applicants identified by selected community based organizations (CBOs); no applications are open to the public yet. They expect to distribute about 100 vouchers through the soft launch.

The launch is planned for the spring of this year. We’ve heard that before, but based on the work group and other discussions with CARB and the project administrator, we believe it will happen soon. At the work group, CARB said the incentive availability timeline would be announced in April.

Currently, the program is working on expanding the list of eligible e-bikes and onboarding more CBOs to assist with outreach. Several speakers at the meeting expressed interest in their organization becoming a participating CBO.

Program clarifications from the Q & A section of the meeting included:

Eligibility for the program, which is limited to people with income at or below 300% of the federal poverty level, will be determined by your last year’s tax return.
Each person can only get one voucher, but there’s no limit by household as long as applicants are over 18.
The California vouchers are stackable with local e-bike incentive programs. For example, if you got a $1,000 voucher through the California program and a $500 incentive from your local utility, you could apply both toward the purchase of one bike, giving you $1,500 toward your purchase. Some local organizations reported that they are designing their programs to coincide with the statewide launch, so recipients can stack vouchers.

The most exciting piece of new information at the work group was the confirmation that a total of $31 million will be available for the E-Bike Incentive Project in 2024. That’s the original $10 million allocation from the legislature, plus $3 million CARB added, plus $18 million CARB put in its current budget as part of its clean transportation programs. That should be enough to fund around 15,000 incentives. It’s still not enough to meet the likely demand, but it’s considerably more than the original budget.

Voucher distribution: one window or three?

The purpose of the work group was to get feedback on how best to offer the vouchers. CARB floated two plans: make all funds available on the launch date or roll out the vouchers in three stages, one in each of the remaining quarters of 2024.

An advantage of a phased rollout would be allowing more time for the populations this program wants to reach to find out about the incentives. Additionally, people who have a hard time accessing a computer or filling out paperwork would get more opportunities to apply. And the administrator and CARB would have more time to adjust the program between each application window.

The discussion got sidetracked into e-bike battery safety and whether the program should require eligible bikes to have batteries that meet UL or EU standards for lithium battery safety, so only a couple of speakers touched on the rollout options, and it’s not clear what CARB might choose. The agency is giving battery safety further consideration.

CalBike favors a phased rollout for voucher distribution. This has been found to increase equity in other programs, most notably the very successful Denver e-bike program.

For more on the statewide e-bike program and other e-bike incentives, visit our campaign page.