CalBike will host a webinar to answer questions about the program
Last week, 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 a registration link for CalBike’s pre-application webinar. Here’s what you need to know before the launch.
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.
CalBike webinar on the e-bike incentive application process
If you still have questions about the application process, CalBike will host a webinar on December 16, 2024, at 12:00 p.m. Webinar capacity is limited to 500 attendees. We’ll take as many questions as we can, and we’ll post a recording of the webinar on our website afterward.
https://www.calbike.org/wp-content/uploads/2019/05/e-bike-single-man-cropped.jpg200544Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2024-12-11 12:08:232024-12-11 12:31:52California’s E-Bike Incentives Are Finally Here
We’ve been getting a lot of questions about the e-bike purchase incentive project that CalBike helped pass and that the California Air Resources Board (CARB) is implementing. It’s an exciting program, and information hasn’t always been easy to come by. So we’ve compiled some of the most common questions from people who want to get a voucher, bike retailers who want to participate in the program, and others.
Pedal Ahead, the administrator CARB chose for this program, has published its own FAQs, which contain some additional information. Please note: Some of the information in the Pedal Ahead FAQs doesn’t agree with the information we have about the program. We have been told by CARB that some of the elements referenced in their FAQs are still under discussion. We will update our FAQs as we get additional information.
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 (applications aren’t open yet), and bike retailers can sign up to participate.
Note: This post was originally written October 19, 2022, and last updated December 4, 2024.
TL;DR version:
The first window to apply for statewide e-bike incentives will open on December 18, 2024, at 6:00 p.m. Go to https://ebikeincentives.org/apply/ at that time to submit your application. More on the process below.
The program will release 1,500 vouchers in December 2024. That’s about 10% of the total vouchers currently funded. 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.
There are many local e-bike incentive programs. 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?
The first application window opens on December 18, 2024 at 6:00 pm Pacific time.
This will be the first of several voucher application windows. CARB will release 1,500 vouchers at this time.
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.
Will there be more e-bike incentives next year, or is this a one-time program?
The current plan envisions several application windows to distribute the $31 million currently available. The first application window is for 1,500 vouchers. We anticipate more application windows and opportunities to apply for a voucher in 2025.
How do I apply for a voucher from California’s statewide e-bike incentives program?
To apply, you’ll need documentation to prove that you meet the income qualifications. Once the application window opens at 6 p.m. on December 18, 2024, you can register through the website. You’ll be placed in a waiting room to enter the application portal. The first 1,500 people will advance and be able to complete the application.
Once your application is accepted, you’ll receive a code you can take to a participating e-bike retailer or online store. 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.
How long does it take to get 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.
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.
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 classesof 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.
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.
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.
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.
I already applied for an e-bike incentive. Am I in line? When will I get it?
No one can pre-apply for a voucher. Even if you believe you applied for this incentive in the past, you will have to apply again once the application portal launches.
Note: Signing up for CalBike’s list is a great way to stay up-to-date on the latest e-bike incentive news, but it is not an application for an incentive. That is a completely separate process in which you will need to prove income eligibility.
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. 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. You may need to supply parts to local retailers so participants can have access to repairs and service.
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.
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.
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!
https://www.calbike.org/wp-content/uploads/2021/03/Yuba_bikes_spicy_curry_blue_sideboards_bread_basket_deck_couple_mucem_woman_hands_in_the_air-copy-scaled.jpeg17072560Kevin Claxtonhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKevin Claxton2024-06-21 16:51:152024-08-06 13:26:14What Is an E-Bike? A Guide to California E-Bike Classifications.
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.
https://www.calbike.org/wp-content/uploads/2021/04/e-bike-father-with-kids-scaled.jpeg17072560Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2024-05-07 11:56:292024-05-07 17:26:06Final E-Bike Incentive Work Group Reveals New Details About the Program
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.
Watch a recording of the E-Bike Incentives Project Work Group
CalBike Opposes AB 2234 (Boerner) E-Bike Licensing Bill
SACRAMENTO – CalBike opposes AB 2234 (Boerner) as currently introduced. The bill would create an unnecessary new bureaucracy and mostly harm youth of color in California while not taking the steps necessary to make our streets safer for all users.
AB 2234 creates a requirement for all people riding an e-bike to carry a driver’s license or a state-issued ID card along with a waiver showing they had completed the California Highway Patrol (CHP) online e-bike course. This will criminalize people for not having or not carrying identification, a requirement likely to be disproportionately enforced against Black and Latino Californians.
Further, it’s not always possible to distinguish between an e-bike and a standard bicycle, so AB 2234 will lead to more unnecessary police stops and more harassment of people on bikes, especially young people of color.
“While e-bike safety education is an important issue worthy of statewide investment, this bill will create an unnecessary new bureaucracy and enforcement problem that will mostly impact Black and Brown youth in California,” says CalBike Policy Director Jared Sanchez. “California should implement policies to help more people choose bikes for their everyday transportation, but AB 2234 creates obstacles that will discourage people from riding a bike.”
Setting a minimum age for operating an e-bike will lead to further harassment, particularly of vulnerable youth, leaving it up to police officers to estimate their age, pull them over, and demand identification. Police encounters of this kind are often traumatic for youth and could have lasting effects.
In addition, the bill requires CHP to create a certificate for taking its online e-bike safety course, which is far from comprehensive. The waiver requirement in the bill will do little to educate bike riders but places an additional obstacle for people who want to use green transportation, or use them out of necessity.
California has a street safety crisis
More bike riders and pedestrians are being injured and killed on California’s roads, and this is a crisis our elected leaders should address. CalBike supports additional resources for bicycle education, particularly programs for primary school students. But mandating licenses for e-bikes won’t serve the goal of safety.
AB 2234 assumes that e-bike riders are the perpetrators rather than the victims of traffic violence. There are very few instances of people on any type of bike injuring or killing a pedestrian, but thousands of instances each year of people driving cars colliding with people riding bikes or walking. Better bike education couldn’t prevent most of these crashes. The real solution is more and safer bikeways, better road and intersection design, and addressing car bloat that reduces visibility and increases the lethality of motor vehicles.
Assemblymember Boerner was a driving force behind the creation of California’s statewide E-Bike Incentive Project, which will make e-bikes affordable to more Californians, especially people who are low-income and live in underserved areas. We’re disappointed she has introduced legislation that could reverse that important progress.
The bicycle is an efficient and essential tool to fight climate change, and e-bikes make bicycling accessible to a wider range of people. E-bike licensing requirements are unlikely to measurably reduce the prevalence of crashes, but they will reduce ridership just as California needs to employ every strategy to mitigate the climate crisis.
https://www.calbike.org/wp-content/uploads/2023/02/GoSGV-e-bike-Stangle.jpg13081644Brian Smithhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngBrian Smith2024-02-15 12:21:022024-02-15 12:21:03CalBike Statement on E-Bike Licensing Bill, AB 2234
Over the past few months, government and nonprofit groups have published three online e-bike riding resources. We’ve reviewed them all so we can give you an overview.
Three e-bike courses
The training resources were created by the California Highway Patrol (CHP), PeopleForBikes (with the League of American Bicyclists and Bicycle Colorado), and the California Air Resources Board (CARB) E-Bike Incentive Program. All three include basic bike riding information that doesn’t offer much new to an experienced rider of any type of bike. However, all three include some helpful e-bike-specific content.
CHP: Electric Bicycle Safety and Training
In 2022, the California legislature passed AB 1946, which required the CHP to “develop, on or before September 1, 2023, statewide safety and training programs based on evidence-based practices for users of electric bicycles[.]” The result is an 11-module online manual which, confusingly, is not on the CHP website, as required by the statute, and doesn’t come up in a standard Google search.
The CHP course is mostly text and graphics, though it includes a few videos from the League of American Bicyclists. Oddly, there’s one question to answer in the middle. When you reach the end of the modules, there’s a button to get a completion certificate, but the link is broken. This course needs some work.
PeopleForBikes: E-Bike Smart
PeopleForBikes is the bike industry’s advocacy organization. Its E-Bike Smart online training is divided into five modules, each with a short video and multiple-choice questions afterward. The longest videos, at around six minutes each, are Rider Safety and Awareness and Etiquette, which cover safe riding on roads around motor vehicles and on shared biking and walking paths.
Pedal Ahead: E-Bike Safety Basics
In discussions with Pedal Ahead, the administrator for the statewide E-Bike Incentive Program, and CARB, the agency overseeing the program, the training required of voucher recipients has gone from 90 minutes to 30, to the video released on the program website that comes in at just under 12 minutes. The resources section of the website also promises an environmental impact module, yet to be released.
The video-only training covers e-bike -specific issues, such as safe battery charging and locking your bike, but devotes more than half its time to safe and courteous biking riding.
Where they overlap
Much of the content of all three e-bike resources is basic bike safety information because, basically, e-bikes are bicycles, and the same rules for safe and legal riding apply. All three include information about the ABC pre-ride checklist (air in tires/brakes/chain, crank, cogs). The e-bike version is ABC-e Quick Check, including checking the electrical components and charge and also ensuring all quick-release levers are securely closed before riding.
All three trainings also included basic information about e-bike classifications and speeds. And all three include extensive information on how to politely pass and share the road on shared paths, perhaps in a nod to complaints about people on e-bikes riding too fast on paths shared with people walking.
Where they differ
The CHP resource includes information about how to decide if an e-bike is right for you and how to pick a bike, but surprisingly, didn’t include any information about safe battery charging and storage. Not surprisingly, it includes more information about what is and isn’t legal, including citations to California Vehicle Code sections relating to bikes and e-bikes. It also includes some scary statistics about crashes the other trainings didn’t have and appears to put most of the onus for avoiding crashes on the bike rider.
The PeopleForBikes resource has a short but thorough and well-illustrated section on proper battery storage and charging. It’s the only one that tests your knowledge with each module, making it feel more like a training.
The Pedal Ahead video recommends taking a bicycle safety class, a suggestion we heartily endorse. It’s the only training to acknowledge that absorbing a short online training might not give new riders the tools and confidence to get the most out of their e-bike experience. Check your local bicycle coalition for upcoming classes; you might learn something valuable, even if you’ve been riding for years.
Which online e-bike training should you take?
If you absorb information best by reading, the CHP training might be best for you. However, it leaves out essential information on battery charging, and its emphasis on legal restrictions and crash statistics may discourage some riders.
For visual and auditory learners, the Pedal Ahead video provides constant narration while illustrating each point, and E-Bike Smart also provides video (though with less narration). If you’d like a little gamification, E-Bike Smart provides bike-sized nuggets and the satisfaction of getting scored.
Bottom line: Each of these resources includes helpful information and could be a good place to start, especially if you’re new to riding a bike. But there’s no substitute for in-person training with a licensed cycling instructor.
https://www.calbike.org/wp-content/uploads/2023/06/evanbdudley-1.jpg7841440Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2023-12-08 16:17:452023-12-11 15:57:54New E-Bike Training Resources Come Online
In October, Micromobility America brought a two-day conference and trade show of alternative transportation to Richmond, California. Exhibitors included manufacturers of a range of e-bikes and scooters, app developers, and even representatives from the U.S. Department of Transportation. CalBike participated in one of the many panel discussions, and you can view the recording below.
Our panel was titled How Cities Can Incentivize Electric Bikes and was expertly moderated by Colin Hughes. The panelists were:
Heather House, a manager at the Rocky Mountain Institute, which has developed a tool for cities to measure the impact of e-bikes on reducing greenhouse gas emissions
Kerby Olson, new mobility supervisor at OakDOT, which is preparing to introduce a local e-bike program
Brett Wiley, senior program associate at East Bay Community Energy (since renamed Ava Community Energy, providing green energy in the San Joaquin Valley as well as the East Bay), which is planning an ambitious e-bike incentive program for its customers
Laura McCamy, communication specialist and e-bike advocate for CalBike.
The discussion was fast-paced and fascinating. Our ears perked up at the plans for impactful e-bike programs coming to the East Bay — look for more information about that in the future.
For more than a year, the emails, social media posts, and calls have come in to CalBike, the California Air Resources Board, and the administrator of the statewide E-Bike Incentives Program, Pedal Ahead. People with disabilities, without housing, or without other transportation options have reached out to learn about getting an e-bike incentive.
It has taken longer than expected to launch this much-anticipated program. And while the program is moving closer to launch, we aren’t privy to specific timelines right now. In the meantime, we wanted to highlight stories from some of the people we’ve had contact with about e-bike incentives.
The EBIP program will help people with lower incomes purchase an e-bike. These people might include daycare providers, folks working in restaurants, or other hardworking members of our communities. And many others can benefit from this program, like people with disabilities, older adults, and people experiencing homelessness or housing insecurity.
In this installment of our #ebikestories series, we share (anonymously) some of the stories we’ve heard from people for whom an e-bike voucher could be a life-changing benefit.
Moving through disability
There’s been a lot of hand-wringing about the “danger” of teens riding e-bikes, but the populations that may have the most to gain from an electric boost are older adults and people with disabilities.
Posts from CalBike’s Facebook page, lightly edited.
I am a low-income senior/live in the mountains and miss riding bicycles for good exercise. The grades here kill me on a regular bike…bum knees/2 lower discs toast. If i have to ride hard uphills, the sciatica kicks in and I end up in bed with intense pain.
Kicked my car to the curb yrs ago. I’m 70 & love riding my bike for exercise & errands. Unfortunately, I just developed a health issue that affects my pedaling capabilities. This would be a well-needed gift for me to continue being an environmentally concerned citizen of planet Earth. However…sounds too good to be true.
I’ve had 10 major spine surgeries, including 4 fusions, and I have a widespread degenerative nerve disease. I bought an e-bike in January to get to work and use my car less and almost have 2000 miles on it. It wouldn’t be possible for me to do that if I had to rely on my body completely with a regular bike. I bump the power level down, so I use my own power more, and I’ve definitely seen improvement in my physical condition. So, while some of y’all poo poo the e-bikes, keep in mind that not everyone can ride a regular bike like you suggest.
In #ebikestories 2, we shared more stories of people using e-bikes to keep riding through age and disability.
Mobility is a lifeline
The most heart-wrenching calls and emails we’ve received have been from people contending with a variety of life traumas and lacking adequate housing and transportation. As people navigate complex bureaucracies to receive aid, find work, and find housing, the low-cost, efficient mobility provided by an e-bike is a life-changing asset.
We’ve heard from a disabled woman fleeing abuse and living in her car, which stopped running. She is hoping to get an e-bike to get to appointments to get medical care and find housing.
A man contacted us about his wife, who has MS. He also has a disability, and they would love to have e-bikes for transportation while they wait for Section 8 housing to come through.
We even heard from someone in Mississippi. He and his buddy, both unhoused, would have more opportunities to earn if they could get around by e-bike.
The transformative power of e-bikes might be most profound in the lives of those least able to afford one. That’s why programs like California’s E-Bike Incentive Project and local, needs-based incentives are essential. E-bikes aren’t just an environmentally responsible way to get around; they are crucial transportation for many people left behind by our current transportation systems.
https://www.calbike.org/wp-content/uploads/2021/05/poppies-and-bikes.jpeg480640Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2023-11-06 15:35:432023-11-06 16:34:33#ebikestories 7: Who Will Benefit from California’s E-Bike Incentives?
