e-bike resources Archives

Tag Archive for: e-bike resources

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.

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.

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!

New E-Bike Training Resources Come Online

December 8, 2023/by Laura McCamy

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.

Why You Should Support E-Bikes, Even if You Don’t Ride One

September 18, 2023/by Kendra Ramsey

E-bikes have grown in popularity over the past few years and are now the top-selling electric vehicle in the US. Along with their increased presence on California streets has come a backlash. While some of the ire has come from people driving cars who don’t want to share “their” streets with any kind of bike rider, some of the hostility toward e-bikes has come from other bike riders. Some dedicated bicyclists think an electric boost is cheating. Others complain about e-bikes going too fast on shared-use paths or in bike lanes.

What all these complaints (from people in cars or on bikes) have in common is a fear of something new. If you’re old enough to remember everyone being up in arms over the proliferation of shared e-scooters just a few years ago, the pattern will be familiar to you. Now, scooters are a popular and well-used form of shared micromobility with few complaints.

There are good reasons to support the e-bike boom, even if you never want to ride one. Here are just a few.

The e-bike boom contributes to safety in numbers

Studies have shown that the more people ride bikes, the safer it is to ride a bike. So, if adding e-bikes to California streets means an increase in the number of people on bikes, we are all safer. Safety in numbers is one way the e-bike boom contributes to overall bicycle safety.

More bike riders = more demand for safe bikeways

The “windshield perspective” of people who mainly get around by car often dominates public meetings about changes in local streets. The more people who ride bikes — and therefore understand the importance of including connected, protected bikeways — the more voices in the room advocating for bike facilities.

Perhaps, someday, so many people will get around by bike that communities will install wider bikeways with fast and slow lanes for people biking at different speeds. (We can dream!)

E-bikes are a gateway drug to the joy of bike riding

Some people who ride standard bikes feel like adding an electric boost (or, heaven forbid, a throttle!) is cheating. The bicycle is a beautiful machine, efficient and elegant. It’s terrific exercise — so why ruin it with a motor?

Classic bikes are fabulous for transportation and exercise. So are e-bikes. Studies show that people who ride e-bikes get as much exercise as those on conventional bikes because, although e-bikes require less energy per mile, their riders tend to make longer bike trips.

For people who don’t feel they can ride a conventional bike because of physical limitations, challenging topography, or the need to transport goods or passengers, the electric motor provides a 100% boost in their time on a bike. E-bikes give people who may feel unsure of their physical fitness the confidence to go for a ride, providing an introduction, or re-introduction, to the joy of bike riding.

Electric bikes make active transportation accessible to a broader range of riders

Not everyone can ride a conventional bike. People with health conditions or those just getting older may need a boost to get up a hill or to get home. Electric bikes offer a helping hand to parents who need to transport kids to school and after-school activities or folks hauling groceries.

Someone with a long commute might not have time to get there on a classic bike, but the extra speed of an e-bike and the boost can help them arrive on time. E-bikes are crucial to biking in a warming climate because they make it viable to ride on hotter days. An e-bike might enable someone to get to a job that’s hard to reach by public transit, saving them hundreds of dollars a month in driving expenses.

Yes, e-bikes are fun (as are standard bikes). But they’re also eminently practical, making bike riding a viable transportation choice for more Californians. E-bikes make biking more equitable and open to more people, and that’s something we should all be able to get behind.

E-bikes have the potential to make biking a mainstream mode of transportation in the US

Creating the conditions that allow biking to be a mainstream, common, and comfortable way to get around California communities is central to CalBike’s mission. Since most car trips are less than 3 miles, many more people should be able to use bikes (classic or electric) for everyday transportation.

Infrastructure is critical to getting more people on bikes, but it’s not the only piece of the puzzle. E-bikes make this joyous, healthy, low-carbon form of transportation accessible to a broader range of ages and abilities, and we hope all bike advocates will join us in welcoming e-bike riders on our shared streets.

E-bikes can help push California past the tipping point to reimagine our neighborhoods for a post-carbon future. We dream of a world with ample room to safely walk and bike to get around our communities, with reliable public transportation for longer distances and passenger vehicles to supplement these modes. To get to that world, bicycling can’t be exclusive or only for those brave and fit enough to tangle with fast-moving traffic on roadways designed for speed over safety. We must welcome everyone who wants to pedal to our movement — the slow rollers and fast movers, the young and old, and everyone in between.

This is the final of a series of articles on e-bike safety. You can find links to the rest of this series on our e-bike resource page.

Speed Kills: Addressing the Real Road Hazard

September 18, 2023/by Kendra Ramsey

Cities throughout California have taken steps to regulate e-bikes based on the belief that increased e-bike use is leading to collisions and dangerous conditions. These efforts ignore the real road hazard: speeding motor vehicle drivers.

Reducing speeds on city streets is the best way to protect people biking and walking, especially those most vulnerable. A Streetsblog article by Angie Schmidt shows that the chances of a pedestrian dying in a 20 mph crash are three times as high for a 70-year-old as for a 30-year-old. Children are particularly vulnerable as well because they’re shorter, less visible, and more likely to be struck on the upper body or head.

We accept thousands of fatalities (4,407 in California in 2022, around 25% of those vulnerable road users) and many more injuries and lives upended due to traffic violence as a fact of modern life. But we don’t have to. In this post, we examine the factors that contribute to the culture of speeding and what we can do to change it.

The tyranny of the 85th percentile rule

According to the Insurance Institute for Highway Safety (IIHS), 29% of traffic fatalities in 2021 were caused by speeding. As speeds increase, the energy of the impact goes up exponentially, radically increasing the risk of serious injury and death. For example, in the Streetsblog article referenced above, Schmidt shows that the fatality rate nearly triples if a vehicle hits a pedestrian at 30 mph rather than 20 mph.

A survey of pedestrian fatality data found that the chance of a pedestrian being killed when hit by a car doubled from 5% to 10% when speed increased from 18 to 23 mph (30 to 37km/h). The authors recommended maximum speed limits of 18 to 25 mph (30 to 40 km/h) in pedestrian zones.

Yet these recommendations can be hard to implement, even when California communities want to. The state’s primary method for determining allowed speed limits is the 85th percentile speed. This requires an engineering study to determine speed distribution on a street, and the speed limit is pegged to the speed 85% of drivers are driving at or below. AB 43, passed in 2021, gives communities increased flexibility to round speed limits down rather than up, but it doesn’t do away with the 85th percentile rule altogether.

Until California communities can set speed limits based on safety rather than car driver behavior, we’re missing a critical tool to protect vulnerable road users.

Invisible pedestrians

One factor that has contributed to an uptick in pedestrian deaths over the past few years is changes in vehicle design. Newer SUVs and pickup trucks often have much higher front grills than earlier models. This creates a large blind spot in front of the vehicle, which particularly endangers children.

A study of crashes involving SUVs found that children were killed disproportionately by SUVs. In addition, trucks with front grills that top out at around five feet off the ground are more likely to strike adults in the head and neck and more likely to drag a pedestrian under the vehicle rather than over the hood.

NACTO has called on the federal government to change the way it rates the safety of new cars to include danger to people outside the vehicle as well as inside. But the current generation of killer trucks and SUVs is likely to be on the roads for many years to come.

The car as a weapon

The vast majority of drivers don’t wish to harm anyone. But there’s been a growing trend of people (usually men) using cars as weapons. One of the more recent incidents happened in Huntington Beach, where a teenager deliberately hit three people riding bikes, killing one of them. This violent spree happened a few days after the Huntington Beach City Council considered a proposal to regulate e-bike riders because “[E]-bikes have not only become a nuisance to drivers but those driving the e-bikes have become a danger to vehicles and a danger to themselves.”

While there has been a lot of discussion of the dangers of teen e-bike riders, teen car drivers pose a much graver risk to our communities. Efforts to regulate e-bikes will do little or nothing to improve safety. But other measures can.

One study of speed interventions found that outliers (people driving far above the speed limit) had an outsized impact on pedestrian injuries. That points to the role of infrastructure changes, which can physically prevent drivers from speeding.

Built for speed: Dangerous street design contributes to fatalities

One might ask: Why would the 85% speeds be higher than the posted speed limit on a roadway? And further, how can drivers feel comfortable going so fast? The answer to both is in the design of our roads. Many of our roadways were designed by traffic engineers to provide unobstructed throughput for as many vehicles as possible. Travel lanes are often set wide enough for heavy trucks even when few (or none) use the road, and curbs are sloped to allow vehicles to turn without much slowing.

Historically, engineers have added vehicle lanes to decrease delay for drivers at peak commute time, creating wide roadways with capacity far exceeding what’s needed for most of the day, all in the name of free flow of automotive traffic. These additional lanes provide a “cushion” for car drivers that helps them feel comfortable driving faster, but they actually increase congestion and delay on the road over time.

These design choices, allowed within the prevailing guidance documents for engineers, combine to create an environment where car drivers feel comfortable — and have no physical restraints to prevent — consistently driving far above the posted speed limit.

Fortunately, there are design tools that create safer facilities for people using all modes. The National Association of City Transportation Officials (NACTO), for example, has multiple guides that provide evidence-based ways to increase safety for people biking and walking. The Federal Highway Administration (FHWA) provides a list of proven safety countermeasures, many of which are aimed at preventing serious injuries and fatalities for vulnerable road users. In addition, the prevailing street design regulation and guidance documents (such as the MUTCD, Highway Design Manual, and AASHTO “Green Book”) provide for the use of “engineering judgment” to design facilities that may diverge slightly from the standard (car-centric) treatment.

CalBike has fought hard to create an environment where communities have the option to build less lethal streets. We helped pass legislation to legalize protected bikeways and to spread the word about Class IV protected bikeways. Protected bikeways have been shown to reduce fatalities not just for people on bikes but for drivers and pedestrians as well.

We continue to work to change attitudes about infrastructure. We created a Quick-Build Guide with Alta Planning + Design to help communities rapidly add elements to protect people biking and walking. And we’re surveying the condition of state highways that double as local streets to see where Complete Streets upgrades are needed.

Slow Streets toolbox

The good news is that we know how to make our streets safer. The bad news is, we aren’t always using those tools. Pandemic Slow Streets spawned a movement to make those changes permanent, and some California cities have kept car-free or car-light spaces, while more have plans to do so.

Here are some other measures that can help us rein in speeding motor vehicles:

AB 645 will allow six cities to pilot speed cameras, which have been proven to deter speeding and reduce injuries. It’s on the governor’s desk now.
AB 251 will study a tax on heavier vehicles, which could create an incentive for car manufacturers to make smaller, safer cars and trucks. It’s also waiting for the governor’s signature.
AB 413 prohibits parking within 20 feet of a crosswalk approach, which will improve visibility. This bill is also with the governor.
The NACTO Urban Street Design Guide includes a number of mechanisms to reduce vehicle speeds, including pinch points, chicanes, and speed humps. Infrastructure changes are the slowest and most costly way to prevent speeding, but they are the most effective.
The League of American Bicyclists is hosting a webinar, “Slow Roads Save Lives,” on September 21. You can register here.
CalBike is collecting data on local streets controlled by Caltrans to find where Complete Streets elements are needed to enhance the safety of people biking and walking. Take our survey by October 10, 2023, and tell us about your experience on your local streets.

Preventing E-Bike Battery Fires

September 5, 2023/by Laura McCamy

This post was updated to correct some technical information. Thank you to PeopleForBikes for providing additional information about lithium batteries and safety certifications.

E-bikes aren’t inherently dangerous on the road and may even be safer in some situations if the electric boost allows a rider to escape a dangerous traffic situation. Much of the current e-bike safety panic is thinly disguised bikelash. However, there is one e-bike safety concern that does have some basis in reality: battery fires.

The lithium batteries that power e-bikes (and electric cars, scooters, computers, and other devices) pack a lot of power into a relatively small space. These batteries allow e-bike riders to go 30 to 50 or more miles on a single charge. However, lithium batteries burn at high heat if they catch fire, presenting a potential hazard when riders charge their bikes inside homes or garages.

Fortunately, there are several things you can do to safely charge your e-bike battery.

Don’t leave the battery unattended while charging

Your e-bike is very unlikely to burst into flames while you’re riding; most documented e-bike battery fires have happened during charging. When a lithium e-bike battery gets plugged in to charge, it can get overheated if the membranes separating the individual battery cells are too thin.

Don’t leave your battery plugged in overnight, and keep an eye on it while it’s charging. If it starts to get hot, unplug it immediately and take it outside of your home.

Buy a bike with a safety-tested battery

The bicycle industry advocacy group PeopleForBikes suggests buying a bike with a battery that meets UL 2849 or EN 15194 standard. The UL certification means that an independent laboratory has tested the drive system and battery to a voluntary US safety standard published by Underwriters Laboratories. The EN standard is an EU certification, and the two safety tests are very similar; either can give you peace of mind that your battery has well-constructed lithium cells and a battery management system (BMS) designed to prevent conditions like overheating, overcharging, or a short circuit that can lead to fires.

The only downside of these higher-quality batteries is that they’re expensive, adding to the price of the bike and the battery replacement cost. However, the safety tradeoff is worth it.

Don’t use aftermarket batteries or accessories

Many e-bike battery fires have been linked to aftermarket batteries. In New York City, where e-bike delivery workers can travel 100 miles or more in a day, some use batteries designed to hold a longer charge that lack the proper separation between lithium cells or lack a BMS. Poorly designed batteries can overheat during charging, which may lead to fires.

If you need to replace your e-bike battery, buy the battery designed for the motor on your bike.

Extension cords have also been linked to battery fires. Always plug your battery charger directly into an outlet.

Protect your battery from the elements

When e-bike batteries get damaged, they’re more susceptible to catching fire. Don’t use a battery pack with a damaged case. To keep your battery healthy, protect it from the elements and extreme temperatures as much as possible.

How the California E-Bike Incentive Program could improve e-bike safety

In addition to a general movement across the country to ensure the safety of e-bike batteries, California’s E-Bike Incentive Program, which will launch soon, could have a positive impact on battery safety. The program, which will provide millions of dollars of incentives to help low-income Californians purchase e-bikes, mandates that eligible models must have safety-tested batteries. That could motivate manufacturers to focus more on battery safety and retailers to gravitate toward e-bikes with batteries that have been proven to be safe. CalBike applauds the California Air Resources Board for making this standard one of the elements of the program.

The greatest e-bike safety threat remains poorly designed streets

While lithium battery safety is important, it’s not the biggest safety threat for people who use e-bikes for transportation or recreation. Most of the e-bike-related fires in the US have occurred in New York City, but many more people have been killed by traffic violence while riding e-bikes. Over half the e-bike crashes nationwide during the study period of a recent NTSB report occurred in the five boroughs of New York City.

California has, fortunately, seen relatively few fires caused by improper e-bike charging or overheated batteries. But traffic violence poses a real and ongoing threat to people on all types of bikes and CalBike is committed to working toward safer streets for all vulnerable road users.

The Case Against E-Bike Licensing

September 5, 2023/by Kendra Ramsey

Amid rising safety concerns, particularly in Southern California, proposals to add more restrictions to who can ride an e-bike and to require e-bike riders to have a license have gained steam. In 2024, the legislature will consider a bill to do just that. And the Huntington Beach City Council has announced its intention to develop a proposal to require bike licensing within its city limits.

Unfortunately, this is the wrong solution. Traffic violence is a serious issue; constraining e-bike riders isn’t the solution.

Why bike education is good and mandating it is bad

One of the challenges of this conversation is that education about how to safely operate a bicycle is a good thing. It would be great if every bike rider got training on how to ride safely. Teaching elementary school students how to ride a bike responsibly would be excellent. However, requiring a license will create opportunities for harassment of the most vulnerable riders and deter people from riding.

Requiring riders to complete a safety course, even if it’s not called a license, is, in effect, the same thing. Police will be able to stop e-bike riders and ask for proof of safety course completion. We know that police are more likely to stop Black and Latino bike riders, and those stops are more likely to include harassment, expensive tickets for minor infractions, and sometimes even violence. The people least able to complete a course or get an e-bike license — because of lack of access, money, or time to complete the training — are also the most likely to be targeted while riding, even if they are riding safely.

Plus, restrictions on bikes, even in the name of safety, reduce ridership. A helmet law in Australia caused a dramatic dropoff in ridership. 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 (see below for why), but they will reduce ridership just as California needs to employ every strategy to mitigate the climate crisis.

People who drive cars should learn about bike riding

Some of the prejudice against people on bikes comes from people who don’t ride bikes and don’t understand safe bike riding. Vehicle driver education doesn’t adequately address how to safely share the road with someone riding a bike, even though bikes are fully legal vehicles on a majority of roadways. Advocates continue to work to add more about bicycling to driver education and bring bike riding handbooks to the DMV. In the meantime, car drivers, please take a bicycle education class! (Bike riders should take a class, too — even veteran riders may have something to learn.)

Many local bicycle coalitions and even some local governments offer in-person and online trainings, usually for free. New resources specifically for electric bikes are coming online as well: PeopleforBikes has created a series of short e-bike safety videos, the CHP has created online safety information pursuant to AB 1946, and the Air Resource Board will release a half-hour e-bike safety training video in the next few weeks. (We’ll review and compare all three once they’re live.)

Regulating e-bikes won’t solve the problem of traffic violence

The US has a long and inglorious history of blaming and penalizing victims rather than perpetrators. We’ve thrown sex-trafficked women in jail for prostitution, thrown out rape charges based on the outfit the woman (or girl) was wearing, arrested and brutalized Black people for being victims of violence—the list goes on.

Given this history and our car-centric culture, it’s not surprising that the first response to an increase in collisions that injure or kill people riding e-bikes is to regulate, control, and limit not reckless car driving or dangerous streets, but e-bikes.

Unfortunately, even if we removed all e-bikes (and classic bikes) from our roadways tomorrow, we wouldn’t solve the problem of traffic violence. Everyone still needs to walk at some point, and pedestrians now make up a quarter of California’s traffic fatalities, despite having a much smaller mode share than motor vehicles.

Plus, people who drive cars will find other things to hit, such as homes, shopping centers, and movie theaters. Those three examples are all from California, all from the past three months; there are many more.

People crash their cars into all sorts of things; they did it before e-bikes became popular, and they’ll continue to do it until we design our streets for safety rather than speed.

Who loses when you add obstacles to bike riding?

E-bikes are a terrific way to get around for people who are too young to drive or don’t want a driver’s license. Older adults and people with disabilities can greatly increase their mobility and get healthy exercise with e-bikes. The motor power allows people with long commutes, parents who need to transport children, and people who need to haul groceries or equipment to do it by bike.

If we require a license to ride an e-bike, low-income people will be saddled with unaffordable tickets. Fewer people will ride. Communities of color, who often live in neighborhoods poorly served by transit, will be most impacted.

More people will drive, and fewer people will bike. So, in the end, we all lose.