CalBike, along with 30 other bicycle and active transportation advocacy groups, released a letter today calling on our elected leaders to better regulate illegal electric motorcycles, which have top speeds above what’s allowed for electric bicycles. These e-motorcycles may be marketed as e-bikes, but they don’t meet California’s definition of an e-bike. Confusion between these illegal e-motorcycles and e-bikes has led several California cities to incorrectly regulate the use of legitimate e-bikes, which has the potential to harm all bike riders without improving safety.
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.
As e-bikes grow more popular, a spate of bills and regulations have cropped up at the state and local levels. CalBike is following several measures in the California legislature that relate to e-bikes. We’re also keeping an eye on new local measures that restrict e-bike use, mostly in Southern California.
Here’s a complete recap of the state legislation we’re watching and a very incomplete accounting of local proposed e-bike restrictions.
CalBike supports: E-bike battery safety
The E-Bike Battery Safety Bill (SB 1271, Min) would require all electric bikes sold in California to meet certain minimum safety standards and be certified by an accredited testing laboratory. We support this bill, which passed in the Senate and was just approved by the Assembly Transportation Committee. The next step is the Assembly Committee on Emergency Management.
Battery safety is critical for e-bikes since people often park their bikes inside homes or garages and bring the batteries inside to charge. Poorly manufactured lithium-ion batteries can overheat during charging and start fires. New York City, where delivery drivers often ride hundreds of miles and rely on jury-rigged aftermarket batteries for extra power, has seen several devastating fires. Senator Dave Min’s bill will prevent California from experiencing the same problem and push the market toward safety-tested batteries.
CalBike supports: E-bike modification
The E-Bike Modification Bill (AB 1774, Dixon) would make it illegal to tamper with an e-bike to make it give an electric boost faster than 28 mph, which is the top boosted e-bike speed allowed in California. Current law says that all e-bikes must be labeled as Class I, II, or III, depending on the top speed (20 or 28 mph) and whether it has a throttle.
If someone modifies an e-bike so it operates as a different class, the label must be changed to reflect the new classification. This bill is aimed at some vehicles sold as e-bikes in California that can be modified to get around speed limiters on the motor or have “off-road” modes that go faster than 28 mph. CalBike supports this bill.
CalBike is watching: Local e-bike restrictions
Two bills advancing through the legislative process would create pilot projects for greater restrictions on e-bike use. AB 1778 (Connolly) would extend the restrictions that currently apply to Class III e-bikes, which can go up to 28 mph with pedal assist, to Class II e-bikes, which have a top speed of 20 mph with a throttle as well as pedal assist. The pilot in Marin County would prohibit people under age 16 from riding a Class II bike and require helmets for all users, should a city pass a local ordinance.
We initially opposed Assemblymember Tasha Boerner’s AB 2234 when it proposed statewide e-bike licensing. However, the bill has been amended and is now a local pilot in San Diego County that allows local jurisdictions to prohibit people under 12 from operating Class I or II e-bikes. People under 16 are already prohibited from riding Class III bikes. The pilot would continue through 2029 with a reporting requirement to assess its effect on safety.
Died in committee: Banning e-bikes on boardwalks
Southern California beach towns have a good problem: their lovely oceanfront pathways and boardwalks are too popular. More people than ever are coming out to walk or bike on off-road paths, and the crowded conditions have led to conflicts between pedestrians and bike riders.
Unfortunately, the most logical solution, to create more space for active transportation and recreation, is time-consuming and costly. So, many officials have turned toward e-bike restrictions as the solution (more about that below). Assemblymember Diane Dixon’s AB 1773 would have added boardwalks to the list of facilities where e-bikes may be banned. The measure died quickly in the Assembly Transportation Committee, but local officials are coming up with creative ways to restrict e-bikes.
Local e-bike restrictions
It’s almost summer, so it’s time for the seasonal freakout over e-bikes in Southern California. Orange County recently passed new regulations, some of which needlessly duplicate state laws (bike riders under 18 must wear helmets, no one under 16 can ride a Class III e-bike).
But the regulations go beyond state law in limiting e-bikes to no more than 28 mph on county highways (riders could exceed that speed through pedal power, and some even ride faster than that on road bikes). They also prohibit bike riders from being more than two abreast, which sounds like a buzzkill for group rides, and, confusingly, prohibit passengers except small children in child seats or people on a tandem.
The Orange County regulations seem to be designed to preserve road space for motor vehicles rather than ensure the safety of people on bikes. Riding in a group is safer than riding alone. Passengers haven’t been the cause of any e-bike crashes CalBike is aware of, and many e-bikes are designed to accommodate an adult passenger.
Hermosa Beach has banned e-bikes from the Greenbelt in response to an incident where a group of teens riding e-bikes threw fireworks into a crowd on the Hermosa Beach Pier. The actions were illegal and dangerous, but it was the people on the bikes, not the e-bikes, that launched the fireworks. Would the city have banned cars from the area if someone had thrown fireworks out a car window? Of course not.
CalBike’s Andrew Wright, who rides in this area, noted, “This path is the safest bike route in the Beach Cities corridor. Forcing riders onto perilous roads like Sepulveda Blvd or Highland Ave — already treacherous and congested — poses an unacceptable risk, particularly for children enjoying a summer ride.”
Orange County and Hermosa Beach are just two examples of scapegoating e-bikes. There may be real problems that need to be addressed, but restricting people from enjoying bike rides or getting where they need to go without a car is not the solution.
https://www.calbike.org/wp-content/uploads/2020/03/e-bike-slider-v2.jpg4301500Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-06-18 18:58:142024-06-21 17:02:29E-Bike Bills and Regulations Update
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?
CalBike Calls on Southern California Cities to Reverse Discriminatory Bicycle Regulations
SACRAMENTO – At a time when California communities should be encouraging more biking and walking, several cities in Southern California have responded to more people getting on bikes by imposing fines and restrictions.
“Not only do these regulations conflict with state law,” says CalBike executive director Kendra Ramsey, “but we know they will be enforced disproportionately against people of color. We need fewer punitive regulations, not more.”
Examples of the bicycle restrictions imposed by Southern California cities:
Carlsbad: After a speeding driver ran a stop sign and hit and killed a woman riding an e-bike in 2022, the city imposed restrictions on e-bikes.
Encinitas: After a teenager riding an e-bike was hit and killed by a van driver while “doing everything right” (according to witnesses), the city declared an e-bike emergency.
Manhattan Beach: The city has enacted laws governing bike riding that conflict with state law and carry penalties up to $1000 for violations.
Huntington Beach: The city adopted bike regulations similar to those in Manhattan Beach, empowering police to impound people’s bicycles and fines up to $500.
Bicycle use is regulated at the state level. While local jurisdictions have some leeway to impose local regulations, things such as where bikes can operate on the road and e-bike access to bike paths are dictated by state law.
CalBike calls on these and other cities to stop discriminating against people who ride bikes. The best way to ensure bike safety is to build complete, protected bikeways. We encourage every California community to prioritize the infrastructure to make biking safe.
https://www.calbike.org/wp-content/uploads/2021/05/poppies-and-bikes.jpeg480640Brian Smithhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngBrian Smith2023-10-05 14:40:342023-10-05 16:42:28CalBike Calls Out Anti-Bike Bias
