Uncover the laws that govern electric bike usage

Discover which places electric bikes can be used

Explore the evolving electric bike rulemaking landscape

Dig into stats about the latest research into the emerging industry

Explore how you can make your bike shop better with electric bikes

Learn how to bring electric bikes to more people

Build the next generation of trails for everyone to enjoy

Electric bicycle laws are different in every state, and can be confusing for riders, retailers, and suppliers. PeopleForBikes is making riding an electric bicycle easy and accessible for all by working to create clear rules on how and where people can ride electric bicycles. With more coherent laws: Local bicycle shops and manufacturers see increased business and their customers will no longer be confused, people who already ride electric bicycles more easily understand where to ride, and new riders who may be discouraged from riding a traditional bicycle due to limited physical fitness, age, disability or convenience have improved transportation alternatives. 

Find your state's electric bike rules in our list of one-page PDF guides.

Explore Our Electric Bike Information Below

In compliance with the National Environmental Policy Act (NEPA), the National Park Service (NPS) prepared a Programmatic Environmental Assessment (PEA) to examine environmental impacts associated with the use of electric bicycles (e-bikes) in the National Park System.


The findings from the PEA confirmed that the inclusion of e-bikes where bicycles are already allowed has "no significant impact" on the environment or user experience. PeopleForBikes welcomes the findings of the NPS assessment affirming the use of e-bikes on paths, roads, and trails where traditional bikes are already allowed across the National Park System. The ruling also gives individual park superintendents the discretionary authority to make decisions regarding e-bike use within their national park.

The study comes after years of debate regarding the impact of e-bikes on wildlife and visitor experiences. The PEA was conducted to address inadequacies in NEPA compliance associated with a 2020 NPS ruling (85 FR 69175), which defines the term “electric bicycle” and establishes rules for how they may be used, and to assess the impacts of the rule on a national level.


The rule’s findings resolve previous regulatory uncertainty about whether e-bikes were subject to existing regulations governing motor vehicles and traditional bicycles. The ruling specifically excludes e-bikes from the definition of “motor vehicle” and defines an “electric bicycle” within the model three-class system. Additionally, the rule prohibits e-bikes in areas, including public roads and parking areas, that have not been designated by the superintendent for e-bike use. The exception is where the use of motor vehicles by the public is allowed. Additionally, the rule prohibits using the electric motor exclusively to move an e-bike for an extended period of time without pedaling. The rule applies the same operational requirements to e-bikes that apply to traditional bicycles.


The rule does not mandate the use of e-bikes anywhere in the National Park System. Instead, it authorizes park superintendents to allow e-bikes where traditional bicycles are already allowed. The superintendent of each park unit has the discretion to allow e-bike use — or not — on a case-by-case basis. 

PeopleForBikes believes e-bikes can be responsibly integrated into park systems with thoughtful policies in place. Many parks, including Great Smoky Mountains National Park, have already undergone the NEPA review process and authorized the use of e-bikes on park paths, setting an example for other parks to follow.

For more information on the PEA’s findings and a summary of the document, visit PeopleForBikes’ Research Library. 


For more information on nationwide e-bike policies and PeopleForBikes’ ongoing e-bike advocacy work, please visit peopleforbikes.org/topics/electric-bikes or email Senior Manager of Recreation Policy Rachel Fussell at rachel@peopleforbikes.org.

National Park Service Releases Environmental Assessment on E-Bike Use in National Parks

As the popularity of electric bicycles (e-bikes) continues to rise, it is important for states and municipalities to understand the best methods for regulating this rapidly growing sector of the bike industry and keeping everyone safe on our shared roads and trails.

A groundswell of new proposed legislation at both the state and local levels has occurred in the last few years, and PeopleForBikes is actively involved in drafting and influencing those laws. We also continue engaging with advocates and government leaders on the best approaches to safely and successfully regulating e-bikes as there is a clear need for laws that are reasonable and consistent to keep e-bike riders and our communities safe.

In response to this need, PeopleForBikes launched our E-Bike Legislative Toolkit, compiling best practices, offering model safety-related legislation, and clearly highlighting the intersection of bike infrastructure and education. The toolkit offers a foundation to make it easier to propose and implement safety-related policies and programs while considering each communities’ unique needs and governmental structures.

We invite advocates, retailers, and policymakers across all levels of government to utilize this resource, reach out to us with questions, and borrow what works best for your community in creating effective, equitable, and harmonized e-bike laws. 

PeopleForBikes recommends that government leaders and advocates consider nine key priorities when addressing the safety and regulatory aspects of electric bicycles:

CREATE INFRASTRUCTURE: Prioritize funding and building connected bike networks to improve safety.

ADOPT THE 3-CLASS SYSTEM: Clearly define e-bikes using the three-class model and federal definitions set by the Consumer Product Safety Commission.

REGULATE OUT-OF-CLASS PRODUCTS + ANTI-TAMPERING: Address unsafe products exceeding power and speed limits set by law.

ENABLE CLASS 1 EMTB ACCESS: Define where e-bikes can be ridden both on and off road, including speed limits on shared paths.

CHAMPION BATTERY AND ELECTRICAL SAFETY: Ensure e-bikes meet applicable safety standards for electrical systems and lithium-ion batteries.

FUND E-BIKE INCENTIVES: Create equitable incentive programs to make e-bikes more affordable.

PROMOTE EDUCATION AND RIDER SAFETY: Implement effective rider education programs.

OPPOSE REGISTRATION AND INSURANCE REQUIREMENTS: Avoid unnecessary registration and insurance for e-bikes, which don't significantly reduce road fatalities.

PROVIDE LANDLORD GUIDANCE ON E-BIKES: Encourage landlords to allow safe storage of certified e-bikes.

With so many possibilities and limited resources, it's important to first focus on the greatest needs of your community. We strongly suggest improving infrastructure as the single most important strategy to provide the most impactful and lasting returns on safety and participation.  How does your state and its communities stack up in terms of City Ratings and pending infrastructure projects? Do you have laws in place requiring Complete Streets design standards and allowing communities to lower their speed limits? Is there adequate funding for projects?

Assuming you’re already making strides on infrastructure and growing ridership, you may be hearing concerns about how electric bicycles are being used, the kinds of e-mobility devices appearing on streets and trails, younger riders on e-bikes, or the safety of lithium-ion batteries. PeopleForBikes is very involved in all of these areas, and the E-Bike Legislative Toolkit contains our best advice on addressing them. With these resources, you don’t need to reinvent the wheel to proactively respond to safety concerns and can leverage the work PeopleForBikes, our advocacy partners, and other states and communities have already accomplished.

Last, while we like to focus on the positive, we know that sometimes a defensive battle must be fought against proposed legislation that will negatively impact bike riders or the community.  Confronted with a bad e-bike bill or even a proposal for legislation? Please reach out to us!


If you have any questions about the toolkit or crafting state and local policies or programs related to bicycles and electric bicycles, please reach out to PeopleForBikes Vice President of Government Relations Dr. Ash Lovell at ash@peopleforbikes.org.

Advance Safe and Successful E-Bike Policies With PeopleForBikes’ New Toolkit

Every year, PeopleForBikes advocates on behalf of the bike industry and bike riders across the country to support the construction of fun, safe, and connected places to ride that welcome more people to the joys of bicycling. 


From championing e-mobility lithium-ion battery safety, to mandating Complete Streets for improved road safety, to advancing the construction of bike infrastructure through climate legislation, PeopleForBikes successfully advocated for a multitude of policies at the state and local levels during the 2024 legislative session that will support bike businesses and riders of all ages, abilities, and backgrounds nationwide.

The safety of e-mobility lithium-ion batteries was a top priority for many states and communities across the U.S. this legislative session.

Following the guidance of PeopleForBikes and other industry experts, New York passed legislation to ensure the quality and safety of e-mobility products while maintaining accessibility to equitable transportation options. The legislation requires that e-bike and other e-mobility lithium-ion batteries be tested to standards that ensure the safety of the products the batteries power. It also enables the enforcement of products that do not meet these standards and contribute to unsafe conditions, including battery fires. 


Read more about this important legislation.

In June, the Chicago City Council committed to working with the bicycle industry and other stakeholders to amend a proposed battery safety ordinance to align with similar safety legislation in New York so individuals, retailers, and manufacturers can rely on consistent e-bike battery testing requirements across the country.

PeopleForBikes looks forward to continuing our work with states and municipalities across the country to promote uniform and effective battery testing regulations that ensure that e-bike batteries sold and used in the U.S. meet the highest safety standards.


PeopleForBikes recognizes the three-class system as the framework to categorize and regulate low-speed electric bicycles (e-bikes). Currently, 43 states officially recognize our model legislation. In 2024, Oregon and Rhode Island signed the three-class system into law. This system promotes a uniform definition of e-bikes across the country to mitigate confusion for riders, retailers, manufacturers, and regulators. 

PeopleForBikes will continue supporting the classification of electric bicycles as bicycles (not motorized vehicles) and will work with legislators to showcase the need for clear definitions and strong enforcement so that bicycles, and bicycling infrastructure, are protected. 


Out-of-Class Electric Vehicle Legislation 

Due to the constantly evolving range of electrically powered devices entering the marketplace and the growth of their use nationwide, PeopleForBikes led efforts to define products that exceed the speed and power limitations of the three-class system and federal law as out-of-class electric vehicles (OCEVs). 


Utah and Minnesota passed landmark OCEV legislation to promote safety and protect hard-won access for bicycles on state trails and paths. You can read more both here and here about why this legislation is so critical. 


PeopleForBikes will continue helping states and municipalities better define and enforce the difference between electric bicycles and overpowered, higher-speed, out-of-class electric vehicles (including electric dirt bikes) to protect the rights of bike riders across the country.

Cities and states nationwide continue to prioritize sustainable, equitable, and accessible forms of transportation through e-bike purchase incentives and rebate programs. This year, the Atlanta City Council approved a $1 million incentive for the purchase of e-bikes and the Bentonville City Council in Arkansas approved $2.25 million in grant funding for an e-bike rebate program.


With $20 million in funding approved in 2023, Portland City Council approved an implementation plan for the city’s e-bike incentive program set to launch in 2025. Michigan legislators also approved $2.95 million in funding for an e-bike purchase incentive program in their state budget to implement a statewide e-bike transportation incentive program. 

The 2024 legislative session included many recreation policy wins that PeopleForBikes helped secure to continue building momentum for eMTB access on natural surface trails. 

In Oregon and Colorado, PeopleForBikes supported the passage of recreational immunity bills that protect landowners from liability resulting from the use of their lands by other individuals for recreational purposes, including mountain biking.

The Tahoe National Forest prepared a Decision Notice/Finding of No Significant Impact (DN/FONSI) and final Environmental Assessment (EA) for the Pines to Mines Trail Project. The project, totaling 72 miles of new, natural surface trails, will provide expanded recreation opportunities on National Forest System lands. It also authorizes the use of Class 1 electric mountain bikes (eMTBs) on all new and existing trails where traditional mountain bikes are already allowed within the project area.

A National Environmental Policy Act (NEPA) Environmental Assessment is also underway in the Tahoe National Forest, utilizing a forest-wide approach. This first-of-its-kind approach could yield historic results that allow entire forest districts to allow Class 1 eMTBs on natural surface trails, as opposed to laws differing by individual trail systems. 


Look out for more recreation and eMTB policy wins as we continue engagement with state and local land managers to open access for Class 1 eMTBs on multi-use singletrack trails in Arizona, Colorado, Michigan, Oregon, and Utah. Additionally, PeopleForBikes is working on recreational trail access for mountain biking within the implementation of the Bureau of Land Management’s Public Lands Rule. 


A lack of safe places to ride is one of the most significant barriers preventing Americans from biking. Dedicated funding streams for the construction of bike infrastructure creates more safe and connected places to bike, which in turn increases bicycling participation. The construction of bike infrastructure also contributes to other co-benefits, including positive public health outcomes, economic vitality, reduced greenhouse gas (GHG) emissions, and transportation equity.  


As of July, PeopleForBikes has helped secure nearly $1.5 billion for the construction of bike infrastructure that increases safe places to ride bikes through our 2024 VoteForBikes campaign. With a potential $2 billion more on the November general election ballot, 2024 is shaping up to be a big year for bike infrastructure funding. Stay tuned for our post-election VoteForBikes recap to see how much funding PeopleForBikes helped secure for local communities across the country! 


In addition to our work advocating for bikes at the ballot box, PeopleForBikes supported additional legislation to fund bike infrastructure, including Minnesota’s Environmental and Natural Resources Trust Fund that invests more than $11 million in the expansion and enhancement of recreational trails, active transportation infrastructure, and mountain bike access across the state. 


Passing dedicated funding streams for bikes and bike infrastructure at the state and local levels is the most important policy priority for PeopleForBikes. We will continue paving the way for the construction of infrastructure that allows more people of all ages, abilities, and backgrounds across the country to safely and efficiently travel around their communities and access more opportunities to ride a bike.


PeopleForBikes continues to advocate for legislation that reduces serious injuries, saves lives, and allows people to travel safely throughout their community with confidence. Reducing speed limits and actual vehicle speeds is one of the most effective ways to improve road safety and save lives.

After four years of hard work, PeopleForBikes was honored to support local advocates in New York as Governor Kathy Hochul signed Sammy’s Law into law in May. The new law allows New York City to implement a 20 mile per hour speed limit with additional 10 and 15 mile per hour zones. This legislation will dramatically increase safety for people walking and biking on roads with a high volume of motor vehicles. 


Michigan and Virginia also passed legislation that makes it easier for local municipalities to lower speed limits that are appropriate for the context and needs of those communities. 

We know that in addition to lower speed limits, safer road designs reduce motor vehicle speeds, one of the most significant causes of serious injuries and deaths on roads. As a result, Complete Streets mandates — which require the construction of bike infrastructure when roads are reconstructed or repaved — are one of the most effective policies communities can implement for improved road safety. Complete Streets also close gaps in transportation networks and enable all road users, regardless of their mode of transportation, to easily access places that they need to go. PeopleForBikes will continue to fight for legislation that mandates Complete Streets to promote safe and thriving communities. 

In March, voters in Los Angeles, California, one of the nation’s most car-centric cities, approved Measure HLA. This requires the implementation of the city’s Mobility Plan, including bike and pedestrian infrastructure when road construction or repaving occurs. PeopleForBikes endorsed this measure to increase transportation opportunities and accessibility, improve road safety, promote health, and reduce transportation-related GHG emissions. 


As part of historic legislation, Minnesota also strengthened the state’s Complete Streets policy by adding PeopleForBikes-supported amendments that require the integration of Complete Streets design principles and offer implementation guidance.

Advancing Bike Infrastructure Through Climate Legislation 

There is significant momentum across the country to fund active transportation infrastructure through climate legislation in order to reduce vehicle miles traveled (VMT) and GHG emissions. Maryland Governor Wes Moore signed an executive order establishing annual GHG and VMT reduction targets for his state’s transportation sector, requiring the Maryland Department of Transportation to implement a process for evaluating and reducing GHG emissions attributable to transportation projects, and investing in projects that reduce VMT and enhance transportation choices. 

Looking ahead to the 2025 legislative session, PeopleForBikes is actively involved in several local coalitions supporting climate legislation to curb transportation-related GHG emissions. Stay tuned for more bike infrastructure and climate legislation wins next year! 

There is already huge momentum for bikes and 2024 is not finished yet! At all levels of government and at the ballot box, PeopleForBikes is championing policies that create safer and more connected places to ride alongside supporting legislation that maintains safe, reliable, and quality products to get more people on bikes more often. 


You can help us achieve even more! By making a donation to PeopleForBikes, we can make an even greater impact in communities like yours all across the country. You can also sign up to receive our advocacy alerts to learn how you can support similar policy wins where you live.

PeopleForBikes’ 2024 Policy Wins Advance Bicycling Safety and Access Nationwide

If you’ve ever attended a town hall meeting to support a proposed bike lane or trail, or simply engaged in a lively discussion about one on Nextdoor, you know it can often be a pretty frustrating process. These days, when discussing anything that involves growth or change, there’s almost always a small, vocal contingent that relies on emotion to argue why something shouldn’t happen. You might know a new bike lane — or another proposed project, like a housing bill that indirectly affects bicycling — would be a good thing for your community, but without data or research to back up your argument, speaking up can feel like a lost cause. 

That’s where our new guide comes in. At PeopleForBikes, we spend our days firmly entrenched in the research and data that supports building better communities for bicycling. We developed this 15-point fact sheet to help counteract misconceptions that often arise when advocating for change, as well as to promote strategies we know work. Bookmark it, print it out, and email it to everyone you know — let this article support you in shifting the larger conversation around the power of bicycling.

This might feel like a given, but if Utah Senator Mitt Romney’s recent remarks are any indication, we’re not all on the same page about the climate benefits of getting more people on bikes. According to the Environmental Protection Agency (EPA), transportation makes up 28% of the total U.S. greenhouse gas emissions, with 57% of those emissions coming from passenger vehicles. When we build more (and better) bike lanes, the environmental benefits are clear: higher bike ridership, less driving, and an overall reduction in emissions.

Researchers at Carnegie Mellon found that “if even 10% of short car trips during peak afternoon travel were replaced with micromobility, more than 4,800 car trips would not happen, decreasing vehicle miles traveled by more than 7,300 miles a day.” While this would translate to a 2.76% reduction in greenhouse gas emissions, it would only be possible with “wide-scale bike lane deployment.” This study confirms similar findings from McGill University that spotlight bike infrastructure in Montreal, as well as research from the Institute for Transportation and Development Policy, which found new bike lanes lowered emissions in Guangzhou, China, and Bogota, Colombia.

According to another European study, if 10% of the population were to replace one car trip a day with a bike ride, overall carbon emissions from transportation would also drop 10%. Research done by Portland State University showed that if 15% of car trips were instead taken by electric bicycle, we could see a 12% decrease in transportation-related emissions. Add in the fact that bikes are one of the lowest carbon-emitting modes of transportation, and it's safe to say that any way you look at it, bicycling benefits the environment.

Ask most people why they don’t bike and they’ll likely name safety as a key concern. A nationwide survey from the National Institute for Transportation and Communities found that a whopping two-thirds of U.S. residents would be more likely to bike if they were separated from cars by a physical barrier. There is so much research that shows people will bike if cities build good infrastructure. Overall, the average protected bike lane sees bike counts increase 75% in its first year alone.

Notably, bicycling in Sevilla, Spain, increased 435% when the city added 86 miles of dedicated bike lanes. Even smaller transformations to include protected bike infrastructure can have a huge impact. After buffered bike lanes were installed on Philadelphia's Spruce and Pine streets, bike traffic increased 95%, while intersections in Montreal with protected bike lanes saw 61% more bike traffic than comparable intersections with no bike infrastructure. There’s also evidence that protected bike lanes are better for bike share.

In Cambridge, Massachusetts, a 2022 upgrade brought a two-way protected bike lane to a section of Garden Street, where before there had only been sharrows and door-zone bike lanes. The changes transformed the entire neighborhood: Bike mode-share nearly quadrupled and increased by more than 2%. Even accounting for seasonal dips in ridership, bicycling in the area increased more than sixfold since the separated bike lanes were built.

3. Yes, protected bike lanes are better than sharrows or standard bike lanes

As a rule of thumb, if something’s not going to be comfortable for people of all ages and abilities to ride, then don’t build it.

For decades, U.S. traffic engineers assumed that people on bikes could almost always share the road with cars. But a shoulder — even a striped bike lane — on a street with fast traffic isn’t an appealing place to bike for most people, especially women and less experienced riders. Putting a bike symbol in the middle of a busy thoroughfare does little to make it a place where parents feel comfortable riding with their children.

We now know, based on both U.S. and international experience, what kind of infrastructure designs give people of all ages and abilities the sense of safety, comfort, and enjoyment that makes them want to ride. This includes protected bike lanes, which are located next to the road and physically separated from traffic, as well as things like better lighting, traffic-calming barriers, and well-marked crosswalks. While sharrows might have a place in small towns or on low-stress streets, protected bike lanes should be the default for roadways with speeds above 25 mph or when vehicular volumes exceed 6,000 average daily traffic (ADT).

People living in bike-friendly communities tend to have better health outcomes due to increased physical activity, improved cardiovascular health, and reduced stress levels. A 2015 Columbia University study showed that New York City's $10 million investment in bike and pedestrian improvements resulted in an estimated societal health savings benefit of $230 million. Put another way, every $1,300 New York City invested in building bike lanes provided benefits equivalent to one additional year of life at full health over the lifetime of all city residents. 

According to the British Medical Journal, regular bicycling is associated with a 41% decrease in the risk of death from any cause, a 45% decrease in the risk of cancer, and a 46% decrease in the risk of heart disease. And the benefits don’t stop there: a PLOS Medicine study showed that people who began bicycling regularly after age 50 saw a 20% decrease in the risk of Type II Diabetes. 

5. Bikes lanes and trails are good for business

In response to proposed or newly built bike lanes, it seems like store owners often complain about reduced parking and customers lost. All of the evidence, however, points to the fact that installing protected bike routes tends to boost local shops. For example, after a hugely contested bike lane was installed on Skillman Avenue in Queens, New York, data shows that sales in the stores, bars, and restaurants on the seven-block commercial stretch collectively rose by 12%.

Other streets in New York have seen similar results: After the construction of a protected bike lane on 9th Avenue in Manhattan, local businesses saw a 49% increase in retail sales (on other streets in the borough, the average was only 3%) and a redesign of the city’s Union Square to include a protected bike lane resulted in 49% fewer commercial vacancies, compared to 5% more throughout Manhattan. And it’s not just in New York: In Salt Lake City's Broadway, replacing parking with protected bike lanes increased retail sales. 

There’s also evidence that customers who arrive at retail stores by bike spend the same amount per month compared to people who arrive by car — they tend to make smaller purchases but return more frequently. What’s more, neighborhoods that don’t require a car to move around are more economically resilient. Bike trails and greenways also benefit communities economically by attracting visitors, promoting job growth in tourism-related industries, and revitalizing communities through the "Trail Town" model and Trail-Oriented Development.

6. More bike infrastructure can benefit drivers, too

It’s important to remember that even if the infrastructure is perfect, not everyone will choose to bike. Die-hard drivers can still become bike advocates, however, especially when they realize that the more people ride bikes, the less car congestion there is. 

This was a key messaging point in Austin, where the city completed 115 miles of new bike lanes in just two years. By shifting traffic from cars to bikes and making it easier to reach transit stops, Austin's planned 400-mile protected bike lane network is projected to increase the city's traffic capacity by about 25,000 trips per day at about the same cost ratio as a single expressway widening.

In 2014, a New York City Department of Transportation (NYDOT) study found that after a six-foot buffered bike lane was installed on Columbus Avenue, car volumes were unaffected and that those cars moved 35% faster. According to an NYDOT statement, the “study found that on corridors with protected bike lanes traffic flow was maintained or improved on average because of the enhanced organization of the roadway.”

7. Protected bike lanes and reduced speeds save lives

Time and again, we see that when speed limits fall, safety rises. Because the likelihood of fatality increases exponentially with vehicle speed, even small reductions in speed limits can have an outsized effect. The Highway Safety Manual shows that deadly crashes can be decreased by 17% if speeds are reduced by just 1 mph, while a separate study from Sweden's Lund Institute of Technology found that a 10% reduction in average speed led to 34% fewer fatal crashes. (As an added bonus, there's evidence that lower speed limits improve air quality.)

A widely celebrated success story comes from Spain: When the speed limit on single-lane urban roads was lowered to 18.5 mph, road deaths fell by 14%. For cyclists, deaths were cut almost in half. This is good news as cities nationwide lower speed limits across the board, making streets safer for everyone. 

The even better news? Protected bike lanes reduce speeding and make streets safer for people walking, biking, and driving. After protected bike lanes were installed in New York City, injuries for all road users on those streets were reduced by 40-50%. Similarly, protected bike lanes in Montreal led to a 28% decrease in injuries. This 2019 study of twelve cities also found that protected bike lanes decrease fatalities for all road users. 

8. Bikes help reduce the cost of living and make cities more affordable

In 2021, U.S. households spent an average of $10,961 on transportation, making it the second largest household expense after housing. One in four U.S. adults suffers from transportation insecurity, a phenomenon that often has an inequitable impact on low-income families. Increasing access to low-cost modes of transportation like bikes — and safe places to ride them — effectively reduces this often-overlooked household expense and ensures communities remain affordable for everyone. The Housing and Transportation (H+T®) Affordability Index is a great tool to determine the neighborhood-level housing and transportation costs for your community. 

9. Housing policy and bike policy are intertwined

The right kind of housing policy can make our communities more bike-friendly. When we create transit-oriented neighborhoods, remove parking requirements, allow for more infill housing in existing urban areas, and permit the building of accessory dwelling units and multi-family housing, we naturally start to create places where destinations are closer together and people feel more comfortable biking.

The U.S. is in the midst of a severe housing crisis, forcing residents to live increasingly far away from important destinations. Adopting climate-friendly land use policies promotes a mix of land uses in close proximity to one another. When people’s homes are closer to their basic needs — jobs, grocery stores, schools, pharmacies, etc. — they’re more likely to ride a bike for daily trips. For those who drive, trips are considerably shorter.

10. Parking reform is key to building bike-friendly cities

The U.S. has about 2 billion parking spots, which translates to about seven parking spaces for every car. And parking is expensive for new developers to build — it can cost between $40,000 and $60,000 per parking space — increasing housing costs for everyone and taking valuable space away from development.

What’s more, fewer homes have led to a slew of other intersecting issues: a nationwide housing shortage, an increase in home prices, and growing inequity. Lower-income families who drive less and use transit more inevitably end up paying for infrastructure they don’t need while drivers are subsidized for their car use. 

When parking is required, buildings are forced to spread further and further apart, decreasing an area’s walkability and leading to urban sprawl, which swallows more and more land to sustain the same population. This in turn pushes people to drive more, upping greenhouse gas emissions, while the ensuing traffic makes it harder for everyone to get where they need to go. 

Essentially, this plethora of free car storage is at the root of a number of societal woes. A much better investment is a network of protected bike lanes and trails. Less parking means more proximity — since most people only want to bike one or two miles, the more destinations you have in that radius, the better a place becomes for bicycling. That’s only possible, however, if you’re not required to build big parking lots. Thus, parking reform is key to building bike-friendly cities.

While the federal government currently offers a federal tax credit for electric cars of up to $7,500, nothing similar exists for people buying an electric bike. With a lack of federal initiative, more and more states, counties, and cities across the country are taking matters into their own hands, creating e-bike incentive programs that are as varied in substance as they are geographically. While many programs are relatively new, the data is compelling. 

Launched in the spring of 2022, Denver’s incredibly popular e-bike incentive program has led to some notable results, including $1 million in cumulative annual savings for the city. Researchers also calculated that the program avoided considerable amounts of greenhouse gas emissions, with some 71% of survey respondents claiming to use their gas-powered vehicles less often (those surveyed rode their e-bikes an average of 26 miles per week, replacing 3.4 round trip vehicle trips). Importantly, 29% of Denver e-bike redeemers who completed the program survey indicated they were also new to riding.

12. Shared micromobility is a good investment for cities

Bike and scooter share, known collectively as shared micromobility, is a good investment for cities. When shared micromobility is done equitably, it can help alleviate transportation insecurity and lead to better public health, environmental, and economic outcomes. Unfortunately, not nearly enough municipalities treat shared micromobility as an integral part of their transit landscape or fund it accordingly. That’s a huge miss.

A 2021 study found that bike share systems are a boon for public health, saving the U.S. healthcare system more than $36 million a year on average. Another research paper from that same year looked at New York’s Citi Bike and found that the system — the largest in the U.S. — is a net win for the climate. In Britain, a more recent study found that if one-fifth of car trips were taken by shared electric bikes or scooters, the result would be a more than $1.2 billion boost to the economy.

On paper, many bicycle laws — such as those that require people to wear helmets, use bike lights, obtain a bike license or register their bikes — seem like a great idea. After all, helmets can protect our heads in the case of a crash, lights help bikers see and be seen, bike licenses can raise money for infrastructure, and bike registrations safeguard people against theft. At least that’s all true in theory. In reality, these laws are virtually unknown and rarely enforced. When they do get enforced, it’s usually to the detriment of Black, Indigenous, or people of color (BIPOC) or those experiencing homelessness.

A report from Equitable Cities outlines how prevalent these transportation laws are in the U.S. In addition to the obvious trauma that can make even the most essential trip to the grocery store a fraught affair, these policies limit mobility, opportunity, and access for BIPOC. They also have implications beyond mobility, contributing to adverse social, political, economic, environmental, and health outcomes. There’s also evidence that repealing laws doesn’t have negative effects: A 2023 study also found that after a helmet law was abolished in Seattle, helmet use actually increased.

14. Bicycling is really good for our youth

There are obvious reasons why any bike advocate would want to see more kids on bikes, including the fact that youth are our cities’ future riders and the next generation of community leaders. What’s less often talked about are the holistic health benefits bicycling offers our children. Aside from the obvious physical benefits of increased activity, youths who engage in regular physical activity report fewer depression and anxiety symptoms, have higher self-esteem, and also perform better academically than kids who are inactive. Additionally, Outride’s “Riding for Friends, Fun, and Fitness” report highlights how youth who ride regularly report higher levels of mental well-being and spend fewer hours in front of screens. 

Don’t always focus on bikes — in fact, if you can manage it, your messaging should focus on the benefits to everyone rather than just people riding bikes. This may seem antithetical to the goal of getting more people riding but research bears out this messaging strategy. Make a point to talk about how bicycling infrastructure improves the lives of all, whether or not people choose to bike, by increasing opportunity, relieving congestion, and growing the economy through recreation improvements. 

When discussing bicycle infrastructure, dwell less on the cyclists and instead focus on how infrastructure can help make streets safer for everyone, benefit people’s health, and provide crucial transportation access to jobs and essential services. Your messaging around bikes should always focus on bringing people together and turning drivers into supporters. 

As the leaders in the fight for building better communities, the responsibility for messaging falls on us. To win over diverse groups and achieve a bike-forward agenda, we need to shift the conversation.

On May 24, Minnesota leapt forward in a statewide effort to create safer streets for all road users as Governor Tim Walz signed HF5247 into law, placing Minnesota at the leading edge of bicycle safety in the nation.


PeopleForBikes applauds the sponsors of this landmark legislation for their leadership and vision: Senators Liz Bolden, Kelly Morrison, and Scott Dibble and Representatives Lucy Rehm, Steve Elkins, Frank Hornstein, Larry Kraft, Brad Tabke, and Andy Smith. PeopleForBikes also recognizes the Bicycle Alliance of Minnesota for their pivotal advocacy work and legislative leaders Senator Scott Dibble and Rep. Frank Hornstein for shepherding this important legislation through a very busy session.


“We are committed to partnerships with local leaders and nonprofit organizations, including PeopleForBikes,” said Michael Wojcik, executive director of the Bicycle Alliance of Minnesota. “Through our collaborative efforts, we have once again passed nation-leading policy improving the equity, health, and safety of all Minnesotans."


The bicycle-related aspects of this transportation bill go further than any other state-level bicycle safety policy by recognizing that motorists bear a responsibility for keeping vulnerable road users, like people walking and riding bicycles, safe from collisions with their much larger, more dangerous vehicles. The new law updates driver education standards to include information about driving amongst vulnerable road users, the rights and responsibilities of vulnerable road users, best practices to minimize dangers and avoid collisions, and the duties of a driver when encountering vulnerable road users.

Additionally, the law updates the definition of an “electric-assisted bicycle” to more accurately define what is not an electric-assisted bicycle due to it exceeding lawful limits on speed or power. Electric bicycles that can switch between one or more of the three classes, called multiple-mode e-bikes, must not be able to go faster than 20 miles per hour when the throttle is engaged. The policy clearly distinguishes between electric bicycles that fit within the three-class system and devices that go too fast or have too much power and are therefore not electric bicycles.


Finally, the legislation requires that the state commissioner of the Department of Transportation must implement a Complete Streets policy in consultation with local governments, regional agencies, and other stakeholders. Complete Streets policies require the planning, scoping, and maintenance of roads to address the safety and accessibility needs of all road users, specifically those walking, biking, and rolling. Previous statutory language in Minnesota made Complete Streets implementation much more discretionary. 

Protected, connected bicycle infrastructure and a clear delineation of responsibility and threats for vulnerable road users will make Minnesota the safest state to ride a bicycle, and PeopleForBikes sees this landmark legislation as a model for other states to follow suit. Minnesotans can look forward to more and better educational resources, safer places to ride, and a clearer understanding of what is and what is not an electric bicycle as they move about their state.

Minnesota on Track to Become the Safest State to Ride a Bicycle

With daffodils blooming around the turquoise waters of Lake Tahoe and fresh snow atop the surrounding peaks, hundreds of passionate trail managers, advocates, and experts gathered for the 2024 National Outdoor Recreation Conference earlier this May. The conference focused on how outdoor recreation — including mountain biking — can benefit communities of all sizes and addressed the growing pains of moving toward a more accessible outdoor future. 


The National Outdoor Recreation Conference is a biannual conference that promotes durable, equitable, and transformative solutions to support outdoor recreation destinations, local communities, and the outdoor recreation workforce. Regional, state, and federal land managers, researchers, conservationists, mountain bike organizations, and public officials all attended the conference.


PeopleForBikes and staff from Tahoe National Forest (TNF) presented a session titled "Innovation, Adaptation, and Access: Leading the Way for Pedal-Assist Electric Mountain Bikes on Trails.” During the session, Eli Ilano, district supervisor with Tahoe National Forest, and Rachel Fussell, senior manager of recreation policy with PeopleForBikes, shared the current state of electric mountain bike (eMTB) use on U.S. Forest Service (USFS) lands, the latest research on the environmental and social impacts of eMTBs, and a model for how other USFS districts and federal land managers can expand access for eMTBs. 


Participants learned how land managers plan and manage eMTB use on federal public lands, specifically on USFS-managed trails. Using the case study of Tahoe National Forest, attendees learned how Class 1 eMTBs were introduced on natural surface trails, TNF’s plans for the future, and how eMTBs have been integrated into TNF’s recreational management plans. Rounding out the discussion, PeopleForBikes shared the latest research and additional case studies of eMTB use on natural surface trails. The session also explored how land managers and recreational professionals can utilize these examples and apply the lessons to trail management in their communities.

The following are six high-level takeaways from this year’s conference:


Planning for Sustainable Tourism
Outdoor recreation is a big and growing part of the U.S. economy and needs leaders who can think long- and short-term for the well-being of their community members. By integrating outdoor recreation into community planning and development efforts, local governments can strengthen economic and environmental resilience and improve quality of life for residents, offering significant benefits for everyone.

For example, the Recreation Economy for Rural Communities (RERC) program, a federal partnership between the U.S. Environmental Protection Agency (EPA), the USFS, the Northern Border Regional Commission, and the Appalachian Regional Commission, supports rural communities by leveraging the power of outdoor recreation to revitalize main streets and diversify economies through planning grants. For forward-looking communities, planning for sustainable tourism fosters community revitalization, protects air and water quality, creates jobs, supports economic diversification, and offers new opportunities for people to connect with nature.

Recreation as a Lifeline for Communities in Transition 
As climate change intensifies, more localities are moving away from extractive and energy-intensive industries while looking for opportunities to improve environmental quality and spur economic growth. Outdoor recreation can create ecotourism opportunities while also improving quality of life for long-term residents of the host community through trails and recreational infrastructure. Although ecotourism and outdoor recreation may cause challenges for smaller communities that don’t currently have the infrastructure or amenities, investing in outdoor recreation can provide numerous benefits including better water, cleaner air, and healthier habits for residents.

The Sand Wash/Little Yampa Canyon community in northwest Colorado is an example of a rural economy in transition. The coal industry once drove the small town’s economy, but the city is shutting down a coal-fired power plant by 2028. In lieu of that economic driver, the landscape and region lends itself to an abundance of potential outdoor recreation. Additionally, the outdoor recreation hub of Steamboat Springs is only 45 minutes down the road. The Colorado Outdoor Regional Partnership Initiative helped gather a diverse group of stakeholders to understand how to plan for and work on the long- and short-term strategy for the transitioning economy.

Regional and Local Partnerships are Key 
Strategic partnerships drive sustainable recreation. The great outdoors crosses numerous jurisdictions and use cases, so bringing land managers, landowners, and local leaders together is critical to success.

The Lake Tahoe Destination Stewardship Plan is one such success story. The Lake Tahoe region faced a shrinking tax base and declining population due to a lack of affordable housing and increasing wildfires due to climate change. Outdoor recreation, business, environmental organization, and nonprofit leaders came together to create the Destination Stewardship Plan. This core group spearheaded public engagement through community surveys to create a shared vision and design process around destination stewardship for the environment and recreational assets. This collaborative process resulted in a shared vision: “a cherished place, welcoming to all, where people, communities, and nature benefit from a thriving tourism and outdoor recreation economy.” 

Organizing is Powerful
Mountain biking advocacy groups offer a model for how outdoor recreation can shape and inform planning and decision-making for entire communities. Many times, mountain bike groups are one of the most influential voices for conservation and stewardship, as well as recreation access.

During the session, “Recreation Solutions for Communities with Emerging Outdoor Recreation Economies,” one main example of organizing for better recreational land use planning was the formation of Pedal United in Montana. The community saw a gap in access for mountain bikers on their public lands and took action by forming the organization. The group worked with the Bureau of Land Management to plan and fund the recreation projects that were best for the community and their needs. The end result was 80 miles of trail managed and maintained for mountain bikers in southeast Montana.

Youth and Professional Career Development
Fostering a talent pipeline in outdoor recreation initiatives provides opportunities for youth to strengthen their connection with nature, develop leadership skills, cultivate responsibility and environmental stewardship, and build professional skills to keep those who wish to stay in these communities from having to leave for better economic opportunities. By empowering youth to take an active role in outdoor activities (such as participating in a National Interscholastic Cycling Association league or creating one in their community) or learning how to maintain and build trails, young people interested and engaged in outdoor recreation nurture a new generation of environmental stewards and create jobs to sustain and grow the community.

Outdoor Recreation and Equity Solutions
Unfortunately, in many areas, access to outdoor recreation is inequitably distributed. It can be less abundant in lower-income neighborhoods with a larger share of minority residents, which can be exacerbated by a history of segregation in public places and a lack of racial and ethnic representation in recreation and conservation organizations.

The benefits of parks, trails, and outdoor recreation assets are greatest for those who live closest to these resources, and a disparity in access holds significant health, social, and economic implications. However, more cities and towns are incorporating more recreation access — through loan programs and after-school programming — as part of their planning, development, and revitalization standards. Moving beyond recreation as an amenity and holistically incorporating recreation contributes to other public health, climate resilience, and transportation goals.


Climate change, an increasing user base, resource degradation, and lack of education present wide-ranging consequences for land managers, advocacy organizations, and communities throughout the U.S. We all need to continue working to build and sustain the amazing growth of our outdoor recreation community and industry in recent years. The land that hosts these outdoor recreation opportunities depends on the respect and care we show for it whenever we get outside.

Representing the Bicycle Industry at the National Outdoor Recreation Conference

The New York Senate recently passed a slate of micromobility safety legislation, sending four bills to Governor Hochul’s desk for approval. If signed into law, these policies will set a new standard for lithium-ion battery safety, offering a model for other states to protect consumers and first responders from uncertified and unsafe batteries.

“With the electric mobility market continuing to evolve, our team is collaborating with state governments on model legislation,” said Dr. Ash Lovell, electric bike policy and campaign director at PeopleForBikes. “This package of bills in New York is a great example of how the expertise of our PeopleForBikes team can complement the legislative process to deliver complete solutions.”

As the U.S. bicycle industry’s trade association, PeopleForBikes works to prioritize bicycles in government decisions at the federal, state, and local levels and advocates for policies and legislation that benefit both everyday riders and bike businesses across the U.S. Our policy efforts include protecting bike businesses from trade and tariff issues, advancing sustainability and climate initiatives centering bikes as a solution, improving recreational access for bikes on our public lands, and making electric bicycles safer and more accessible for all Americans.

In collaboration with Call2Recycle, leading battery recycling experts in North America, PeopleForBikes also supports an industrywide e-bike battery recycling program to promote the safe and responsible disposal of old e-bike batteries to keep them out of landfills. The program offers brands and consumers a proactive solution to battery recycling as other cities and states across the country look to address e-bike battery safety. 


Keeping Unsafe, Untested Batteries Off the Market

Part of the New York legislation, the Batteries For Micromobility Devices, Bicycles With Electric Assist, And Limited Use Motorcycles Act (S154F/A4938D) will establish statewide standards for the manufacture and sale of lithium-ion batteries for e-mobility products (like e-bikes). The new policy aims to protect riders by keeping unregulated, unsafe batteries off the market while allowing manufacturers who already meet safety standards to continue sales with minimal impact.

The legislation also includes an important amendment, supported by PeopleForBikes, which recognizes battery standards from Europe (EN 15194) and the U.S. (UL 2849) for electric bicycles and their drive systems. It also specifies that testing labs must be properly accredited or be an OSHA-approved nationally recognized testing lab (NRTL). This ensures only high-quality, tested batteries are used in e-mobility products, reducing the risk of accidents or malfunctions due to unsafe batteries. At the local level, the New York City Council previously adopted this same approach to lab accreditation, also suggested by PeopleForBikes.

“Our team advocated for the European and American e-bike standards in New York since both of these testing standards are proven and powerful tools to prevent battery fires,” said Matt Moore, PeopleForBikes’ policy counsel. “We hope other states will follow suit to implement EN 15194 or UL 2849 as the gold standard for battery testing for electric bicycles.” 

A number of other bills that cleared the state legislature put New York on the leading edge of lithium-ion battery safety in the nation. Senator Cordell Cleare and Assemblymember Yudelka Tapia sponsored S6809B/ A6811C, which requires the New York State Energy Research and Development Authority (NYSERDA) to establish a sustainable lithium-ion battery exchange program for New Yorkers using old, untested batteries to power their e-mobility devices, many of whom rely on those devices for delivery work.

Senator Cleare and Representative Manny De Los Santos sponsored S8743/A9338, which will direct the New York Department of State to develop and maintain safety resources with respect to fire hazard prevention for lithium-ion batteries. These bills provide tangible and actionable safety solutions to the challenges New York faces with battery fires while also encouraging New Yorkers to better understand their responsibilities and role in fire prevention.


This critical progress in New York will help shape e-bike battery safety regulations nationwide. PeopleForBikes looks forward to working with other state and local legislators, as well as the U.S. Consumer Product Safety Commission (CPSC), in advancing consistent and harmonized regulatory standards for lithium-ion batteries used in electric bicycles and other mobility products.

New York Legislation Leads the Nation on E-Mobility Safety

Research and experience proves that the perception and feeling of safety (or a lack of safety) is one of the biggest reasons people choose to ride a bike or not. Simply put, safer conditions lead to more bicycling. As we push for more protected bicycle infrastructure networks, develop safety curriculums for electric bicycle (e-bike) riders, and partner with the bicycle industry to promote safe and tested products, safety is at the core of PeopleForBikes’ work. 


A critical part of that work is around regulations on consumer product safety. The U.S. Consumer Product Safety Commission (CPSC) recognizes the growth of electric bicycle ridership in communities across the nation and is considering how to ensure the bicycle products reaching consumers are coming from brands committed to meeting the highest safety standards and regulations. The CPSC intends to set mandatory safety and testing standards for electric bicycles, governing these products and the bike industry for the foreseeable future.


As the trade association for the U.S. bicycle industry and a leader on technical resources for consumer product safety regulations for bicycles, PeopleForBikes responded to the CPSC’s recent advanced notice of proposed rulemaking (ANPR) to address the risk of injury associated with e-bikes. The comment period, which closed on May 14, called for information concerning the potential mechanical hazards of e-bikes, possible regulatory alternatives, the economic impacts of various approaches, and existing voluntary standards and their adequacy.

Over a nine-week period, PeopleForBikes collaborated with members of its Technical Standards Working Group; E-Bike Subcommittee; Legal, Legislative, and Safety Subcommittee; and other industry experts to gather member feedback and craft multiple drafts of the industrywide comment. Members of the TSWG met four times during this period and industry members had 3 opportunities to provide feedback on drafts of the comment. Matt Moore, PeopleForBikes’ policy counsel, and Dr. Ash Lovell, PeopleForBikes’ electric bicycle policy and campaign director, had dozens of one-on-one meetings with member companies and advocacy partner groups to form consensus-based recommendations.

While the ANPR touches on many issues (there are 52 specific questions), PeopleForBikes’ comment focused on five main issues, including:

The federal adoption of the three-class system defining electric bicycles (now law in 43 states)

The issue of mobility products marketed as electric bicycles which fall outside the federal definition of e-bikes either through speed capabilities, motor power, or a lack of operable pedals

The harmonization of American safety standards with existing international standards such as ISO 4210

The lack of research into how power output should be measured

The additional data and analysis needed to fully understand the mechanical hazards related to low-speed e-bikes and children’s e-bikes

PeopleForBikes supports the CPSC’s effort to address emerging potential hazards associated with low-speed e-bikes and other mobility devices. Electric bicycles offer many benefits to individuals and communities: they make it easier to choose active transportation and leave the car at home, offer more affordable mobility solutions, and get more people riding who otherwise might not ride without an electric assist. With safer products and safer infrastructure, these benefits can be more fully realized and move America towards a more active, healthy, and green future. PeopleForBikes looks forward to continued engagement with the CPSC as we work together to improve the safety of low-speed electric bicycles.

Shaping Future Safety Standards for Electric Bicycles

On May 1, 2024, Utah State Bill HB 85 went into effect after being signed into law on March 21, making Utah the first state to proactively address issues posed by certain electric vehicles. The bill includes a definition of multiple-mode electric bicycles and also more clearly defines out-of-class electric vehicles (OCEVs). Multiple-mode electric bicycles are bicycles capable of switching between the three class modes. During PeopleForBikes’ 2024 Bicycle Leadership Conference, Utah Representative Jeff Stenquist, one of the sponsors of the bill, discussed this landmark legislation with PeopleForBikes Policy Counsel Matt Moore.

“The recent proliferation of electric vehicles with multiple operational modes, or modes that exceed the power and speed limitations of a low-speed electric bicycle, has led to calls for a regulatory response from land managers and state legislators,” said Moore. “PeopleForBikes answered that call by working to pass House Bill 85.” 

The impact of this bill is positive for both the bicycle industry and consumers. The bill is the first in the nation to define multiple-mode products and their labeling requirements while establishing truthful advertising requirements for OCEVs sold as “e-bikes.” This clarification will help legitimize actual electric bicycles that fit into the three-class system while clarifying gray areas around some switchable products. The bill breaks new ground by requiring sellers of vehicles that are not electric bicycles to inform consumers of that fact if they promote their products as “electric bikes” or “e-bikes.”


Because labeling of electric bicycles is a matter of state law, multiple-mode, electric-assisted bicycles must be labeled accordingly. PeopleForBikes has worked to ensure that labeling is uniform across various states; however, the Utah bill (which refers to multiple-mode electric bicycles as “programmable electric-assisted bicycles”) advanced quickly to become law and states:

A Utah-based manufacturer or seller shall ensure that a programmable electric-assisted bicycle is equipped with a conspicuous label indicating the class or classes of electric-assisted bicycle of which the programmable electric-assisted bicycle is capable of operating.

Note that the Utah bill limits the application of the labeling requirement for multiple-mode electric bicycles to “Utah-based” manufacturers and sellers. Utah requires labeling as to “class or classes” and it’s not clear whether labeling as to highest class will satisfy this requirement or if all classes must be included on a label.  


PeopleForBikes is currently advocating in two other states for labeling requirements for multiple-mode electric bicycles as the highest class they are capable of operating in, and we encourage manufacturers to do the same. Labeling multiple-mode e-bikes in this manner will send a clear message of support for land managers’ efforts to allow access for Class 1 electric bicycles on natural surface, non-motorized trails where traditional bicycles are already allowed. 

OCEV DEFINITION AND TRUTHFUL ADVERTISING REQUIREMENTS

Additionally, Utah adopted additional language that defines OCEVs and what does not qualify as an electric bicycle. Within the bill, the definition of an “electric assisted bicycle” does not include:

(v) any other vehicle with less than four wheels that is designed, manufactured, intended, or advertised by the seller to have any of the following capabilities or features, or that is modifiable or is modified to have any of the following capabilities or features:

(A) has the ability to attain the speed of 20 miles per hour or greater on motor power alone;

(B) is equipped with a continuous rated motor power of 750 watts or greater;

(C) is equipped with foot pegs for the operator at the time of manufacture, or requires installation of a pedal kit to have operable pedals; or

(D) if equipped with multiple operating modes and a throttle, has one or more modes that exceed 20 miles per hour on motor power alone.


Beginning on May 1, when the law goes into effect, any seller of a new or used vehicle that is powered by an electric motor vehicle with less than four wheels (that is not an electric-assisted bicycle) will need to clearly and conspicuously provide the following disclosure to any prospective consumer at the time of sale and in any advertising materials, online website, or social media post promoting the vehicle:

"THIS VEHICLE IS NOT AN "ELECTRIC ASSISTED BICYCLE" AS DEFINED BY UTAH MOTOR VEHICLE CODE AND IS INSTEAD A TYPE OF MOTOR VEHICLE AND SUBJECT TO APPLICABLE MOTOR VEHICLE LAWS IF USED ON PUBLIC ROADS OR PUBLIC LANDS. YOUR INSURANCE POLICIES MAY NOT PROVIDE COVERAGE FOR ACCIDENTS INVOLVING THE USE OF THIS VEHICLE. TO DETERMINE IF COVERAGE IS PROVIDED YOU SHOULD CONTACT YOUR INSURANCE COMPANY OR AGENT."


Additionally, knowingly advertising or selling an out-of-class electric vehicle as an electric bicycle, electric bike, electric-assisted bicycle, or e-bike without including the disclosure notice constitutes a deceptive trade practice. These requirements apply to all sellers, not just those physically located in Utah, and include online advertising on websites and social media. If a seller falsely advertises a vehicle in violation of this provision, either the state or any person (a consumer, business, or organization) can file a lawsuit against the seller under Utah law. Failing to include the required disclosure allows a court to find that a deceptive trade practice has occurred, without the need for additional evidence. If the court finds the seller engaged in a deceptive trade practice, it can issue an injunction against the practice, award damages of $2,000 or actual damages (whichever is greater) and award attorney fees and costs.  

For more information on the bill and its impact, please email PeopleForBikes eMTB Policy and Program Manager Rachel Fussell at rachel@peopleforbikes.org.


Learn more about PeopleForBikes’ work on policies and laws affecting electric bicycles across the U.S.

New Utah Bill Defines Multiple-Mode and Out-of-Class Electric Bicycles

The Tahoe National Forest (TNF) prepared a Decision Notice/Finding of No Significant Impact (DN/FONSI) and final Environmental Assessment (EA) for the Pines to Mines Trail Project. 

The TNF Pines to Mines Trail Project is a multi-use native surface recreational trail system connecting Nevada City and Truckee, California. The project will provide new recreation opportunities open to equestrian, pedestrian, bicycle, and Class 1 electric bicycle (Class 1 eMTB) use on National Forest System lands. The new trail system will total approximately 72 miles of natural surface trails and authorize the use of Class 1 eMTBs on all new and existing trails where traditional mountain bikes are already allowed within the project area. 

Among other improvements, this project will: 

Designate approximately 52 miles of existing trail including segments of the Pioneer Trail (FS 09E11), Spaulding Lake Trail (FS 12E40), Grouse Ridge Trail (FS 13E28), Donner Lake Rim Trail (FS 15E75), and the Hole in the Ground Trail (FS 14E25) as part of the Pines to Mines Trail system

Construct approximately 22 miles of new multi-use native surface trail to complete final trail system connections

Designate the use of Class 1 eMTBss on new and existing trail segments within the Pines to Mines trail system that lie on National Forest System Lands or for which the TNF maintains management responsibility under existing easement or right of way

Monitor to assess maintenance requirements, changes in use, or user impacts that could affect safety, additional infrastructure needs, or any evidence of user displacement;

Update Trail Management Objectives (TMOs) to include Class 1 eMTBs as an additional managed use while maintaining the current non-motorized designed use objectives.

Concerning Class 1 eMTB use designation within the Pines to Mines Trail Project area, Forest Service staff carefully considered the redesignation from a broad range of perspectives to reach reasonable, fact-based conclusions. The research and analysis reviewed and presented in the environmental assessment and reports bring TNF staff to the conclusion that Class 1 eMTB use can be incorporated seamlessly into the Pines to Mines trail system.  

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