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Electric bikes (e-bikes) and electric scooters (e-scooters) are becoming a standard mode of transportation. Across the US, there are over 140 e-bike rental systems and over 260 scooter rental systems, according to the North America Bike and Scooter Share Association (NABSA). Additional data published by NABSA indicates that the number of e-bike users increased by 71% from 2021 to 2022, and the number of e-scooter users grew by 28% during that time.
Micromobility, defined by the Federal Highway Administration (FHWA) as a low-speed human or electric-powered transportation device, offers an efficient alternative to traditional transportation. However, these modes of transportation raise serious safety and legal concerns.
In 2024, a report from Harvard Health Publishing found that e-bike injuries more than doubled every year from 2017 to 2022, jumping from 751 ER visits in 2017 to over 23,000 in 2022. Many of the injuries reported included broken bones and head and neck injuries.
At CED Technologies, our engineers work on cases where vehicle performance, roadway design, and human behavior intersect. As micromobility becomes more prevalent, we are amply prepared to support investigations involving mechanical failures, speed-related injuries, and disputes over roadway responsibility.
The rise in micromobility injuries is linked to a few core factors:
Speed: Some e-bikes can reach speeds of up to 28 mph with assistance, which reduces reaction time and increases the severity of crashes. Many pre-existing roads and sidewalks were not designed for e-mobility usage and can contribute to the risk of crashes using e-mobility.
Helmet Use: Just 43% of e-bike and e-scooter riders wear helmets, compared to 52% of those on traditional bikes. Researchers have consistently concluded that bike helmets have been shown to prevent head injury and serious head trauma, but not necessarily concussions.
Generally, in a collision, helmets work by absorbing a collision’s kinetic energy to reduce the impact on the brain, distribute the impact force over a larger surface area, and prevent direct skull fractures and limit head injuries.
New helmet technologies have shown promising developments in reducing head injuries while partaking in activities such as biking. These technologies include the multi-directional impact protection system (MIPS), which offers a slipcover inside the helmet that allows for sliding between the head and helmet upon impact. Another technology, called WaveCel, employs an angular impact mitigation (AIM) system that offers an inner lining to absorb accelerations during impact. However, research on the effectiveness of these technologies is relatively recent and limited, and there is a need to explore different angles and velocities of these impacts. Nevertheless, these technologies indicate a commitment to offering more protective helmets for e-bikers and e-scooter users.
Urban Density & Infrastructure: Over 80% of e-bike and e-scooter accidents happen in cities, as they offer an inexpensive and accessible mode of transport for shorter distances.
Impairment: Alcohol use was reported in nearly 7% of e-bike injury cases. Most states have DUI laws that prohibit operating any electric vehicle, including e-bikes and e-scooters, while under the influence of or impaired by drugs or alcohol.
U.S. Legislation Surrounding E-Bikes
E-bike regulations in the United States vary significantly by state, which can make it confusing for riders, insurers, and local law enforcement to stay aligned on safety and liability expectations.
To help create some consistency, 43 states adhere to the three-class system to define the legal usages of e-bikes on public roads:
Class 1: These e-bikes are pedal-assisted only, with assistance at a top speed of 20 mph. They do not have a throttle and alleviate some of the effort it would take for a biker to ride up hills and longer distances. Class 1 e-bikes include some mountain bikes, commuters, and hybrid bikes.
Class 2: These bikes have pedal assistance and throttle-assistance, limited to an assistance speed of up to 20 mph.
Class 3: These e-bikes have a 750-watt (1 horsepower) motor and are limited to speeds up to pedal-assist only, with assistance speeds up to 28 mph.
This classification system is used to inform rules governing helmet use, bike lane access, and age restrictions. However, local municipalities still have the power to restrict where and how e-bikes can be used.
Licensing and insurance are generally not required for any class of e-bike (except for North Dakota, New Mexico, New York, and West Virginia). But because laws differ so much by location, what is legal in one city may be prohibited just a few miles away.
This legal framework is designed to enable local governments to tailor laws to their specific communities and street designs. However, this variety of statutes can create confusion for riders and pedestrians, especially in cities where local ordinances may differ.
CED’s Role in Micromobility Investigations
E-bike and e-scooter crashes often involve multiple layers, including rider conduct, product design, environmental factors, and occasionally, vehicle interference. We reconstruct incidents using onboard electronics, terrain analysis, and human factors modeling. Our engineers analyze factors such as whether the e-bike or scooter was operating within its design parameters, proper bike usage, the visibility or signage in the area, and any product failures involved.
Micromobility is here to stay, and cities are adapting their infrastructure and laws to ensure safe riding areas. As this landscape evolves, CED Technologies is well-positioned to support data-driven investigations that promote safer streets and informed decision-making.
