ON Monday April 23rd, Oregon Parks and Recreation (OPRD) held their first open hearing regarding allowance of e-bikes on state park paths and several beaches.
What I found fascinating was that all the personal testimony of individuals and also 3 businesses which rent and sell e-bikes were completely positive. In March I was at the League of American Bicyclists in DC and attended a presentation regarding regulation of e-bikes. That meeting was very contentious and polarized. It appeared to me an old guard of “e-bikes are not real bikes” versus “e-bikes are here to stay” crowd were leading to a civil war. Not happening here.
I was happy to be in Oregon on Monday hearing real stories of how e-bikes make a difference. One Hood River resident, 79 years old man, who had ridden his bike to work for 40 years has found his strength difficult to bike as much during the past two years and had stopped bicycling. He – in the past month – tried an e-bike and he was embracing a new life as he spoke. Another testimony came from an athletic man whose wife did not have the love of road bicycling and he said that an e=bike had given them a togetherness again in bicycling together (twas sad we did not hear her voice this tale). And of course the vendors stated the smiles apparent on everyone trying out an e-bike. Another wonderful testimony was from a walker on the Hatfield tunnel/Mosier trail who commented that the strength-training-lycra-human-powered crowd were zooming by most of the e-bike users and pedestrians at 30+ mph. Given that the e-bikes have hair dryer equivalent 750/1000 watt electric motors, she was most elegant retiring the worry of ebikes going over 20 mph. (for you engineers: 746 watts equals 1 horsepower)
The rules being discussed are dependent on the ORS defining bicycles on the roadway. One of the issues is still old statues regarding defining the number of wheels for ‘bi’cycles. Today the restriction is 3 wheels. While this OPRD ruling cannot redefine this ORS, we need to consider the adaptive world of bicycles: for example -simply- new tandem side by side quadriwheels enable blind bicyclists to be a companion to a sighted cyclists. I made a request that OPRD work in tandem with ODOT and the legislature so that the bicycle definition would be inherited and updated automatically for OPRD rulings if the legislature redefined ebikes to not only include adaptive bicycle types but also adopt the potential standard of care definition of ebike classifications as is slowly happening across the US and Canada. We have a dramatic growth of ebike sales jumping from 2016 sale of 1 % to 2017 sales hovering near 7%. The faster curve of adoption is happening.
We have several states who redefine ebikes into 3 classes:
Class 1 electric bicycle: A bicycle equipped with a motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour.
Class 2 electric bicycle: A bicycle equipped with a motor that may be used exclusively to propel the bicycle, and that is not capable of providing assistance when the bicycle reaches the speed of 20 miles per hour.
Class 3 electric bicycle: A bicycle equipped with a motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the bicycle reaches the speed of 28 miles per hour, and is equipped with a speedometer.
Our own Portland State University TREC has a good information about each state and province electric laws & classifications:
A second insightful March 2018 PSU TREC publication, A North American Survey of Electric Bicycle Owners captures a change about behavior. (http://trec.pdx.edu/research/project/1041/National_Electric_Bike_Owner_Survey_ )
We are all stuck in thinking about riders falling into the four categories of bicycle riding: strong/fearless, enthused/confident; interested but concerned; and no way no how. This publication finally expands and shows us advocates how to expand these categories.
In the PSU/TREC discussion section of the article above, they define an attractive expanding group of riders by three definitions:
“The results of this study suggest three ways in which e-bikes potentially serve to increase the total number of miles traveled by bicycle and the total number of trips made by bicycle. First, e-bikes aid populations deterred from bicycling by physical limitations, topographic barriers and distance to cycle. Second, e-bikes support longer trips for both recreational and utilitarian pursuit. Finally, e-bikes can appeal to new audiences through enhancing perceived safety and the joy of riding. These benefits have the capacity to promote environmental (i.e., reduced emissions) and public health objectives (i.e., enhanced physical activity and increased time outside); however, they will not be met to their full potential in the absence of policies and regulations which support and protect the use of e-bikes.”
This is simply great news and it is all branded with our Oregon inclusive values. And as the article paraphrases, work is needed so that we need to update our ORS, our ODOT, and our OPRD rules and statutes.
Comments can be submitted online at www.oregon.gov/OPRD/RULES/pages/index.aspx; in writing to OPRD, attn. Katie Gauthier, 725 Summer St NE, Suite C, Salem; via email toOPRD.firstname.lastname@example.org.
The comment period will close on May 18th 2018. The OPRD commission will address these issues at their June 12/13th meeting.
Electric Bicycles are quickly becoming the “vehicle” of choice for thousands of Oregon residents who are discovering the health benefits of bicycling while helping to reduce the environmental impact of our existing transportation system.
Electric bicycles are as safe, stable and sturdy as traditional bicycles and move at bike-like speeds. As a new, innovative and clean-technology transportation option, their use in the U.S. and other countries has brought the pleasure and freedom of bicycling to millions with no compromise in consumer safety.
Communities across the country face transportation challenges related to traffic congestion, local air quality, climate change, obesity and lack of physical inactivity. Encouraging alternative modes of transportation, such as bicycling, can help address these challenges.
• Increases to quality of life: Electric bicycles make riding a bicycle for commuting and transportation easier and faster, allow current bicycle users to bike more often and farther and promote alternative transportation for people who can’t afford the high cost of car ownership.
• Increases to bicycle ridership: Electric bicycles provide a new option for people who want to bicycle but would otherwise not because of physical fitness, age, disability or convenience, especially at high altitude and for those whose work commutes are within the 5-20 mile range and who traditionally drive.
• Environmental benefits: Electric bicycles reduce greenhouse gas emissions and fossil fuel consumption, improve air quality and support alternative modes of transportation.
• Everyday utility: Electric bicycles can carry up to 400 lbs. of cargo and can be equipped with built-in hauling features, specialty baskets, versatile racks, carrying bags and other accessories to accomplish many daily commuting activities.
• Benefits to public infrastructure and safety: Electric bicycles decrease traffic congestion, increase road safety with more cyclists on the road and reduce demand for parking spaces.
• Economic benefits: Electric bicycles benefit small business owners by providing a cost-effective alternative to cars and trucks when used for equipment transport and deliveries.
AJ, Thanks for writing this article! No need to “reinvent the wheel” as other states have already implemented the laws using the 3 Tier system you mention. Vendors seem satisfied. Oregon can simply copy and paste.
THe top pro cyclists can only output about 430 watts for an hour. The average lycra roadie may be capable of half that, at best.
A 750-1000 watt motor is huge. In an e-bike designed for speed, you could go 50 mph on 1000 watts.
@John Liu. eBikes have speed limiters in their computers. They can’t go more than 20miles/hour. A stronger motor is for going up steeper hills specially for heavier riders. It’s not meant for going faster.
Well, you could have fooled me. I see e-bikes on a daily basis going 25 to 30 mph in the bike lanes in Bend. And, it doesn’t take a genius to override the speed limiter. I talked to a guy with a e-cargo bike who has gotten his up to 40 mph on flat ground, and gotten pulled over by the cops. btw they did not ticket him, just warned him that if he wanted to go that fast, he had to do it in the car lane, not the bike lane.
Class 3 Electric Bicycles are allowed to go 28 mph but no one is asking to ride them on bike paths, only in the streets. Proponents argue that going closer to the speed of cars is better from a safety perspective. Most cars can easily exceed 100 mph but it’s up to the driver to comply with speed limits. Pedegos are limited to 20 mph but if hacked, will still only go 24-25 mph based on it mechanical ability. Why is this an issue?
If you’re going to intentionally hack the computer and override the computer then this is your problem and you’re the one breaking the law. It’s not the eBike’s fault when the eBike is trying to be a good citizen. Just like drones are limited to go up to 400 feet which is mandated by an FAA law, and you hack the drone’s computer and fly the thing above 400 feet and be in the path of airplanes and be the cause of an air disaster. eBikes don’t have a brake system where they physically stop you from going above 20 miles! Blame the rider, not the eBike.
Agree 100% with Tony.