By providing meaningful and visionary efforts for leaders to study, and investing in city staff and local partners to increase local knowledge and leadership, we can accelerate the installation of complete mobility networks. We encourage cities and states to move faster in creating these complete networks by funding additional planning, outreach and communications.

An integral part of any network buildout is measuring key outcomes with network connectivity, ridership and safety metrics. We provide measurement activities that offer a baseline evaluation of current and future conditions through our Bicycle Network Analysis and City Ratings tools.

Through proactive ballot initiatives, securing dedicated funds for planning and implementation, supporting coalitions that make bicycling a part of a broader narrative and encouraging communities across city lines to collaboratively pursue federal or state grants for regional infrastructure development, we help fund paths, bike lanes, mountain bike trails, pump tracks, bike parks, bike parking and more.

Building a safe, interconnected network of protected bikeways relies on gaining the support of people who only occasionally bike or never bike at all. We perform research to understand people’s aspirations for mobility and the ways in which bike infrastructure can help achieve those. We use that research to craft messaging and marketing that grows public support for bicycling.

As a father of three young kids, I’ve witnessed the joy that comes from bike rides to school. The kids pop out of bed early in anticipation of the morning ride, they're chatty as we slowly pedal through our neighborhood, and they call out to their friends with pride as they roll up to school under their own power. It’s a stark contrast to when drop off is done by car.

On May 6, kids across the country will have a similar experience as they participate in National Bike and Roll to School Day, an event led by the National Center for Safe Routes to School. Schools across the country are organizing group rides, bike buses, and skill-building events to make it easier and safer for students to ride. If your school is interested in joining, you can register your event to be added to the national map of Bike and Roll festivities.

But getting kids to ride to school on one day a year isn’t the end goal. The real opportunity is what happens next. When riding feels safe, fun, and accessible, families start to choose it more often because it adds real value to their daily lives.

So what does it take to make that possible?

As a parent, I know there are a lot of factors that go into deciding how my kids get to school, but one stands out above the rest: safety. PeopleForBikes participation research shows that 62% of Americans would ride more often if safe, connected infrastructure separated them from cars.

Everyone who has commuted by bike knows that your trip usually isn’t defined by the best part of your commute, but the worst part. If there is even one segment that feels unsafe or unrideable, it ruins the experience and will make you rethink taking that route again.

That’s why at PeopleForBikes we firmly believe that to grow youth ridership, we need to continue focusing on infrastructure that connects kids to the places they want to go — school, parks, ice cream, and more!

Our team is working diligently to improve the future of bicycling by creating the systems to accelerate the construction of safe places to ride. Key programs like City Ratings and the Great Bike Infrastructure Project help identify network gaps as well as projects coming down the pipeline that can improve those networks.

This critical infrastructure won’t fund itself, which is why PeopleForBikes continues to advocate for federal, state, and local funding. Congress is expected to release a major federal infrastructure bill in the coming weeks, and PeopleForBikes has lobbied lawmakers for months to ensure this bill includes funding for safe places for kids to ride.  At the state and local level, PeopleForBikes is supporting more than 100 bills and ballot initiatives across the country to help communities build the types of networks that families trust.

That work doesn’t happen in a vacuum. Partners like the Safe Routes Partnership are helping communities create safer pathways for kids to get to school, while organizations like IMBA are expanding access to trails and off-road riding opportunities. Together, these efforts are building the safe and connected networks that make riding possible in the first place.

Another important piece of this ride-to-school puzzle is the programming that’s taking place in communities across the country to give kids the confidence, skills, and exposure they need to ride more often. The goal isn’t just for kids to ride to school, but to use the bike as a freedom machine to get wherever they want to go.

Over the last several years, a group of youth-focused organizations has collaborated to help accelerate that work. The Youth Cycling Coalition (YCC) includes 18 national organizations working to support riders from their first ride through high school graduation. As the convener of the YCC, PeopleForBikes is dedicated to connecting these organizations, aligning their efforts, and helping more kids access the programs that build confidence on a bike.

Supporting this programming will develop the next generation of riders by connecting them to opportunities to learn how to ride, practice their skills, and gain the confidence to navigate their communities by bike. Whether it’s learning to balance for the first time, riding in a group with friends, or participating in a bike bus to school, these experiences help turn a one-time ride into a regular habit.

To better understand how these programs compliment one another, we recently developed a Youth Cycling Coalition Program Diagram that illustrates how organizations across the coalition support youth at different stages of their rider journey. From first ride to riding independently to school and beyond, the pathway is clearer and more inclusive than ever.

For families looking to get started, the Youth Cycling Coalition map serves as a national entry point to find local riding opportunities. Regardless of what type of riding your kids like to do, the map helps connect kids to the people and places that make riding possible.

I’ve personally experienced the transformative impact the bicycle can have on one person’s life. Now, I’m excited my kids' generation will have the opportunity to experience that same shift in how they see and interact with the world.

When New York City installed protected bike lanes on 9th Avenue, something remarkable happened: injuries for all street users fell by 58%. Across NYC corridors with protected bike lanes, pedestrian injury rates have dropped by 12 to 52% depending on the corridor. These infrastructure improvements aren't just making streets safer for cyclists — they're protecting everyone who uses our roads.

Protected bike lanes do more than separate cyclists from cars. They fundamentally reshape how streets function, creating multiple safety benefits for pedestrians as well as people riding bikes. By placing a physical barrier between the bike lane and vehicle traffic, these designs shorten crossing distances at intersections. That means instead of navigating across multiple lanes of mixed traffic, pedestrians cross distinct, predictable zones.

The safety improvements are dramatic. Streets with protected bike lanes in New York City typically see injury crashes drop by 40% for all road users — drivers, pedestrians, and cyclists alike. Some locations have recorded reductions exceeding 50%. A comprehensive study across 12 large U.S. cities found that streets with protected bike lanes had 44% fewer deaths and 50% fewer serious injuries compared to average American streets.

These lanes also reduce turning conflicts at intersections. When cyclists have their own protected space, drivers making turns have clearer sightlines and fewer potential collision points. The result is less traffic weaving, fewer sudden movements, and more predictable street behavior — all factors that directly benefit pedestrian safety.

Portland, Seattle, and San Francisco demonstrate what's possible when cities commit to protected infrastructure. Portland's fatality rate dropped 75% between 1990 and 2010 as the city built out its protected bike network. Seattle saw a 60.6% decline, while San Francisco recorded a 49.3% reduction in fatal crashes during similar periods of infrastructure investment.

The key to these successes lies in thinking about the broader network. Cities that connect protected bike lanes into comprehensive networks see exponentially better results than those installing isolated segments. Evidence from Austin, Chicago, Portland, San Francisco, and Washington D.C. shows ridership gains of 21 to 171% when protected lanes connect into networks — with proportional safety improvements following.

Philadelphia offers another compelling example. After expanding its protected bike lane network, the city saw a 95% increase in ridership. More cyclists using protected infrastructure means fewer riding on sidewalks — New York City documented sidewalk riding dropping by up to 84% after installing protected lanes, directly enhancing pedestrian safety.

Not all bike lanes deliver equal safety benefits. A 13-year analysis of more than 17,000 fatalities and 77,000 severe injuries across major U.S. cities revealed that only physically separated protected bike lanes improve safety. Painted lanes showed no benefit — and in some cases increased risk compared to unmarked roads. The distinction is crucial: physical separation changes driver behavior and creates genuine protection.

Research from the University of Colorado Denver and University of New Mexico, with findings highlighted by the Insurance Institute for Highway Safety, confirms that cities with more protected bike lane footage per square mile experience fewer fatalities and serious injuries across all road users. However, the study also highlighted that design quality matters. Lanes with frequent driveway crossings, like Washington D.C.'s 15th Street NW, pose higher risks than fully separated or raised designs.

The most effective protected bike lanes use concrete barriers, planters, or parked cars as buffers — not just flexible posts. These robust separations cut cyclist-motorist crashes by 53% while reducing injuries for all street users. Streets with these high-quality protected lanes experience 28% fewer injuries per mile than those without any bike infrastructure.

Despite overwhelming evidence, some community members worry that bike lanes make streets more dangerous. The data tells a different story. New York City's comprehensive analysis shows protected lanes reduce total deaths and serious injuries by 18.1%. For pedestrians specifically, these lanes cut deaths and serious injuries by 29.1%, with an even more impressive 39% reduction for seniors.

This safety improvement extends beyond direct infrastructure benefits. Protected bike lanes calm traffic speeds, encourage more predictable driver behavior, and create visual cues that remind all road users to stay alert. They transform chaotic, multi-use spaces into organized corridors where each mode of transportation has its designated place.

An April 2025 analysis of protected bike lane impacts reinforced these findings, directly countering narratives that bike infrastructure endangers streets. As cities expand these networks using federal funding from the Bipartisan Infrastructure Law, we're seeing consistent safety improvements across diverse urban environments.

For advocates and community members pushing for safer streets, the evidence provides a clear roadmap. Focus on building connected networks rather than isolated lanes. Push for physically separated designs with robust barriers. Use city-specific data in local campaigns — statistics from peer cities can be powerful tools for change.

When engaging with local officials, emphasize that protected bike lanes aren't just cycling infrastructure, they're comprehensive safety improvements that benefit all road users, especially pedestrians. The 44% reduction in deaths and 50% drop in serious injuries across 12 major cities represents thousands of lives saved and injuries prevented.

Protected bike lanes represent one of the most effective tools we have for creating safer streets. The data from cities across the country proves that when we give each mode of transportation its own protected space, everyone benefits — especially our most vulnerable road users.

A.J. Bruning is a personal injury attorney at Bruning Law Firm in St. Louis, Missouri.

Why Protected Bike Lanes Are Good for All Road Users

Amazon’s recent decision to stop selling high-speed electric motorcycles (e-motos) in California marks a significant shift in how major retailers, and the broader market, are responding to the growing safety and regulatory challenges surrounding e-motos. The move comes after a series of high-profile incidents, including the tragic death of an 81-year-old man in Orange County after being struck by a teenager riding an illegal e-moto. Amazon’s decision also follows a recent consumer alert issued by California Attorney General Rob Bonta and several district attorneys clarifying that many vehicles being marketed as e-bikes do not meet legal definitions and are, in fact, mopeds or motorcycles subject to stricter requirements. PeopleForBikes commends the leadership of California Attorney General Rob Bonta in addressing the sale of electric vehicles marketed as e-bikes that exceed the legal speed or power limits set by both federal and California law. We also recognize Amazon for moving quickly to align its marketplace with these laws.

This development underscores PeopleForBikes’ leadership to better define and regulate e-motos and their sellers. In recent years, PeopleForBikes has worked closely with policymakers at the local, state, and federal levels to help clarify the distinction between electric bicycles and higher-powered e-motos, supporting consistent definitions that protect the integrity of the three-class system. Through this ongoing engagement, PeopleForBikes helped elevate the issue across jurisdictions and ensure that emerging policies are grounded in safety, clarity, and real-world use. 

The deceptive blurring of lines between compliant electric bicycles and high-powered e-motos is creating real safety risks and reputational challenges for electric bicycles. The consumer alert explicitly called out the mislabeling of products, noting that vehicles exceeding 20 mph via throttle or 28 mph via pedal assist fall outside the definition of an e-bike. These e-moto products are often marketed as legal for younger riders to use on the street, when they are actually subject to motor vehicle requirements including registration, operator licensing, and insurance. With injuries and fatalities from e-moto crashes rising sharply, the urgency to address this issue has reached a critical tipping point.

Amazon’s action is an important signal that the market is beginning to correct and it raises the stakes for manufacturers who are marketing and selling e-motos. Retailers, manufacturers, and marketplaces now face increased scrutiny around product compliance, labeling, and consumer education. This is a clear opportunity for the bicycle industry to reinforce the integrity of the three-class system, differentiate compliant products from illegal ones, and advocate for stronger enforcement of existing laws. It also highlights the importance of working collectively — across industry, policymakers, and enforcement agencies — to ensure the market for safe, legal e-bikes can continue to grow without being undermined by non-compliant vehicles.

Electric bicycles deliver enormous benefits for mobility, sustainability, and access in communities across the country, but those gains are at risk if the market continues to be flooded with e-moto products that do not meet basic safety and regulatory standards. Amazon’s decision is a step in the right direction. As the bicycle industry, we have an opportunity and a responsibility to build on this momentum and ensure a safer, clearer path forward. PeopleForBikes looks forward to continuing to work with states, attorneys general, and retailers to build on this momentum and advance clear, consistent standards so consumers can trust that any product sold as an e-bike truly meets that definition.

Amazon Decision Signals a Turning Point for the E-Moto Problem and a Critical Moment for the Bicycle Industry

Every five to six years, Congress passes legislation to reauthorize federal surface transportation funding programs. For more than a year, congressional lawmakers in both the House and the Senate have been working on bipartisan proposals to reauthorize federal funding for roads, bridges, and transit systems, as well as bike infrastructure like trails, protected bike lanes, and multi-use paths that directly drive ridership, retail demand, and long-term growth for the U.S. bicycle market. The last major infrastructure bill, the Infrastructure Investment and Jobs Act (IIJA), contained major wins for bikes thanks to the work of PeopleForBikes and our partners.

PeopleForBikes is once again leading the bike industry’s federal advocacy strategy, working to continue the momentum gained through the IIJA. Since early 2025, our team has lobbied lawmakers to include critical infrastructure funding and policies that support: 

High-quality, modern bicycle infrastructure that boosts local economies, reduces congestion, and improves safety and public health 

Efficiency and modernization improvements to key programs that streamline project delivery and accelerate progress

Congressman Sam Graves, chairman of the House Transportation and Infrastructure Committee and lead author of the bill, is expected to release and begin markup of the bill in early-to-mid May. If that happens, the next 60 to 90 days will determine what bike infrastructure funding and policies make it into the final bill.

Lawmakers are still negotiating major policy provisions in the bill, and it remains unclear whether they will meet the mid-May target. While Congress must reauthorize surface transportation programs before they expire on September 30, 2026, a short-term extension of current law is increasingly likely. Lawmakers are still grappling with several long-standing and unresolved issues including identifying a sustainable funding source and broader disagreements about transportation priorities. These challenges are compounded by a packed legislative calendar and the approaching midterm elections.

An extension would maintain current funding levels established under the IIJA, likely ensuring that communities across the country can continue building bike lanes, trails, and connected networks without interruption. Additional time could also allow lawmakers to strengthen key programs and policies, helping deliver a final bill after the mid-term elections that better supports safe, connected places to ride and long-term growth in the U.S. bicycle market.

Although we do not yet know what will be in the bill, PeopleForBikes has pressured lawmakers to include funding for key programs, such as the Transportation Alternatives Program and the Safe Streets and Roads for All Program. 

House lawmakers recently introduced three more bills central to PeopleForBikes’ federal infrastructure policy agenda that will create more places to ride. These bills are under consideration for adoption into the broader surface transportation reauthorization package:  

Active Transportation for Public Lands Act (H.R. 8514)

Expands access to biking and walking in national parks and public lands by funding new and improved trails and bike paths. This bill will unlock expanded outdoor recreation economies, boost demand for bike tourism, and create more high-quality places to ride in some of the country’s most visited destinations.

Active Transportation Infrastructure Investment Program Reauthorization and Improvement Act (H.R. 8565)

Strengthens and expands the Active Transportation Infrastructure Investment Program (ATIIP) to fund connected, protected bike networks in communities nationwide. By making biking a viable transportation option, this bill will directly drive ridership growth, increase bike sales, and support long-term market expansion for the bicycle industry.

Parks to People Active Transportation Act (H.R. 7751)

Invests in greenways and trail connections that link neighborhoods to parks, jobs, and essential destinations. By improving network connectivity and access to safe places to ride, this bill will help build more bike-friendly communities, increase bicycling participation for both transportation and recreation, and expand the customer base for bike businesses.

A Critical Bill at a Critical Moment for Bike Businesses

Communities across the country have made huge strides in recent years to expand access to safe places to ride a bike. While growth in bike lanes and trails has come thanks to a mix of federal, state, and local investments, federal funding — especially in the upcoming surface transportation reauthorization bill — is critical to continuing this momentum. Where people can safely ride bikes, they buy bikes: PeopleForBikes’ data demonstrates that communities with better bike networks have more bike shops and higher sales. As our industry continues to navigate evolving consumer demand and a challenging trade environment, it is crucial that we continue to boost demand for bicycling by creating more places to enjoy the many benefits of riding a bike.

With lawmakers targeting to introduce this bill by mid-May, it is critical that Congress hears from members of the bike industry about how important their support for pro-bike infrastructure policies is to your business.

Now is the time to speak up. Contact your senators and representatives and make it clear to them that investing in bike infrastructure is investing in American communities, public safety, and economic growth. Reach out to PeopleForBikes Director of Federal Policy Chris Bell at chris@peopleforbikes.org if you would like additional assistance contacting your elected officials. 

What the Federal Transportation Bill Means for Bike Infrastructure and the U.S. Bicycle Industry

Last week, the House Transportation and Infrastructure Committee advanced the BUILD America 250 Act (H.R. 8870), a bipartisan proposal to reauthorize federal transportation funding programs for five years. The 1,005-page bill includes major investments in roads, bridges, transit, and bicycle infrastructure.

The legislation would directly impact federal funding for bike lanes, trails, greenways, and transportation safety programs across the country. PeopleForBikes and our partners spent the past year advocating to preserve and strengthen key bicycle infrastructure and safety programs included in the bill. Learn more about PeopleForBikes efforts to shape the bill here.

The last surface transportation reauthorization bill, the Infrastructure Investment and Jobs Act (IIJA) of 2021, included big wins for bicycling thanks to the work of PeopleForBikes and our partners.

Federal transportation policy shapes how communities fund bike lanes, trails, connected active transportation networks, and roadway safety improvements. The next transportation bill will influence billions of dollars in future investment — affecting riders and local communities for years to come. Federal investment in bike infrastructure also plays a significant role in expanding ridership, improving access, and supporting long-term growth for the U.S. bicycle industry.

Key Bike Infrastructure and Safety Provisions in the BUILD America 250 Act

Transportation Alternatives Program (TAP)

What it is: TAP is the nation’s largest dedicated federal funding source for bike lanes, trails, sidewalks, and active transportation infrastructure.

What changed: The BUILD America 250 Act reauthorizes TAP at an average of $1.6 billion annually, a modest increase over current funding levels. However, the bill also makes it easier for states to transfer TAP funding away from bike and pedestrian projects.

Why it matters: TAP is one of the most important federal programs supporting local bike infrastructure projects nationwide. Changes to the program could directly impact future investment in connected bike networks and safer streets.

PeopleForBikes’ position: Preserving and increasing TAP funding is a top PeopleForBikes priority. We support the funding increase but remain concerned about provisions that could weaken long-term protections for bike infrastructure funding.

What it is: The Safe Streets and Roads for All (SS4A) Program funds local transportation safety planning and infrastructure projects aimed at reducing roadway fatalities and serious injuries.

What changed: The bill reauthorizes the program at $3.75 billion over five years, slightly below IIJA funding levels. It also shifts the program towards implementation projects and lowers local cost-share burdens for communities.

Why it matters: SS4A has become one of the most important federal funding sources for bike safety improvements and Vision Zero initiatives across the country.

PeopleForBikes’ position: PeopleForBikes strongly supports continued funding for SS4A alongside efforts to make the program more accessible for local communities building safer bike infrastructure.

What it is: RTP funds the development and maintenance of trails, greenways, and off-road active transportation infrastructure.

What changed: The bill reauthorizes RTP at $84 million annually and includes language clarifying that electric bicycles are allowed on non-motorized RTP-funded trails.

Why it matters: RTP supports access to trails and outdoor recreation nationwide, while the e-bike clarification provides additional certainty for riders and land managers.

PeopleForBikes’ position: PeopleForBikes supports RTP reauthorization and advocated for the inclusion of e-bike access language in the bill.

Highway Safety Improvement Program (HSIP)

What it is: HSIP is the federal government’s core transportation safety funding program.

What changed: The bill increases HSIP funding and retains IIJA requirements directing high-risk states to invest more resources into vulnerable road user safety.

Why it matters: HSIP funding helps communities address dangerous road conditions for bicyclists and pedestrians.

PeopleForBikes’ position: PeopleForBikes supports maintaining strong vulnerable road user safety requirements within HSIP.

Sarah Debbink Langenkamp Active Transportation Safety Act

What it is: This legislation aims to reduce barriers that prevent communities from building connected bike networks and safer active transportation infrastructure. Learn more here.

What changed: The BUILD America 250 Act includes provisions that improve eligibility for connected bike networks and reduce financial barriers for local governments using TAP funding.

Why it matters: These changes could help communities deliver larger, more connected bike infrastructure projects.

PeopleForBikes’ position: PeopleForBikes supports these provisions as an important step toward accelerating investment in connected bike infrastructure.

What it is: The BIKE Act expands eligibility for bicycle safety education and training within federal traffic safety funding programs.

What changed: The BUILD America 250 Act adds bicycle training and education as an eligible use of federal behavioral safety funding through the National Highway Traffic Safety Administration (NHTSA).

Why it matters: This change could increase support for bicycle safety education programs nationwide.

PeopleForBikes’ position: PeopleForBikes supports expanding federal support for bicycle education and rider safety initiatives.

Active Transportation Infrastructure Investment Program (ATIIP)

What it is: ATIIP is a federal grant program that funds connected active transportation networks.

What changed: The BUILD America 250 Act repeals the program.

Why it matters: ATIIP was designed to help communities build large-scale connected bike and trail networks. Eliminating the program could slow future investment in transformative active transportation projects.

PeopleForBikes’ position: PeopleForBikes views the repeal of ATIIP as a significant setback for connected bike infrastructure and active transportation investment across the U.S.

Surface Transportation Accelerator Grant Program (STAG)

What it is: STAG is a new discretionary grant program supporting transportation projects in rural, urban, local, and regional communities.

What changed: The BUILD America 250 Act creates this new program with broad transportation project eligibility. 

Why it matters: Because the program is highly competitive and broadly defined, bicycle infrastructure projects may struggle to compete for funding.

PeopleForBikes’ position: PeopleForBikes supports strong eligibility for bike infrastructure projects within discretionary transportation funding programs, including dedicated funding programs for bicycle infrastructure.

What it is: The bill includes a federal study focused on micromobility safety and children.

What changed: The legislation excludes additional language supported by PeopleForBikes related to the safety risks posed by high-speed e-moto devices.

Why it matters: Federal research could shape future micromobility safety policy and product regulation.

PeopleForBikes’ position: PeopleForBikes supports stronger federal attention to e-moto safety concerns and continues to advocate for clearer distinctions between low-speed e-bikes and high-speed motorized devices.

What it is: The Safe Routes to School movement supports safer walking and biking access for students traveling to school in communities nationwide.

What changed: The BUILD America 250 Act does not include the Kids on the Go Act, which would encourage states to employ Safe Routes to School coordinators.

Why it matters: Safe Routes to School programs improve student safety and increase active transportation options for families.

PeopleForBikes’ position: PeopleForBikes supports stronger federal support for Safe Routes to School programs and local coordination efforts.

What the BUILD America 250 Act Means for Bikes, Trails, and U.S. Transportation Funding

Photo courtesy of Carson Blume and The White Line.

A new bill in Congress would utilize automatic emergency braking technology to detect bicyclists and prevent crashes. This month, Congresswoman Yvette Clarke (D-NY) and Congressman Joe Neguse (D-CO) introduced the Magnus White and Safe Streets for Everyone Act (H.R. 7353). The bill will make roads safer by ensuring new cars sold in the United States are equipped with automatic emergency braking (AEB) systems capable of detecting bicyclists, motorcyclists, and other vulnerable road users. AEB uses sensors to detect potential collisions and automatically apply the brakes if the driver has not already done so.

This legislation fills an important gap in automotive safety standards. In 2024, at the direction of Congress, the National Highway Traffic Safety Administration (NHTSA) required new cars to be equipped with AEB capable of detecting other vehicles and pedestrians. Unfortunately, NHTSA did not require those AEB systems to be capable of detecting people riding bikes, citing a lack of mature research on the performance of such systems in response to bicycles and motorcycles. While research remains ongoing, this bill will ensure that NHTSA carries out that work.

Importantly, this legislation strengthens existing work automakers are already doing. Europe has largely incorporated and required AEB systems to be installed in new vehicles for several years. In the U.S., 20 automakers fulfilled a voluntary industry commitment to equip their vehicles with AEB in 2023. Some individual automakers also utilize additional safety features. For example, after General Motors announced they had equipped 98% of 2023 models with AEB, they also announced that certain 2025 model year vehicles would be equipped with Side Bicyclist Alert, which warns drivers of nearby cyclists to prevent both crashes and dooring. Select models will also feature Front Pedestrian and Bicyclist Braking to avoid or reduce the severity of collisions with bicyclists in certain scenarios. As another example, several automotive and engineering leaders, including Audi, Volkswagen, and Bosch Engineering, are active members of the Coalition for Cyclist Safety alongside bicycle industry leaders such as Trek, Specialized, SRAM, Shimano, Canyon, Spoke Safety, the League of America Bicyclists, and PeopleForBikes. The coalition focuses on improving road safety by integrating bicyclists into the growing vehicle-to-everything (V2X) safety ecosystem to help cars detect cyclists.     

Why Automatic Emergency Braking Matters for Bicyclist Safety

The number one barrier to more people riding bikes is safety. In 2024, a record-high 1,166 bicyclists were killed on U.S. roadways. This number continues a startling trend: since 2010, bicyclist fatalities in the U.S. have risen by 87%. AEB is life-saving technology that has the potential to mitigate or prevent up to 26% of vehicle-bicycle crashes and 52% of fatal vehicle-bicyclist crashes. 

The Magnus White and Safe Streets for Everyone Act is named after Magnus White, a USA Cycling champion who was tragically killed while riding his bike outside of Boulder, Colorado. Magnus was on his last training ride before he was set to compete in the International Mountain Bike Championships in Scotland in 2023. He was only 17 years old. 

After his death, Magnus’ family took action to ensure no family had to endure the same loss ever again. Jill and Michael White founded The White Line in 2023 with the mission to end road deaths and create safer streets for everyone. The organization has been instrumental in promoting federal and state legislation, including the Magnus White and Safe Streets for Everyone Act. 

What’s Next for the Magnus White and Safe Streets for Everyone Act?

The Magnus White and Safe Streets for Everyone Act was introduced on February 4, 2026, and continues to build momentum. Just a few days later, the House Subcommittee on Commerce, Manufacturing, and Trade voted to approve the bill, a major step forward. The bill is now being considered by the House Energy and Commerce Committee for inclusion in the 2026 surface transportation reauthorization. 

PeopleForBikes advocates on Capitol Hill for lawmakers to pass legislation that makes our nation’s streets safer for biking. The Magnus White and Safe Streets for Everyone Act is an important facet of our surface transportation reauthorization agenda. We have had many meetings with Congressional offices, advocacy organizations, and automakers to help advance this bill. This effort is being carried out alongside numerous partners who also support this legislation, including The White Line, the League of American Bicyclists, Advocates for Highway and Auto Safety, and others. 

How You Can Help Pass the Magnus White and Safe Streets for Everyone Act 

Contact your members of Congress and encourage them to support the Magnus White and Safe Streets for Everyone Act. The White Line has put together this helpful tool to easily contact your representatives in Congress. If you have further questions, please reach out to PeopleForBikes Director of Federal Policy Chris Bell at chris@peopleforbikes.org.

New Federal Legislation Would Make It Safer to Ride Your Bike

Sunday, November 16, marked World Day of Remembrance for Road Traffic Victims, an annual, worldwide event to honor the 1.35 million people killed globally in traffic crashes and the 40,000 traffic victims killed in the U.S. every year.

The largest of these events in the United States is the annual Ride for Your Life, a memorial ride in Washington, D.C., to honor lives lost and to advocate for policy change. Now in its fourth year, the most recent ride in November included more than 800 participants who rode 10 miles from Bethesda, Maryland, to the Lincoln Memorial, where they held a rally calling on policymakers to invest in safer infrastructure for biking and walking.

The Ride for Your Life was conceived in 2022 by Dan Langenkamp, the husband of mother, wife, cyclist, and U.S. diplomat Sarah Debbink Langenkamp, who was tragically killed while riding her bike in Bethesda in 2022. Langenkamp worked with advocates and partners such as the Washington Area Bicyclist Association (WABA), Trek Bicycle, Families for Safe Streets, PeopleForBikes, and others, to turn the ride into an annual event.

“I’ve been stunned by the positive response to this ride. Clearly we are meeting the need for more advocacy on this issue,” said Langenkamp. The aim is both to remember those lost to traffic violence, and to push for concrete legislative changes and infrastructure investments, he added. “We are not just memorializing Sarah. As important as that is, our act of honoring our loved ones is meaningless if we don’t get concrete change out of it.”

The rides have demonstrated their impact, leading to legislation and spreading to four other cities. The first event in Washington led to the introduction of federal legislation in Sarah’s honor: the Sarah Debbink Langenkamp Active Transportation Safety Act. After three years of steady advocacy and bipartisan support in Congress, the bill (H.R. 2011/S. 944) is currently being considered as part of the 2026 surface transportation reauthorization.

The second ride in 2023 led to a law named after Sarah in Maryland that extends the same protections for crosswalks to people using bike lanes and shoulders. Other rides in Madison, Wisconsin; Boulder, Colorado; Boston, Massachusetts; and Saskatoon, Canada, also resulted in legislation. The largest ride of all took place in Boulder, Colorado, in July 2024, when 5,000 people rode in the Ride for Magnus: Ride for Your Life to memorialize Magnus White, a rising youth cycling star killed on his bike just outside of Boulder a year earlier. It resulted in the Magnus White Cyclist Safety Act (H.R. 3649) currently in the U.S. Congress, and other Colorado legislation. Magnus’ bill would equip cars with automatic emergency braking (AEB) systems capable of detecting bicycles and motorcycles. 

What Does The Sarah Debbink Langenkamp Active Transportation Safety Act Do? 

The Sarah Debbink Langenkamp Active Transportation Safety Act is a proposed federal bill that will make it easier to build safe, connected bike networks. Currently, local governments — especially in smaller communities — often struggle to find adequate funding to build complete bike networks. This legislation will give states greater flexibility to use federal funds and boost local efforts to fill gaps in transportation networks for bicyclists and pedestrians. Importantly, this bipartisan bill creates no new programs, funding, or regulations.

Specifically, the bill expands eligibility for Highway Safety Improvement Program (HSIP) projects to include projects that: 

Improve vulnerable road user (VRU) safety through the construction of Proven Safety Countermeasures, which are Department of Transportation-defined, data-driven measures and strategies that enhance the safety of VRUs.

Reduce safety risks for vulnerable road users through strategies described in “vulnerable road user safety assessments,” which every state must complete.

The bill also empowers states to fund bicycle and pedestrian safety projects with 100% federal funds by granting states the flexibility to use HSIP funds to pay for the required 20% local funding share for projects under the Transportation Alternatives Program (TAP). This addresses the challenge small and large communities face in finding matching funds to plan and implement bicycle and pedestrian safety projects. 

The Sarah Debbink Langenkamp Active Transportation Safety Act comes at a critical time. According to the latest data from the U.S. Department of Transportation, 1,106 riders were killed in 2024 — a record high. Since 2010, bicyclist fatalities in the U.S. have risen by 87%. 

Now more than ever, Americans across the country are turning to bikes for transportation and recreation, with a record 112 million people riding a bike in the U.S. in 2024. No one should have to question whether or not they will be safe while doing so. Building safe places to ride is the key to saving lives. 

Congress is currently in the middle of reauthorizing federal surface transportation funding programs, and they are considering the Sarah Debbink Langenkamp Active Transportation Safety Act as part of that process. Congress must pass a surface reauthorization bill before funding expires on September 30, 2026. 

PeopleForBikes is advocating on Capitol Hill for lawmakers to pass laws that will make it safer for people riding bikes. The Sarah Debbink Langenkamp Active Transportation Safety Act is a key bill on our robust federal agenda for surface reauthorization. We are working alongside many partners who also support the legislation, including the League of American Bicyclists, Families for Safe Streets, the Safe Routes Partnership, and the National League of Cities. 

This Bill Connects to the Core Values of PeopleForBikes

Our work at PeopleForBikes is rooted in three pillars: 

Accelerate the construction of safe, fun, and connected places to ride. 

Advance pro-bike policy at all levels of government. 

Reduce barriers to access and welcome more people to the joys of bicycling. 

The Sarah Debbink Langenkamp Active Transportation Safety Act will build more safe places to ride, enact policy changes that benefit bicycling, and allow more people to safely experience the joys of riding a bike. 

How You Can Help Pass the Sarah Debbink Langenkamp Active Transportation Safety Act

Contact your members of Congress and encourage them to support the Sarah Debbink Langenkamp Active Transportation Safety Act (HR2011/S944). If you would like assistance, please reach out to PeopleForBikes Director of Federal Policy Chris Bell at chris@peopleforbikes.org. 

On World Day of Remembrance, Washington D.C. Turned Tragedy Into Action

Part 1: Understanding the Problem Behind the Headlines

Electric bicycle incidents may not involve e-bikes at all.

Headlines about crashes, bans, and reckless riding are becoming more common. But here’s the problem: most of the “e-bikes” making the news aren’t electric bicycles at all.


In this three-part series, PeopleForBikes, the trade association representing the U.S. bicycle industry, sets the record straight on what is and isn’t an electric bicycle, how safety concerns are being misdirected, and what regulators, consumers, and communities can do to protect the future of electric bicycle riding for recreation and mobility.


There are growing concerns in many communities across America about the safety of “e-bikes.”  These concerns are often centered around young people, who are increasingly turning to e-mobility devices for transportation well before they become licensed drivers. Lack of familiarity with the rules of the road, along with youthful enthusiasm, has sometimes led to unsafe behavior like speeding, riding on sidewalks, ignoring stop signs and traffic lights and even stunt riding on public roads and highways. Unruly behavior leads to social media posts, complaints to local officials, media reports and calls for more regulation of “e-bikes” or even outright bans. At its worst, unsafe behavior causes crashes, serious injuries, and even deaths of young riders.   


As the trade association for the U.S. bicycle industry, including many of the companies that make electric bicycles, one of PeopleForBikes’ primary focuses is on safety: product safety, safe places to ride, and safety education for cyclists and e-cyclists. We have advocated for sensible regulation of electric bicycles for over a decade and created the Three Class Model Law to define what is, and is not, an electric bicycle. We support modernization and adoption of electric bicycle safety standards, including battery testing and certification requirements. We see the growing safety issues on our streets and are responding on behalf of our member companies to help craft solutions to reverse these trends. Here’s what we have learned in trying to define, understand and address what is being called the “e-bike problem.”

Just What Is An “E-Bike?” Well, it’s definitely not a legally defined vehicle type. “E-bike” is a generic term that lumps together everything with two wheels and an electric motor and can include a variety of devices including electric bicycles, electric mopeds, scooters, electric dirt bikes and electric motorcycles. These are all different vehicle types and their differences need to be taken into account when developing appropriate laws and regulations to govern their safe use on public roads and trails. Let’s dig into electric bicycles and “e-motos” to understand how they are currently regulated and where the issues are actually arising.

Low-speed electric bicycles are a clearly defined vehicle type under both federal and most state laws: they must have operable pedals, an electric motor of 750 watts or less, and a maximum speed when powered solely by the motor of 20 miles per hour. A vehicle that does not meet all three requirements in that definition is not an electric bicycle. Electric bicycles are not motor vehicles. They are consumer products and their use on public roads and trails is generally regulated the same as bicycles. Almost every state already fully defines what an electric bicycle is, and how and where it may be operated.


What Is An E-Moto? E-motos are electric mopeds, electric motorcycles and electric dirt bikes that are much more powerful and faster than any electric bicycle. E-motos may have motors with thousands of watts of power that far exceed the 750 watts allowed for a legal electric bicycle. They are equipped with throttles and typically can go in excess of 30 miles per hour, faster than any electric bicycle is capable of traveling. Some E-motos can achieve highway speeds of 65 miles per hour.

Unlike low-speed electric bicycles, E-motos intended for use on public streets are considered “motor-driven cycles” (a type of motor vehicle) and are subject to federal motor vehicle safety standards. In terms of use, in most states E-motos must also be registered and insured to be used on public roads, and either a driver’s license or motorcycle operator license is required. E-motos intended for off-road use (electric dirt bikes) may be subject to state off-road vehicle registration requirements, such as those recently passed by the California legislature. While some state laws do not specifically mention electric motor power, the legal status of e-motos as motor vehicles has been settled for many years.


Isn’t Anything With Pedals An Electric Bicycle? No. E-motos are often equipped with pedals from the manufacturer or have pedals added by consumers in an attempt to disguise the e-moto as an electric bicycle and “fly under the radar.” While operable pedals are required for a vehicle to be an electric bicycle, the mere presence of pedals on an overpowered or excessively fast e-moto does not make it a “legal” electric bicycle. Any vehicle with an electric motor in excess of 750 watts or that can travel over 20 miles per hour when powered only by the motor is not an electric bicycle, even if it has pedals and the manufacturer claims it is “street legal.”


What If The E-Moto Claims To Be Legal Because It Has A Class 2 Or 3 Mode? Despite claims by some sellers, it is legally impossible for a vehicle to be both an electric bicycle and an e-moto. A vehicle with motor power over 750 watts or that can exceed 20 miles per hour by use of a throttle is a motor-driven cycle (moped, motorcycle, electric dirt bike), not an electric bicycle. That is true even if the e-moto’s controller has one or more “modes” that can selectively limit or delimit its capabilities to those of an electric bicycle. Based on the legal definitions of an electric bicycle and a motor-driven cycle, if it’s too fast or too powerful in any mode, then it’s not an electric bicycle, period.


Who Is Responsible For The E-Moto Problem? The E-moto problem is caused by E-moto manufacturers and sellers. The companies that make, import and sell e-motos are attempting to skirt legal and safety requirements for motor vehicles in order to sell their products. Their intention is to deceive the public into believing their e-moto is an electric bicycle or “e-bike” that does not require a driver's license to operate and may even be appropriate for children. These manufacturers put pedals on an electric moped, or simply include a mode or setting that limits the top speed to 20 miles per hour and claim it’s a Class 2 electric bicycle. This same device can be easily “unlocked” to go faster than 20 miles per hour and may have a faster unlimited “off-road” mode built into the controller. E-motos are motor vehicles.


Unfortunately, e-motos are also very popular and are being purchased by parents for their kids.  E-moto companies relentlessly market their products to teens and pre-teens on social media as “lifestyle” products. Young people riding e-motos recklessly through their communities has led to calls for more regulation of “e-bikes” when electric bicycles are not the primary issue. And this scenario can have tragic results: a teenager riding an unregistered and illegal e-moto loses control, is in a crash with a motor vehicle or hits a pedestrian or cyclist. These crashes have occurred in California, Massachusetts, Oregon, Virginia, Florida, and elsewhere.

Bringing it full circle, the reckless use of e-motos by young people and others in their communities is prompting calls for stricter regulation. Consumers also are largely unaware of the safety, financial and legal risks they undertake when they buy or use an e-moto on public streets. 

This blog is part one of a three-part series. Part 2: What You Risk When You Ride an E-Moto will address those potential implications of e-moto use for consumers, while Part 3: Policy Solutions That Protect Electric Bicycle Access will offer some regulatory solutions to this growing safety crisis.

The White Line’s AI-powered platform maps two decades of crash data for people walking and biking, helping communities pinpoint the most dangerous streets and intersections and take action for safer, more connected streets.

In many states, detailed crash data for people walking and biking is scattered, hard to access, or hidden deep within complex government databases. That’s changing with The White Line’s first-of-its-kind, AI-powered platform — a powerful tool for making U.S. streets safer. Using artificial intelligence, the platform compiles decades of fragmented crash records, news coverage, and demographic information, then cleans and analyzes it to reveal powerful insights and patterns that were once out of reach.

Search and download detailed bike and pedestrian crash data from 2001 to 2024.

Pinpoint the most dangerous streets and intersections for people biking and walking.

Track what happens after a crash, including local news coverage, charges filed, and accountability outcomes. 

Drawing from more than two decades of national crash data, state records, census information, and news reports, the platform offers an unprecedented, exportable, state-by-state view of road safety across all 50 states.

Reliable, high-quality bike safety data is essential for transforming local advocacy efforts into real improvements. This new platform can help pinpoint where changes are most needed, from protected bike lanes and safer intersections to effective traffic-calming measures. Armed with accurate information, community members can encourage local leaders to take action and make streets safer for everyone.

See how your community stacks up, then take action:

Check your City Ratings score. Start with PeopleForBikes’ City Ratings to see how your community scores for safe, connected, and comfortable places to ride. Use City Ratings to identify gaps in your local bike network and where improvements will have the most significant impact on connectivity and rider safety.

Explore crash data. Use The White Line’s interactive crash data mapper to identify the most dangerous streets and intersections in your community.

Review local planned bike projects. Combine crash insights with PeopleForBikes’ database of planned bike infrastructure projects to build an evidence-based roadmap for change.

Develop strong talking points. Use insights from PeopleForBikes’ City Ratings and The White Line’s crash mapping tool to create clear, actionable messaging for conversations with local elected officials and decision-makers.

Engage local leaders. Talk to city and county officials about the data you’ve collected and push for safer, more connected bike networks in your community.

Stay informed. Sign up for PeopleForBikes’ news and advocacy alerts so you can take action on opportunities to improve bike safety in your area.

Together, we can make the case for better bike infrastructure and save lives.

New Tool Highlights America’s Most Dangerous Streets for People Riding Bikes

Far too many young people across the country are being seriously injured or killed while operating what they and their parents may believe are “e-bikes.” Most often, these vehicles are not low-speed electric bicycles — they are actually much faster electric motorcycles or electric dirt bikes that are not safe or legal for kids to use on public streets. PeopleForBikes recently highlighted this growing issue in a three-part blog series discussing what we call the “E-Moto Problem.”

Sadly, New Jersey recently experienced several tragic crashes appearing to involve e-motos that have rightly led to calls for action.

While reported as an “e-bike,” a CBS image shows an electric off-road motorcycle with large dual-crown forks, knobby off-road tires, a bench seat, and a large motor and battery. These vehicles, ostensibly intended for off-road use only, can greatly exceed the 750-watt and 20-mph limits that define an electric bicycle under federal law and current New Jersey law. 

Unfortunately, a bill first introduced in the New Jersey legislature on November 6 looks to change state laws regarding electric bicycles. According to an official statement, S4834 and its identical companion bill in the Assembly, A6235, would amend current law to:

Remove all classifications of electric bicycles.

Redefine and expand the classification of “motorized bicycle” to include pedal bicycles with fully-operable pedals and an electric motor that can provide assistance when the rider is pedaling or exclusively propel the bicycle through the use of a throttle. 

Basically, the bill would totally eliminate electric bicycles as a type of vehicle in New Jersey and instead designate all pedal bicycles with electric motors as motorized bicycles, requiring a person owning or operating one of these bicycles to obtain insurance, a license, and registration. 

For more than 20 years, federal law has defined a “low-speed electric bicycle” as “a two- or three-wheeled vehicle with fully operable pedals and an electric motor of less than 750 watts (1 h.p.), whose maximum speed on a paved level surface, when powered solely by such a motor while ridden by an operator who weighs 170 pounds, is less than 20 mph.” [15 U.S.C. §2085(b)]  

This law created a uniform national definition to promote the adoption and use of electric bicycles across the country. To specifically prevent differing requirements at the state level that would frustrate their adoption, Congress made the federal definition preemptive of conflicting state laws. Electric bicycles are consumer products with their safety regulated by the U.S. Consumer Product Safety Commission (CPSC), rather than motor vehicles, which are regulated by the National Highway Traffic Safety Administration (NHTSA). 

So, there seems to be a high potential for S4834/A6235 to be nullified by federal law if it does pass. That wouldn’t be a bad outcome, because the bill is full of unintended consequences and jagged corners that a deliberative legislative process would remove.

The first hurdle created by the bill is registering your electric bicycle as a motorized bicycle. New Jersey Motor Vehicle Services (MVS) says they will only register approved vehicles as motorized bicycles. There does not appear to be a list of “approved” motorized bicycles, and people who have tried to register their Class 3 electric bicycles (which is already required in New Jersey) have been turned away by MVS.

Next you’ll need insurance. According to insurance companies that offer electric bicycle insurance, this coverage is technically is a motorcycle insurance policy and premiums will depend on the type of vehicle, the state, the coverage, and the age of the rider. On average, motorcycle insurance costs $108/month or $1,296 annually.

Third, you will now need a driver’s license to ride an electric bicycle. If you are one of thousands of New Jersey residents who do not have a driver’s license, then you will need to obtain a motorized bicycle license. New Jersey also requires motorized bicycle users to wear a helmet approved by the Department of Transportation (DOT) rather than a traditional bicycle helmet. After buying your new helmet, you’ll need to check these boxes:

Visit a motor vehicle agency to complete an application for a moped permit.

Pass the knowledge and vision tests to validate your permit. Study by reading the Driver Manual, Motorcycle Manual, and Moped Manual.

People for Bikes

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People for Bikes