E-Bike Safety Debate Grows in Fullerton and Points to Need for Safer Bike Infrastructure

As electric bicycles surge in popularity across Southern California, cities like Fullerton are confronting a pressing question: how to encourage sustainable transportation while addressing mounting safety concerns — particularly among young riders.

E-bikes offer clear advantages. They reduce car trips, expand mobility for commuters and older residents, and make longer distances accessible without the physical strain of traditional cycling. For many families, they have become a practical alternative to short car rides to school, work or errands.

But the rapid rise in ridership has been accompanied by an increase in injuries, prompting new regulations — and renewed scrutiny of how city streets are designed.

According to the Fullerton Police Department’s traffic data, the city reported 26 collisions involving bicycles from June 1, 2023, to June 1, 2024, with 24 resulting in injuries and 2 non‑injury collisions. This report does not break out e‑bikes specifically but includes all bike types in the count.

National health data estimates that more than 20,000 people are injured on e-bikes annually in the United States, with roughly 15% of crashes resulting in hospital visits. Riders who do not wear helmets are disproportionately represented in serious head injuries.

Those figures have sparked debate at city halls across the region. Yet safety experts caution that the causes are layered.

However, it’s not just one issue. It’s infrastructure, rider behavior, speed, and helmet use — all interacting at once. This may be a good opportunity for the city and schools in Fullerton to educate young children, college students, and the public on safe E-bike use. 

Many safety advocates argue that the lack of, or the incomplete, poorly designed, or dangerous bike infrastructure in Fullerton plays a central role in the rise in crash numbers. As Fullerton undertakes street repairs, it is essential to implement a comprehensive plan for bicycle and pedestrian infrastructure, while also integrating convenient and accessible bus stops.

Most electric bikes have a top assisted speed of 20 to 28 mph, depending on their classification and motor power. Class 1 and 2 e-bikes are limited to 20 mph, while Class 3 models provide pedal assistance up to 28 mph. While some high-powered, non-street-legal models can exceed 30–50 mph, average cruising speed is often 15–20 mph. In cities where protected bike lanes are limited or fragmented, riders are left with difficult choices: share traffic lanes with vehicles traveling 40 mph or more, or retreat to sidewalks, where conflicts with pedestrians increase.

Research consistently shows that physically separated bike lanes reduce crash risks compared to painted lanes or mixed-traffic roads. In communities lacking connected, protected networks, riders face:

High-speed arterial roads without physical separation
Complex, confusing intersections
Gaps in bike lane continuity
Inconsistent sidewalk rules

In short, when a safe space for bikes is not built into street design, riders are forced into unsafe compromises. Infrastructure alone does not explain every crash. But when a transportation mode grows quickly without corresponding street redesign, risk increases.

E-bikes accelerate quickly and handle differently from standard bicycles. Unlike motorcycles, they require neither a license nor formal training. However, it may be a better idea to require formal training to navigate dangerous roads of which Fullerton has approximately 300 miles. 

Under California law:

Class 1 and Class 2 e-bikes may be ridden at any age, though helmets are required for riders under 18.
Class 3 e-bikes may only be ridden by those 16 and older, and helmets are required for all riders.

Safety officials note that younger riders operating high-speed throttle-equipped bikes without experience can face elevated risks. In some cases, crashes have involved multiple riders on a single bike, stunt behavior or excessive speeds.

Helmet use strongly affects injury severity. While infrastructure can reduce collision frequency, helmets significantly reduce the likelihood of traumatic brain injury when crashes occur.

The City of Fullerton has historically relied on California’s statewide e-bike framework, but are now considering additional ordinances.

Proposed measures would:

Ban reckless riding and stunt behavior
Limit speeds on sidewalks to 5 mph
Cap speeds on paved trails at 15 mph
Restrict multiple riders on a single e-bike

City officials say the goal is to address safety complaints while preserving responsible use. Yet some transportation advocates argue that enforcement-focused policies alone will not solve the underlying issue.

“If riders feel safe in protected lanes, they’re less likely to ride on sidewalks or weave through traffic,” one local cycling advocate said. “You can’t regulate your way out of a design problem.”

Fullerton is not alone. Across Orange County and beyond, local governments are tightening rules:

Marin County has barred children under 16 from operating certain throttle-powered e-bikes.
San Marcos implemented a ban on children under 12 riding e-bikes.
Washington, D.C. has reduced e-bike speed limits in certain areas to address safety concerns.

The regulatory patchwork reflects how quickly cities are adapting to a transportation shift that has outpaced traditional policy.

As Fullerton debates speed limits and enforcement, a broader question looms: Should cities focus more aggressively on building safer bicycle infrastructure?

Transportation experts increasingly argue that the safest long-term solution combines:

Expanded protected bike lane networks in a grid formate for easily getting from one side of town to the other
Better intersection design such as Dutch intersections
Age minimums and training for higher-speed e-bikes such as classes 3
Helmet education and enforcement
Clear speed rules in pedestrian zones

Well-designed infrastructure reduces conflict between cars, bikes and pedestrians. It lowers crash risk for traditional cyclists, e-bike riders, and other motor vehicles alike — and it supports safer behavior by design rather than relying solely on citations and penalties.

E-bikes are neither inherently dangerous nor automatically safe. Their impact depends largely on how streets are built and how communities adapt to changing mobility patterns.

For Fullerton and similar cities, the debate is no longer whether e-bikes are here to stay. The question is whether local leaders will pair reasonable regulations with meaningful investment in safe bicycling infrastructure — ensuring that a promising transportation option does not become a preventable safety problem or law suit against the city.

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