Tag Archive: USA

  1. Washington, USA is transforming emission taxes into cheaper electric bicycles

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    Source: Electrek

    Electric bicycle incentive programs have expanded significantly recently in the US, with Washington State being one of the latest to introduce a program aimed at making e-bikes more affordable for lower-income commuters. This initiative is distinct in that it is funded through the state’s emissions taxes under the Climate Commitment Act, which was approved with strong voter support.

    The program allocates a $5 million budget for electric bicycle rebates, with amounts ranging from $300 for individuals earning more than 80% of the area median income to $1,200 for lower-income residents. Applications will be processed through an online portal, currently in development, and rebates will be applied at the point of sale, eliminating the need for upfront payment followed by reimbursement.

    Unlike some other state-level e-bike incentives, such as California’s program, Washington’s initiative will not operate on a first-come, first-served basis. Instead, recipients will be selected through a lottery system. Additional program details are still being finalised ahead of implementation.

    E-bike incentive programs have gained traction nationwide as policymakers acknowledge the role of electric bicycles in improving transportation access. These programs often prioritise lower-income individuals who may face financial barriers to purchasing an e-bike, despite the potential for long-term cost savings.

    For many, car ownership presents a significant financial challenge due to expenses such as fuel, insurance, and maintenance. E-bikes offer a more affordable transportation option, enabling individuals to commute, complete errands, and reach essential services without the financial burden associated with owning a vehicle.

    Beyond affordability, these initiatives also address transportation equity and environmental concerns. Many lower-income communities have limited public transit options, creating challenges for residents without personal vehicles. E-bikes can help bridge this gap by offering a reliable transportation alternative that complements existing bus and rail networks. Additionally, shifting trips from cars to e-bikes can reduce traffic congestion and lower carbon emissions, contributing to improved air quality and more sustainable urban environments.

  2. No more fines for crossing without zebra crossing or traffic lights in New York

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    Source: VRT News

    Under a new law, pedestrians in New York City are now allowed to ignore crosswalks and traffic lights when crossing the road, without fear of receiving a fine. The new law could change racial disparities in the United States.

    New York City Councilwoman, Mercedes Narcisse, highlighted that over 90% of $250 jaywalking tickets are issued to Black and Latino individuals. “But let’s be honest, every New Yorker does this,” she told the Associated Press, arguing that “Laws that punish behaviour that we put in place every day for moving around shouldn’t exist, especially when they unfairly impact communities of colour.

    In September, new legislation was passed, giving Mayor Eric Adams 30 days to sign or veto it. However, the mayor opted for a third route and took no action. In New York, this inaction effectively means consent, allowing the law to come into effect.

    Pedestrians can cross anywhere without priority

    Under the new law, pedestrians can now cross streets at any point without needing to use zebra crossings or wait for traffic signals. However, they do not have the right-of-way when crossing outside crosswalks and must yield to vehicles. Pedestrians remain liable for any accidents caused by crossing unsafely.

    A spokesperson for the mayor emphasised that “pedestrians should still choose the safest option” and seek out crosswalks or green lights whenever possible.

  3. New York City starts pilot program to swap unsafe e-bikes for certified models

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    Source: FSJA

    Mayor Adams announces New York City’s e-bike trade-in program

    New York City Mayor Eric Adams has introduced the final regulations for the city’s pioneering e-bike and lithium-ion battery trade-in program—the first of its kind in the U.S.

    The program provides an opportunity for eligible food delivery workers to trade in unsafe e-bikes and batteries for certified, high-quality alternatives. Part of the broader “Charge Safe, Ride Safe” initiative, this program aims to mitigate risks associated with uncertified lithium-ion batteries and enhance street safety.

    With a goal to reduce e-bike-related fires and illegal mopeds on the streets, the program has already contributed to a decline in injuries and fatalities. In 2024, 222 battery-related fires led to 88 injuries and four fatalities, a reduction from the 14 deaths during the same period last year.

    Mayor Adams stated: “My top priority is keeping New Yorkers safe, and that includes from new and emerging threats like the dangers posed by uncertified lithium-ion batteries.” He highlighted the program’s dual focus on protecting delivery workers and minimising fire risks.

    Program details: replacing unsafe e-bikes and batteries

    The $2 million program allows New York City delivery workers to exchange uncertified e-bikes and lithium-ion batteries for UL-certified alternatives, which meet national safety standards. Recognising that many workers need two batteries to operate daily, the program provides participants with one certified e-bike and two compatible batteries.

    Deputy Mayor for Operations Meera Joshi emphasised that while e-bikes are essential in reducing pollution, they must not compromise safety. The program aims to provide safe, zero-emission e-bikes for workers, ensuring peace of mind for them and their communities.

    The Department of Transportation (DOT) will manage the program. Commissioner Ydanis Rodriguez explained, “This program will do this while also protecting all New Yorkers from deadly fires“.

    Eligibility and application process

    To qualify, applicants must meet criteria which include:

    • New York City resident.

    • Own an eligible e-bike or lithium-ion battery.

    • Earning at least $1,500 as a food delivery worker in 2024.

    • 18 years old and over.

    Applications will open in early 2025, with a DOT awareness campaign to inform eligible participants about the program.

    Alongside the trade-in program, DOT is expanding bike lanes, piloting public e-bike charging stations, and promoting safe e-bike practices to encourage safer, greener e-mobility.

    Regulatory and infrastructure changes

    New York City also plans to introduce new regulations allowing e-bike charging and battery-swapping cabinets on public sidewalks. These installations, currently prohibited, will require FDNY and Department of Buildings approval to meet safety standards.

    Council-member Keith Powers, who supported Local Law 131 that led to the program’s creation, endorsed the initiative as a critical investment in e-bike safety. Public charging station pilots from companies like Popwheels and Swobbee are already showing positive impacts, reducing the need for home charging and increasing safety.

    Widespread support for the initiative

    The trade-in program has gained strong support from city and state officials. FDNY Commissioner Robert S. Tucker stressed the importance of removing uncertified lithium-ion devices from city streets, noting that the initiative enhances safety for delivery workers and the general public.

    New York State Senator Cordell Cleare also praised the program’s role in preventing fire-related incidents while also emphasising, “While that is a reduction from the 18 deaths last year, it is still four deaths too many.

    Other council members, including Carlina Rivera and Oswald Feliz, also voiced their support for the initiative. Council-member Rivera further emphasised the importance of expanding public charging stations to support safe e-bike usage across the city,

  4. Why are U.S. regulators against tiny cars?

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    Source: Bloomberg

    Bloomberg considers how European and Asian cities have found a place for small urban vehicles, while U.S. regulators seem keen to keep these small cars at bay

    The tiny car is not unusual on the streets of Europe, as a Bloomberg reporter recently observed in Northern Italy, finding neighborhoods filled with compact vehicles commonly discussed in the U.S. but rarely seen in person.

    Some notable sightings: In Turin, a Microlino, an electric revival of the 1950s “bubble car,” was spotted. Shortly after, a photo was taken of the Citroën Ami, a cube-shaped vehicle with a devoted following in Paris. In Milan, a sleek, two-tone Smart ForTwo zipped by, easily fitting into a tight parking space next to a Fiat Topolino and a motorcycle. Also spotted was the Biro, a vehicle so small it can be driven in Amsterdam’s bike lanes.

    These mini cars come with various advantages. They easily fit into parking spaces that regular sedans and SUVs struggle with and are significantly cheaper. For instance, the Ami is priced at approximately €6,000 ($6,600), a fraction of the cost of a standard car. They are also lighter, have smaller blind spots, and pose less risk to pedestrians and cyclists. Their environmental impact is reduced as most of them are electric.

    Aside from practicality, minicars are fun to drive. A Microlino review in The Verge referred to it as “urban delight,” and another headline praised the Fiat Topolino as “heart-melting.

    However, these minicars are not available in the U.S. The primary obstacle is not a lack of consumer interest, but rather restrictive regulations preventing the introduction of these innovative and practical urban vehicles. The term “minicar” generally refers to a range of vehicles that are larger than bicycles but smaller and slower than standard cars. Most are electric and designed for short trips, with modest battery ranges of about 50 miles.

    Japan has embraced minicars for decades, with kei cars making up a significant portion of their new car sales. These small vehicles are cheaper and more manoeuvrable than full-sized cars. Similarly, in Asia and Europe, minicars thrive in urban areas where parking is scarce, and streets are narrow. European cities like Paris and Amsterdam have promoted their use by converting parking spaces into bike lanes and public areas, further encouraging the adoption of small, eco-friendly vehicles.

    In contrast, the U.S. has not been as accommodating. The National Highway Traffic Safety Administration (NHTSA) requires all cars to meet stringent safety standards, leaving little flexibility compared to Europe. In the U.S., minicars fall under the Low-Speed Vehicle (LSV) category, which restricts their maximum speed to 25 mph. This limitation reduces their practicality, especially in areas where other cars move much faster.

    There is, however, a workaround for U.S. minicar enthusiasts: vehicles more than 25 years old can be imported without having to comply with federal safety regulations. This loophole has sparked growing interest in vintage Japanese kei cars, especially among those seeking compact, practical trucks.

    Recently, state-level crackdowns on kei cars have jeopardized this market. Several states, including Massachusetts, Michigan, and Texas, have refused to register kei cars, deeming them unsafe. Despite efforts to reverse these decisions, it highlights the rigid nature of U.S. automotive policies, which prioritize the safety of car occupants over the safety of pedestrians and cyclists.

    While minicars may seem less safe on highways, the real danger comes from the oversized SUVs and trucks dominating American roads. These large vehicles pose significant risks to pedestrians, cyclists, and smaller cars, yet continue to be sold without much concern for their impact on road safety.

    Ironically, minicars are considered unsafe, while enormous vehicles like Hummers, which can weigh up to 9,600 pounds, are deemed acceptable. Meanwhile, pedestrian and cyclist fatalities in the U.S. have reached a 40-year high, partly due to the growing size of American cars.

    This contradiction reveals a major flaw in U.S. car regulations, which focus on vehicle occupant safety rather than the overall dangers posed by larger vehicles. Unfortunately, Americans are missing out on the many benefits minicars provide to urban residents in Europe and Asia.

  5. Bloomberg Philanthropies provides $100,000 grants for art-focused street redesign projects

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    Source: Zag Daily

    Bloomberg Philanthropies is expanding its Asphalt Art Initiative grants, increasing funding fourfold to support projects focused on traffic safety and public spaces that protect cyclists and pedestrians through asphalt art interventions.

    Asphalt art involves visually striking designs on roadways and pedestrian areas, using vibrant colours to enhance visibility and reduce collisions.

    Originally launched in 2019 for cities across North America and Europe, the initiative offered $25,000 grants. Now, Bloomberg Philanthropies, based in New York City, will provide grants of up to $100,000 to 10 cities in Canada, Mexico, and the U.S. for arts-driven street redesign projects.

    Incorporating art into street safety improvements affirms that city streets are used not only by drivers, but by pedestrians and cyclists too, and should be designed to accommodate all users safely,” said David Andersson, a member of Bloomberg Philanthropies’ Arts Team, in an interview with Zag Daily.

    Based on the success of the initiative’s past projects, we have increased the grant size to $100,000 to invite even larger and more ambitious traffic safety and public space projects with the potential for catalytic impact.

    We want to support interventions that transform signature streets, create dynamic new pedestrian plazas, or enact other similarly transformative roadway redesigns.”

    To date, Bloomberg Philanthropies has backed 90 projects across North America and Europe, including the pedestrianisation of Times Square during Michael Bloomberg’s tenure as mayor. This project closed sections of Broadway to vehicular traffic, opened them to pedestrians, and transformed 2.5 acres of asphalt with vibrant murals, leading to a 35% drop in pedestrian injuries, a 40% reduction in greenhouse gas emissions, and Times Square being named a top 10 global retail destination.

    A 2022 Bloomberg Philanthropies Safety Study of 22 asphalt art projects in the U.S. found a 50% reduction in crashes involving pedestrians and cyclists and a 27% increase in drivers yielding to pedestrians. These findings contributed to the inclusion of asphalt art in U.S. street design guidelines for the first time.

    All cities in Canada, Mexico, and the U.S. with populations of at least 50,000 are eligible to apply for the grant. Project teams must include a city agency or department as the lead applicant. Selected cities will receive technical support from Bloomberg Associates in collaboration with tactical urbanism firm Street Plans Collaborative and evaluation assistance from transportation firm Sam Schwartz.

    The selection criteria for applicants includes a project’s potential impact, viability, and quality and visual interest. Projects should be ambitious arts-driven street redesigns that address a meaningful and specific safety challenge, engage community members, and include metrics to measure success.

  6. Japanese micro Kei cars banned in multiple US states

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    Safety concerns stemming from the size and age of the small vehicles have led to individual states imposing restrictions

    Source: ars technica

    Japanese Kei cars, known for their compact size and efficiency, are a real contrast to the large SUVs that dominate American roads. These small vehicles, governed by strict regulations in Japan that limit their size, weight, and power, have become a popular option for those seeking affordable and simplistic alternatives to modern cars. Their appeal in Japan as low-cost, efficient vehicles has extended beyond the country’s borders, leading to a significant interest in importing these cars into the United States.

    Kei cars have gained a niche following in the U.S., particularly among enthusiasts who appreciate their minimalistic design and practicality. However, despite their popularity, these vehicles have come under increasing scrutiny from state authorities, resulting in a growing number of bans that restrict their use on American roads.

    At the federal level, U.S. regulations allow the importing of vehicles that are over 25 years old without requiring them to meet modern federal motor vehicle safety or fuel economy standards. This loophole has made it possible for Kei cars to be imported and used in the U.S., provided all import duties are paid. However, it is the responsibility of individual states to regulate the use of these vehicles on public roads, and many states are beginning to take a hard stance against them.

    Several states have imposed restrictions on Kei cars, particularly Kei trucks, often limiting their use to farm work or prohibiting them from being driven on highways. For instance, states like Alabama and Arkansas allow these vehicles under certain conditions, such as enforcing speed restrictions or banning highway usage. On the other hand, states like Georgia, Maine, and New York have implemented outright bans, refusing to register Kei cars for road use. Recently, Massachusetts joined this trend, going as far as publishing a list of specific Kei models that are no longer eligible for registration.

    The primary concern driving these bans is safety. Some states classify Kei cars as “off-road vehicles,” arguing that they are unsuitable for public roadways. Others cite the vehicles’ non-compliance with federal safety standards as justification for their exclusion from state roads. These concerns are not unfounded. Kei cars are significantly smaller than even the smallest cars commonly seen on U.S. roads, such as the Mini Cooper or Fiat 500e. Their diminutive size raises serious questions about their crashworthiness, particularly in collisions with the much larger vehicles prevalent in America, such as full-size SUVs and trucks.

    The safety risks associated with Kei cars are compounded by the fact that many of these vehicles are at least 25 years old, meaning they lack the advanced safety features found in modern cars. While these cars may perform adequately in the congested and narrow streets of urban Japan, their small size and outdated safety measures make them vulnerable on the vast and high-speed roads of the U.S.

    The Insurance Institute for Highway Safety (IIHS), a leading vehicle safety testing organization, has expressed concerns about the use of small, light vehicles like Kei cars on busy public roads. Although the IIHS has not crash-tested Kei cars specifically, its stance is clear: vehicles that do not conform to the Federal Motor Vehicle Safety Standards (FMVSS) should not be allowed to mix with regular traffic, as they pose significant safety risks.

    While Kei cars offer an intriguing alternative for those seeking simplicity and efficiency, their growing popularity in the U.S. is being met with increasing resistance from state regulators. The safety concerns surrounding these vehicles, coupled with their non-compliance with modern standards, have led to a wave of state-level bans. As more states move to restrict or outright prohibit Kei cars, the future of these unique imports on American roads appears increasingly uncertain.

  7. Congressional watchdog launches probe into pedestrian and cyclist fatalities from cars

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    Source: Street Blog USA

    Congress has initiated an investigation into whether America’s limited vehicle safety standards contribute to the rising deaths of vulnerable road users and what measures are needed to stop automakers from selling vehicles that numerous studies show disproportionately kill pedestrians, cyclists, and others outside vehicles.

    The Government Accountability Office (GAO), Congress’s investigative arm, is leading this review at the request of Rep. Jamie Raskin (D–Md.). Raskin highlighted the alarming increase in pedestrian and cyclist deaths in the U.S., noting that the country is an “appalling exception” among developed nations with significantly fewer fatalities.

    Experts argue that the growing size of American vehicles, particularly trucks and SUVs, contributes to this problem. Between 1993 and 2023, the average vehicle in the U.S. has gained 1,000 pounds, grown four inches wider, ten inches longer, and eight inches taller. This size increase, driven by the popularity of larger vehicles, raises the hoods of many models, such as the Ford F-series pick-ups, to chest level for many adults. This design change increases the likelihood of fatal injuries to vital organs rather than less severe leg injuries. Additionally, the larger blind zones of these vehicles prevent drivers from seeing pedestrians, including children, directly in front of them, and make it more likely for pedestrians to be pulled under the vehicle rather than pushed onto the hood, increasing the risk of death.

    One study indicates that 18% of pedestrian deaths could be prevented by capping the hood height of trucks and SUVs to that of a modest crossover. “All the research shows that the design of cars and trucks—including their height, the geometry of the vehicle, and their weight—affects the safety of vulnerable road users,” Raskin told Streetsblog. He emphasized that as vehicles have become larger, blind zones have also increased, leading to more pedestrian fatalities. Raskin called for the best research to address these design issues.

    Raskin’s advocacy is partly inspired by personal tragedy, having lost his cousin in a Florida crash and his constituent, Sarah Debbink Langenkamp, a diplomat killed while cycling in Bethesda in 2022. In response, Raskin and other lawmakers pushed for legislation in her name, including a bill to help states secure federal funds for protected bike lane networks and a Maryland bill to increase penalties for drivers who hit cyclists in bike lanes or shoulders.

    Despite advocacy efforts, vehicle safety regulations remain inadequate. The truck that struck Langenkamp had large blind spots and lacked pedestrian and cyclist-specific “side-underride” guards that could have prevented her from being swept under the wheels. A ProPublica and PBS Frontline documentary revealed that regulators were close to mandating such equipment but retreated after industry lobbying.

    For passenger vehicles, the situation is similarly troubling. The Bipartisan Infrastructure Law mandated that regulators provide information on safety technologies for pedestrians and cyclists, but they focused only on advanced pedestrian automatic emergency braking technology. Studies show these technologies often fail at high speeds and in dark conditions where most pedestrian deaths occur.

    The GAO investigation aims to examine various vehicle design features that could reduce traffic fatalities, such as height, geometry, driver visibility, and direct vision. Raskin has also requested an evaluation of successful safety measures in other countries and the potential challenges of implementing them in the U.S.

    While the GAO cannot enforce changes, Raskin hopes that compiling and presenting extensive research on vehicle safety risks will spark meaningful discussions and lead to substantial improvements. “We need to promote the idea that no one should die on our roads,” he asserted. “That should not be an acceptable cost of doing business.

  8. Coalition protests against proposed e-bike regulations in New Jersey

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    Source: NJ Spotlight News

    The new bill proposed registration and insurance for low-speed electric bikes

    Representatives from over 40 organisations gathered to protest a bill (S-2292) that would impose strict regulation on e-bikes in New Jersey. The bill, sponsored by Senate President Nick Scutari (D-Union) and Sen. Vin Gopal (D-Monmouth), mandates that low-speed electric bikes and scooters be registered with the New Jersey Motor Vehicle Commission. It also bans the use of any unregistered e-bikes and scooters and requires owners to have insurance coverage.

    Adding an extra layer of cost to insure these level 1 e-bikes would be a burden and would exclude not just e-bike delivery workers but anyone who cannot afford a car,” said Karin Vernoppan of Bike JC.

    The coalition, comprising bike and pedestrian advocates, clean-energy groups, and members of the insurance industry, sent a letter to Scutari and Gopal criticizing the proposed legislation for its ineffectiveness and its inconsistency with the state’s net-zero emissions goal. Gopal mentioned that he expects the bill to be amended, while Scutari offered no comment.

    The coalition advocates for a Vision Zero policy enacted across the state instead. “Jersey City has a great Vision Zero policy. They eliminated fatal crashes on Jersey City streets recently. And neighbouring Hoboken has gone seven years without a fatal crash,” said Corey Hannigan, active transportation program manager at the  Tri-State Transportation Campaign. “And because of that success, Secretary Pete Buttigieg called out Hoboken on a national level and said it’s an example. And every county in New Jersey is working on a Zero Vision policy right now, but they don’t have jurisdiction over state roads where a plurality of fatal crashes happen in New Jersey.

  9. Vosper: “E-bikes step up in a down market”

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    Source: Bicycle Retailer

    2023 wasn’t a great year for the e-bike market, with high inventory & low sales, and struggling relationships between suppliers and retailers. This is unlikely to improve in the immediate future.

    Decreased Imports

    A recent analysis by Rick Vosper in Bicycle Retailer shows that the number of imports for both classes of bikes fell significantly in 2023 (Figure 1) as suppliers attempted, and succeeded in, decreasing the number of orders in the pipeline.

    Pedal only bike imports for 2023 were down by 41% from 2022, which itself was down 31% from 2021. In 2023 5.3 million units were imported, which represents the lowest number of pedal-only imports since the first recorded year in 1981. To compare, e-bike imports were 990,000, down 10% from 2022, which represents a 25% increase from 2021.

    Figure 1: USA E-Bike imports vs pedal only bikes
    Source: eCyclceElectric & U.S Department of Commerce (USDOC)

    Not only that but e-bikes are steadily gaining market share, from 2% in 2016 to more than 18% of pedal-only bike sales in 2023 (Figure 2). This increase inversely correlates with the decrease in pedal only bike imports.

    Some have speculated that when e-bike imports reach 20% of pedal only, it will mark an infection point for e-bike sales in the U.S., and that a large increase in market share will happen as a result.

    However, Vosper disagrees commenting “I am sceptical of this projection. Here’s why: some large majority of e-bike sales are in the very bottom of the mass market as low-end bikes shipped D2C from China and other Asian manufacturers. These units have no direct parallels in the pedal-only market segment, so there’s no basis for an apples-to-apples comparison, which renders that 20% number arbitrary. To really see the relationship, we’d have to look at dealer and mass retailer sales and filter the bottom feeders out of the equation somehow. At present I don’t believe the industry has the resources to do this.”

    Figure 2: E-bike imports as a percentage of pedal only (20″+)
    Source: USDOC

    An ongoing problem

    Despite the cuts in imports in 2022 and 2023, there’s still inventory excess due to the huge number of imports during the years of COVID (2020 & 2021), this indicates that the inventory excess is a long-term problem. On the bright side, e-bikes seem to be doing better than other product categories. In an informal poll on the Facebook group Cycling Industry Recover, 56% of retailers reported that their e-bike sales are up relative to their pedal only models. Perhaps this is indicative of future buying trends.

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