This story by Liberty Darr was first published in the Other Paper on Oct. 30, 2025.
South Burlington’s bicycle and pedestrian committee presented a package of recommendations regarding the use of electric bikes on shared-use paths throughout the city — a local conversation that highlights a broader discussion happening nationally.
The committee says it has received complaints in recent months about the use of e-bikes on the city’s sidewalks and recreational paths, particularly regarding speed and inconsistent appropriate warning to those walking or running.
E-bikes are generally described as having a battery-powered assist — 750 watts or less — that is activated when a user pedals, or on some bikes, uses a throttle. The pedal assist makes it easier to climb hills, go faster and farther with less effort and sweat.
Proponents of the newer technology argue that, not only does it contribute to climate resiliency by creating alternative transportation options, but it also offers increased accessibility to those who may not be able to operate bikes.
But as the popularity of these vehicles increases, the conversation around safety has been bubbling beneath the surface, especially in areas around the nation with higher-density populations. New York City, for instance, instituted a 15-mile-per-hour speed limit for e-bikes and ordered Lyft, the operator of the widely used Citi Bike program, to reduce the top speed of its electric bicycles from 18 mph to 15, according to The New York Times.
E-bikes are classified into three distinct classes that are distinguished by speed and pedal-assist capability. Class 1 is equipped with a motor that provides assistance only when the rider is pedaling and maxes out at a speed of 20 miles per hour. Class 2 bikes can propel even when the rider is not pedaling but are still limited to 20 miles per hour. Class 3 bikes have a motor that only assists when pedaling but can reach 28 miles per hour at speed.
South Burlington’s bicycle and pedestrian committee found that advocacy organizations such as The League of American Bicyclists, People for Bikes and Local Motion are typically against setting speed limits for e-bikes. Most evidence points to e-bike riders sustaining average speeds of only about two to three miles per hour faster than conventional pedal bikes, according to data from Local Motion.
Val Cyr, communication specialist for Local Motion, said that while the group has heard community concerns most of the complaints centered around what the industry calls “e-motos,” which typically go faster than an e-bike and more resemble small motorcycles. She said they are often purchased by younger people, “perhaps on a sketchy website.”
Joe Drennan, owner and operator of Earl’s Cyclery and Fitness on Williston Road, estimates roughly 60% of the people looking to purchase e-bikes are generally older.
“Most of them are cyclists that are just taking that next step. Their bodies, their health, whatever, are kind of telling them, ‘Hey, it’s time for an e-bike,’” Drennan said.
Drennan said some of the safety problems are coming from non-cyclists, like younger children, who are drawn to e-bikes because of their perceived convenience, but who may not be as familiar with the rules of the road.
“The problem is, now you mix that with an older demographic that doesn’t have the dexterity, the balance, and now these people are riding the same locations,” he said. “It’s really a recipe for disaster.”
Drennan said there appears to be a push in the industry for mass-marketed bikes in which some electronics don’t meet the safety benchmarks.
“In some of those products, some of those batteries are maybe made to a lower quality standard or whatever,” he said. “You read in the newspaper or see on the news, New York City apartment buildings burned to the ground because of e-mobility devices, not just bicycles. A lot of that is caused by misuse, mismatched batteries and chargers being charged excessive amounts.”
Similarly, Cyr at Local Motion said the fire hazards presented by the batteries cause the greatest level of concern for the advocacy group.
While South Burlington does not have an e-bike ordinance, riders still must adhere to state law — while e-bikes are generally treated as bicycles, Class 3 models are restricted to riders 16 and older, and local authorities can restrict their use on certain trails or paths.
“We have a rash of under 16-year-olds riding what I would call Class 4 bikes. They’re going 30, 40 miles per hour,” city council chair Tim Barritt said.
According to South Burlington Police Department data compiled by the committee, there have been no accidents involving e-bikes in the city. The Vermont Agency of Transportation data indicates that, within the last decade, there have been 39 crashes statewide involving electric bikes — 13 this year. The data does not show which class of e-bikes was associated with each incident, or the circumstances around the accident.
“The number of e-bikes is just going to increase, and they are going to need some serious regulation as we go forward,” South Burlington resident Ken Boyd said. “E-bikes on the sidewalk? I would never support that.”
The bicycle and pedestrian committee recommended that the city consider increased education and signage, defining micromobility devices that may be allowed on city shared-use paths and sidewalks, and implementing speed advisories, 15 miles per hour for eight to 12-foot paths, 10 miles per hour for sidewalks and potentially even lower numbers for denser areas.
The committee found that Burlington is also in the early stages of looking at possible speed advisories on its bike paths. Several towns and cities across the country have instituted similar measures.
City staff will work to put together a project plan for the recommendations, which will likely include cost estimates and implementation strategies, as the next step.
“This is not a crisis emergency,” Barritt said.
