Rolling Thunder: E-Bikes, Scooters & Boards Raise Safety Alarms Across Lodi

Lodi
Written By Don Bradford
Rolling Thunder: E-Bikes, Scooters & Boards Raise Safety Alarms in Lodi
Lodi411 • LodiEye Public Safety Report

Rolling Thunder: E-Bikes, Scooters & Boards Raise Safety Alarms Across Lodi

As electric micromobility booms, injuries soar nationwide and Lodi PD moves to get ahead of a crisis already hitting California communities hard.

April 6, 2026 • Lodi, California

Lodi Takes Notice

On April 4, 2026, the Lodi Police Department announced it is reviewing the city's municipal code regarding motorized bicycles and e-bikes to address safety concerns that have been building across the community for months. Captain Kevin Kent acknowledged that groups of bicyclists riding in roadways and a growing number of electric bikes and motorized bicycles operating throughout Lodi have created genuine safety hazards for riders and motorists alike.

The department has already launched a multi-pronged response: updated officer training on bicycle laws, a partnership with AAA to distribute safety brochures to riders and schools, and visits by the motor unit to every Lodi Unified School District campus. School resource officers are now monitoring bicycle-related violations during arrival and dismissal, with a stated emphasis on education over citations.

Lodi's announcement comes days after the neighboring city of Galt towed an e-bike for traffic violations for the first time—the culmination of months of school outreach prompted by reports of helmetless riding, reckless speeds, multiple passengers, and operation in prohibited areas. In October 2025, the Galt City Council adopted an urgency ordinance regulating e-bikes, motorized scooters, and electrically motorized boards, with fines up to $500 for repeat youth offenders.

What Lodi is experiencing is not unique. It's the local manifestation of a national safety emergency that the American College of Surgeons, the American Academy of Orthopaedic Surgeons, and the American Association of Neurological Surgeons all saw fit to issue formal safety statements about in 2024 and 2025—an unprecedented coordinated response from the medical community.

By the Numbers: A National Safety Crisis

1,800%
Rise in CA e-bike incidents
2018–2023
23,000+
Annual U.S. e-bike
injuries (2022)
300%
Surge in youth e-bike
injuries, San Diego
40%
E-bike injuries involving
riders under 18

The trajectory is alarming at every level. Nationally, e-bike injuries climbed from roughly 751 cases in 2017 to over 23,000 in 2022, with approximately 3,000 requiring hospitalization—numbers the American College of Surgeons says are likely underreported. E-bicycle injuries doubled every year during that period, according to a 2024 study published in JAMA Network Open by UCSF researchers.

In California, e-bike-related incidents surged by 1,800 percent between 2018 and 2023. A 2024 Marin County study found that nearly one in eight e-bike trauma patients arriving by ambulance died from their injuries—a fatality rate 37 times higher than for crashes involving traditional pedal bicycles.

Children and teenagers are disproportionately affected. Roughly 40 percent of e-bike injuries involve riders under 18. A 2026 study presented at the American Academy of Orthopaedic Surgeons meeting in New Orleans found that e-bike accidents among youth in San Diego rose more than 300 percent between 2019 and 2023, with patients four times more likely to sustain limb injuries and three times more likely to suffer fractures than those in conventional bike crashes.

Early 2026 Warning Sign: Sunrise Trauma Center in Las Vegas reported treating 140 e-bike and e-scooter injury patients in just the first two and a half months of 2026—more than half the 254 cases seen in all of 2025. Most involved teenagers and young adults, many with traumatic brain injuries, and most were not wearing helmets.

Pedestrians are not immune. Federal data shows that 7 percent of e-bike fatalities between 2017 and 2022 involved pedestrian collisions—six pedestrians died after being struck by e-bikes, and two e-bike riders died after crashing into pedestrians. Males accounted for 80 percent of all fatalities, with the 25-to-44 age group experiencing a 260-percent increase in deaths.

The Anatomy of Injury: How Each Vehicle Hurts Differently

Not all micromobility injuries are created equal. Research published in the American Journal of Public Health, the European Journal of Trauma and Emergency Surgery, and presented at the 2026 AAOS Annual Meeting reveals distinct injury profiles depending on the vehicle type, rider age, and circumstances of the crash. For parents, riders, and the physicians treating them, these differences matter enormously.

E-Bike Injuries: Children vs. Adults

The data is unambiguous: children and adults suffer fundamentally different injuries in e-bike crashes. A trauma center study published in the Journal of Emergency Medicine found that head and facial injuries were the most common among children—affecting 38 percent and 33 percent of pediatric patients respectively. In adults, the pattern flipped: orthopedic trauma dominated, with extremity fractures in 73 percent of adult patients and significant lacerations in 29 percent.

A 2025 European Journal of Trauma study of riders ages 10 to 25 found that e-bike riders had nearly double the rate of traumatic brain injuries compared to conventional cyclists—37.8 percent versus 19.4 percent. Cranial hemorrhages were nearly five times more common, and facial fractures more than three times as likely. The mean injury severity score was significantly higher for e-bike riders across all measures.

Injury Pattern Children (<18) Adults
Most common injury site Head and face (38% head, 33% face) Extremities (73% fractures)
Traumatic brain injury rate 37.8% (e-bike riders age 10–25) Lower incidence; internal organ injuries more common
Fracture severity 3× more fractures than pedal-bike crashes; complex patella fractures requiring adult-type surgical implants Long bone fractures, rib fractures; often multi-site
Surgery rate 43.7% of all e-bike trauma patients required surgery Similar surgical rates; longer recovery for orthopedic injuries
ICU admission 25% of e-bike trauma patients required ICU stays Comparable; higher for motor vehicle involvement
Helmet use at time of injury Only 21% documented helmet use (Sunrise Trauma, 2026) 43.8% (higher than scooter/hoverboard riders)
Most common crash type Falls (50%); collision with static objects (19%) Motor vehicle involvement (35.4% of all e-bike injuries)

Dr. John Schlechter, an orthopedic surgeon at CHOC Children's Hospital in Orange County, has documented a particularly alarming trend: complex patella fractures in children that were once extraordinarily rare are now appearing regularly among young e-bike riders. These are not the minor avulsion fractures that occasionally result from a pedal-bike tumble. They are high-energy, comminuted fractures that shatter the kneecap and require the kind of specialized titanium or stainless steel implants traditionally reserved for adults injured in high-speed motor vehicle collisions.

From the Trauma Center: "We're putting implants in children that I've never seen put on a 13-year-old knee. These implants were reserved for adults with poor bone quality or who were in a high-speed motor vehicle accident." — Dr. John Schlechter, Orthopedic Surgery, CHOC Children's Hospital

Dr. Schlechter's broader observation captures the core of the problem: what trauma surgeons are now seeing in young e-bike riders looks nothing like bicycle injuries. "What we started seeing was more adult-like injuries with higher severity and multiple extremities injured instead of just an isolated injury," he said. "We're also now seeing multiple organ system involvement—neurological issues with abdominal issues with orthopedic issues—whereas a similar injury from a regular bicycle would result in a leg fracture."

By E-Bike Class: Speed Determines Severity

While crash data is not always categorized by e-bike class, the physics are straightforward: kinetic energy increases with the square of velocity. A Class 3 e-bike traveling at 28 mph carries nearly twice the kinetic energy of a Class 1 e-bike at 20 mph—and a modified "e-moto" at 50 mph carries more than six times that energy. The relationship between speed and injury severity is not linear; it is exponential.

Vehicle Class Typical Speed Predominant Injury Profile
Class 1 E-Bike (pedal-assist, 20 mph) 12–20 mph Road rash, wrist and forearm fractures, minor head injuries; severity comparable to conventional bicycle crashes but with somewhat higher fracture rates due to increased bike weight (50–70 lbs vs. 20–30 lbs)
Class 2 E-Bike (throttle, 20 mph) 15–20 mph Similar to Class 1 but with additional risk from throttle-induced sudden acceleration; loss-of-control falls more common, particularly among inexperienced riders and children who engage throttle without pedaling
Class 3 E-Bike (pedal-assist, 28 mph) 20–28 mph Significantly higher injury severity; more extremity fractures requiring surgical intervention; higher TBI rates; injuries begin to resemble motorcycle crash patterns at the upper speed range
Modified / "E-Moto" (30–50+ mph) 30–50+ mph Injury patterns indistinguishable from motorcycle crashes: multi-system trauma, internal hemorrhage, complex skull and facial fractures, spinal injuries, and fatalities; riders lack motorcycle-grade helmets, armor, or crash protection

Electric Scooter Injuries

Electric scooters present their own distinct hazard profile. A 2025 BMC Pediatrics study found that orthopedic injuries accounted for 71 percent of hospitalized pediatric scooter patients, with 11.6 percent requiring pediatric intensive care. The standing riding position and small wheels make e-scooters uniquely vulnerable to pavement cracks, potholes, and debris—the kind of road imperfections abundant on many Lodi residential streets.

For adults, the picture is complicated by behavioral factors. A UCSF study found that e-scooter riders had the highest proportion of alcohol involvement at 9 percent of all injuries—significantly higher than any other micromobility device. Helmet use among e-scooter riders was lower than among e-bike riders. The most common adult e-scooter injuries involve head and facial trauma (58 percent of admissions in one study), with falls accounting for 78 percent of pediatric cases and motor vehicle collisions responsible for 13 percent.

Electrically Motorized Boards (Hoverboards / E-Skateboards)

Hoverboards and electric skateboards carry a disproportionately high rate of fractures and concussions relative to other micromobility devices. An American Journal of Public Health analysis found that fractures and concussions were more likely among hoverboard injuries than among e-bikes, scooters, or conventional bicycles. The typical victim profile skews younger—mean age around 11—with upper extremity injuries predominating as children attempt to break their falls. Helmet use among hoverboard riders was documented at just 30.3 percent, and one hospital-based study found helmet use as low as 1.3 percent among hoverboard patients. Battery fires and explosions, while less common since product safety recalls, remain a secondary hazard.

Close to Home: When E-Bikes Make the News in Our Region

Lodi has not yet experienced a high-profile e-bike fatality, but the Sacramento region and Central Valley are already generating the kind of incidents that other California communities have used as catalysts for regulatory action. These cases illustrate the stakes.

Davis Bike Path Fatality — March 2, 2026

On a Monday afternoon, a collision between two cyclists on a bike path near Community Park at West Covell Boulevard and Catalina Drive in Davis killed Julie Veress, a 60-year-old Sutter Davis Hospital employee. The second cyclist, a minor, sustained only minor injuries. Davis police confirmed that at least one of the cyclists was riding an e-bike. Sutter Davis Hospital released a statement calling Veress "an important part of our community" whose "loss is deeply felt." The case underscores a risk that many residents may not consider: the danger e-bikes pose on multi-use paths shared with pedestrians, joggers, and slower cyclists—exactly the kind of infrastructure found throughout Lodi's parks and neighborhoods.

San Jose Juvenile Fatality — March 22, 2026

A juvenile male was killed and a juvenile passenger injured when a Magnum Cosmo e-bike lost control and crashed on Remington Way at Allenwood Drive in San Jose. No other vehicle was involved—the e-bike simply lost control at speed, underscoring that single-vehicle crashes account for half of all e-bike injuries according to trauma center data. The presence of a second juvenile passenger, a common violation also reported in Lodi and Galt, compromises braking and balance and dramatically worsens outcomes in a crash.

Citrus Heights: Video Captures 13-Year-Old's Crash — December 2025

Dashboard camera footage in Citrus Heights, just 45 minutes from Lodi, captured a 13-year-old rider—helmetless, carrying his 3-year-old sister on the back—crashing directly into the front of a car driven by a local resident. The 13-year-old suffered minor injuries; the toddler, who was wearing a bicycle helmet, was largely unharmed. Citrus Heights police reported that two impounded e-bikes had been clocked at speeds between 55 and 70 mph. Local attorney Justin Ward noted that under California law, parents can be held liable for up to $52,700 in damages when a minor's willful misconduct causes injury—a threshold set to increase in July 2026.

From the Scene: "These e-bikes are not a toy, and they can go very fast and that can lead to serious harm." — Justin Ward, Attorney, Citrus Heights

From the Driver: "That's the thing with these kids, they don't know the dangers. They think they do, but they don't, and they don't know how horribly that could have gone." — The motorist whose car was struck

What Trauma Physicians Are Saying

The medical community has moved from concern to alarm. Here is what physicians on the front lines of this crisis are telling the public:

"We still don't see a whole lot of improvement as far as helmet use, and then we're seeing your biggest mortality as far as people having severe injuries in the head. There's plenty of other injuries that happen, but that's the one that's either going to severely change your life or end it."
— John Pope, VP of Trauma Services, Sunrise Trauma Center (2026)

"We have seen an alarming increase in the number of kids who experienced serious trauma while riding e-bikes and e-scooters. Parents need to know the risks before letting their child ride these vehicles."
— Dr. Bryanna Emr, Pediatric Trauma Medical Director, Penn State Health Children's Hospital (2025)

"You're going motorcycle speeds. You're on the road where other cars are, and they're not hearing you as an e-bike."
— Matt Derkrikorian, Manager of Trauma Services, Rady Children's Hospital, San Diego (2026)

"Are there better ways to regulate micromobility? Should a license be required to operate an e-bike? Are age limits worth considering? These are all important questions that legislators and community leaders should consider as they move forward."
— Dr. Rachel Mednick Thompson, Orthopedic Surgeon, Rady Children's Hospital / UC San Diego (AAOS 2026)

At Penn State Health Children's Hospital, physicians reported treating more children injured in e-scooter and e-bike accidents in 2025 alone than in the prior three years combined. Dr. Emr noted that the most serious accidents occur when children are struck by cars while riding on main roads and sidewalks, frequently while heading to and from school—often wearing headphones or looking at their phones.

Know What's on Your Streets: Vehicle Types & Characteristics

The micromobility universe encompasses several distinct vehicle categories, each governed by different rules under California law. Understanding the differences matters—a key part of the current confusion is that many devices sold as "e-bikes" are actually electric motorcycles or mopeds that far exceed legal definitions.

Electric Bicycles (E-Bikes)

Under California Vehicle Code §312.5, an electric bicycle must have fully operable pedals and an electric motor producing no more than 750 watts. California uses a three-class system adopted by 40 states:

Feature Class 1 Class 2 Class 3
Assist Type Pedal-assist only Pedal-assist + throttle Pedal-assist only
Max Speed 20 mph 20 mph 28 mph
Throttle? No Yes (20 mph max) No
Minimum Rider Age None statewide None statewide 16 years old
Helmet Required Under 18 only Under 18 only All riders, all ages
Speedometer Required No No Yes
Bike Paths/Trails Allowed Allowed Prohibited (unless adjacent to roadway)
License/Registration Not required Not required Not required
Typical Price $800 – $3,000 $800 – $3,500 $1,500 – $5,000+

However, many devices marketed as "e-bikes"—especially popular moto-style models favored by teenagers—have inoperable pedals, motors exceeding 750 watts, or can reach 50 mph. These vehicles don't qualify as e-bikes under California law and should be classified as mopeds or motor-driven cycles, requiring DMV registration, a motorcycle license, and insurance.

Electric Scooters

Under California Vehicle Code §407.5, a motorized scooter is a two-wheeled device with handlebars, a floorboard for standing, and an electric motor. Key rules include a maximum legal speed of 15 mph on all roadways, restriction to roads with speed limits of 25 mph or less (unless a bike lane is present), prohibition from sidewalks, a helmet requirement for riders under 18, and a requirement for a valid driver's license or instruction permit. No passengers are permitted. Typical prices range from $300 to $1,500 for consumer models.

Electrically Motorized Boards

California defines an electrically motorized board (which includes hoverboards and electric skateboards) as a wheeled device with a floorboard no larger than 60 by 18 inches, an electric motor averaging under 1,000 watts, and a maximum speed of 20 mph. Riders are limited to 15 mph and may only operate on roadways with speed limits of 35 mph or less. Helmets are required, and sidewalk use is prohibited. Local authorities may restrict or ban their use entirely. Prices typically range from $200 to $2,000.

The "E-Moto" Problem: Cycling advocacy group PeopleForBikes identifies a large and growing category of devices they call "e-motos"—electric motorcycles and mopeds sold as "street legal" e-bikes that don't require a license or registration. These vehicles are driving a disproportionate share of serious injuries and deaths, yet regulatory confusion means they often escape enforcement. The American College of Surgeons has urged that bicycles exceeding defined size and speed limits be classified as motorized bicycles with separate, stricter regulations.

The Other Side of the Coin: Seniors, Mobility, and Electric Vehicles

The e-bike safety conversation has understandably centered on reckless teenagers, but there's a quieter, more nuanced story playing out on the same streets: older adults and people with mobility limitations are increasingly turning to e-bikes, electric tricycles, and stand-up electric scooters as alternatives to traditional sit-down power wheelchairs and mobility scooters—the Hoveround-style devices familiar in any Lodi grocery store or medical supply catalog.

This trend is real, growing, and carries both significant promise and serious risk.

Why Seniors Are Choosing E-Bikes

E-bike ownership among cyclists over 50 has surged. The California Bicycle Coalition's annual 50+ Cycling Survey found that e-bike ownership among older respondents jumped from just 3 percent in early survey years to 29 percent in the most recent cycle, with 30 percent of those being purchases made in the past year alone. In the Netherlands, over 60 percent of all distance cycled by adults over 75 is now covered by e-bike.

The appeal is straightforward. For older adults experiencing declining strength, endurance, or joint pain, e-bikes provide pedal-assist power that makes cycling viable again—flattening hills, extending range, and reducing strain. Unlike a sit-down power wheelchair or Hoveround-type scooter, an e-bike keeps the rider physically active, provides genuine cardiovascular exercise, and carries none of the stigma that some older adults associate with traditional mobility devices. Research published in Frontiers in Public Health confirms that cycling in older adults improves cardiovascular function, reduces fall risk, enhances skeletal muscle power and endurance, and improves overall quality of life. An e-bike simply makes those benefits accessible to people whose physical capacity would otherwise exclude them.

As one respondent to the CalBike survey put it: the e-bike didn't replace walking—it replaced driving. For seniors who can no longer safely operate a car (AARP data shows driving rates drop from 80 percent at age 65 to just 35 percent by age 80), an e-bike can mean the difference between independence and isolation.

Traditional Mobility Devices vs. Micromobility: A Critical Distinction

Feature Sit-Down Power Wheelchair / Hoveround Seated Mobility Scooter (4-wheel) E-Bike (Class 1 or 2) Stand-Up E-Scooter
Designed for People who cannot walk or stand; indoor/limited outdoor use People who can stand and transfer independently; outdoor errands Active riders with adequate balance and strength; transportation/exercise Active riders with good balance; short trips
Typical speed 3–5 mph 4–8 mph (up to 18 mph for road models) 15–20 mph (pedal-assist) 10–15 mph
Fall risk Low (seated, stable base) Low-moderate (seated, 4-wheel stability) Moderate-high (two wheels, rider must balance; bike weighs 50–70 lbs) High (standing, small wheels, vulnerable to pavement imperfections)
Injury severity if fall occurs Moderate (low speed) Moderate (low-medium speed) High (speed + bike weight on rider; osteoporotic bone at extreme risk) High (no protection, hard impact on pavement)
Typical cost $1,500–$5,000+ (Medicare may cover) $800–$3,500 (Medicare may partially cover) $800–$3,500 (not covered by Medicare) $300–$1,500 (not covered by Medicare)
Exercise benefit Minimal Minimal Significant (pedal-assist provides real cardio/muscle engagement) Minimal (standing balance only)
License/insurance None required None required None required (Class 1–3) Driver's license required; no insurance needed

The Elevated Risk for Older Riders

The benefits are real, but so are the dangers—and for older adults, the consequences of a crash are categorically different from those facing a 30-year-old rider. Research published in PMC found that geriatric cyclists are approximately three times more likely to suffer fatal accidents than the average cyclist. In Germany, where senior e-bike adoption is most advanced, 58.7 percent of all cyclists fatally injured were age 65 and older, a figure researchers link directly to increased e-bike use in this population.

The reasons are physiological. Age-related sarcopenia (muscle loss), osteopenia and osteoporosis (bone density loss), reduced peripheral vision, slower reaction times, and decreased balance and coordination all compound to make older adults both more likely to fall and far more likely to suffer catastrophic injuries when they do. A study of 192 patients over 65 with femoral intertrochanteric fractures found that 29 percent sustained the injury from falling while riding a bicycle. More than 95 percent of all hip fractures in people 65 and older result from ground-level falls—the precise mechanism of a low-speed e-bike tip-over.

E-bikes introduce additional hazards specific to older riders. The bikes themselves are heavy, typically 50 to 70 pounds, making them harder to control at low speeds, more difficult to mount and dismount, and more likely to pin a fallen rider. Throttle-equipped Class 2 e-bikes can surge forward unexpectedly if gripped incorrectly, and pedal-assist systems can deliver power that surprises a rider whose reflexes are slower than the motor's response. For riders on blood thinners—common among the elderly—even a minor head impact can produce life-threatening intracranial bleeding.

Key Risk: Unlike traditional mobility scooters that are engineered for users with physical limitations—featuring anti-tip wheels, low centers of gravity, and maximum speeds of 4–8 mph—e-bikes and stand-up electric scooters are transportation devices designed for able-bodied riders. They do not include the safety features that mobility-impaired users require, and they operate at speeds where a fall produces injuries comparable to motor vehicle crashes in older, fragile bodies.

Finding the Balance: Guidance for Lodi's Older Riders

The medical literature does not recommend banning older adults from e-bikes. Instead, researchers emphasize that cycling—including e-biking—should be encouraged under safe conditions, given its documented cardiovascular, muscular, and mental health benefits. The key is matching the right device to the right rider.

Recommendations for older adults and their families considering electric mobility:

• Class 1 pedal-assist e-bikes offer the safest profile for seniors: no throttle surprises, a natural pedaling cadence, and speeds that match the rider's effort. Step-through frame designs make mounting and dismounting easier for riders with limited flexibility.

• Electric tricycles eliminate the balance requirement entirely while still providing pedal-assist exercise, and are increasingly popular among riders with Parkinson's, arthritis, or post-surgical limitations. Prices range from $1,500 to $4,000.

• Helmets are non-negotiable—California law requires them only for riders under 18 on Class 1 and 2 e-bikes, but for older riders with osteoporotic skulls and potential blood-thinner complications, helmet use is a medical imperative regardless of legal requirement.

• Consult a physician before starting to ride, particularly regarding balance assessment, medication interactions (sedatives, blood thinners, blood pressure medications that cause dizziness), and vision adequacy.

• Start with short, familiar routes in low-traffic areas. Lodi's residential streets and park paths offer controlled environments for building confidence and skill.

• For those who cannot safely balance on two wheels, a seated mobility scooter or power wheelchair remains the appropriate tool. These devices are engineered for the user's limitations; an e-bike is not.

As Lodi reviews its municipal code, the city should consider not only the youth safety dimension but also the growing population of older residents for whom electric vehicles represent both a lifeline to independence and a potential source of serious injury. Policy that restricts all e-bike access on shared paths may inadvertently harm the very population it seeks to protect, while policy that ignores the elevated risks older riders face on mixed-traffic roads falls equally short.

California Law: What Changed and What's Coming

California has been aggressively updating its regulatory framework. Here is a summary of the major legislation now in effect or pending:

Law Effective Key Provisions
SB 1271 Jan 1, 2025 Clarifies three-class system; Class 1 and 3 pedal-assist only; 750W motor cap; bans speed-modification kits; requires battery safety certification by Jan 2026
AB 965 2025 Prohibits selling Class 3 e-bikes to anyone under 16
AB 544 Jan 1, 2026 Requires rear red reflector or light visible from 500 feet at all hours (not just nighttime)
AB 1774 2025 Criminalizes sale or installation of devices that override speed limits or motor wattage
SB 1271 (Phase 2) Jan 1, 2026 All new e-bike batteries must meet UL 2849 or EN 15194 safety certification; non-certified rental fleets must comply by 2028
AB 2234 2024 (pilot) Authorizes San Diego County local authorities to ban riders under 12 from Class 1 and 2 e-bikes
AB 1942 Pending (2026) Would require DMV registration and license plates for Class 2 and 3 e-bikes; still in legislative process

A critical enforcement note: under existing law, an e-bike that has been modified to exceed 20 mph on motor power alone, to surpass 750 watts, or to have its pedals removed is no longer legally an e-bike. It may be reclassified as a motor-driven cycle or moped—triggering requirements for DMV registration, a motorcycle license, and insurance. Schools and police are already confiscating non-compliant moto-style devices from youth riders in many jurisdictions.

Lodi, San Joaquin County & the Local Regulatory Landscape

City of Lodi: Under Review

As of this writing, Lodi does not have a specific municipal ordinance governing e-bikes, motorized scooters, or electrically motorized boards beyond what state law provides. Captain Kent's April 4 announcement that the department is reviewing the municipal code signals that new local regulations may be forthcoming. The department's current approach centers on education and voluntary compliance, particularly around school zones, with enforcement operations conducted by the Special Traffic Operation Project team.

Under California Vehicle Code §21206, local authorities have explicit power to regulate the operation of bicycles and e-bikes within their jurisdictions, including restricting where and when specific classes of e-bikes may operate. This is the same authority that Galt used to adopt its urgency ordinance.

City of Galt: Model Ordinance

Galt's October 2025 urgency ordinance offers a template that Lodi may consider. It regulates bicycles, electric bicycles, motorized scooters, and electrically motorized boards. Violations by minors result in warnings for first offenses and fines up to $500 for subsequent offenses. Galt police have actively visited schools, and the city's first e-bike tow for traffic violations occurred in late March 2026.

San Joaquin County

San Joaquin County does not currently have county-wide e-bike regulations beyond state law. Unincorporated areas default to California Vehicle Code provisions. Unlike San Diego County, San Joaquin County has not been authorized under pilot legislation like AB 2234 to restrict riders under 12 from operating Class 1 or 2 e-bikes—that program is currently limited to San Diego County jurisdictions.

Parks, Trails & Common Areas

California State Parks generally allow Class 1 e-bikes on designated trails where traditional mountain bikes are permitted, while Class 2 and 3 e-bikes are restricted to paved routes in most park units. For city parks, bike paths, and shared-use trails, local jurisdictions have the authority to prohibit any class of e-bike by ordinance. Many cities across California are increasingly restricting throttle-equipped (Class 2) and high-speed (Class 3) e-bikes on multi-use paths where pedestrians, joggers, and children are present.

School Zones

School zones represent a primary concern both in Lodi and statewide. Lodi PD's motor unit has visited every LUSD campus, and school resource officers are monitoring arrival and dismissal periods. Under state law, Class 3 e-bikes may not be sold to anyone under 16, and all Class 3 riders must wear helmets. However, there is no statewide minimum age for Class 1 or Class 2 e-bikes, creating a regulatory gap that many communities are now scrambling to address.

What Lodi Parents and Riders Should Know

California Helmet Law: All riders under 18 must wear a properly fitted helmet on any bicycle or e-bike, regardless of class. All riders of any age must wear a helmet on a Class 3 e-bike. Helmets must meet ASTM or CPSC standards.

The Rady Children's Hospital research team in San Diego put it plainly: e-bikes are not toys. They are powerful machines that reach motorcycle-like speeds, and children need protective gear, training, and an understanding of defensive driving at a much earlier age than other modes of transportation require.

Key safety facts for Lodi families:

Risk Factor What the Data Shows
Fractures Children in e-bike crashes sustain three times the rate of broken bones compared to pedal-bike crashes; injuries typically require surgery, hospital stays, and rehabilitation
Limb injuries E-bike riders are four times more likely to sustain arm or leg injuries than conventional cyclists
Speed Legal e-bikes reach 20–28 mph; modified "e-motos" can exceed 50 mph—motorcycle territory without motorcycle protection
Multiple riders A common violation reported in Lodi and Galt; extra passengers compromise braking, balance, and crash survivability
Impaired riding UCSF researchers found e-bike and e-scooter riders more likely than conventional riders to be riding under the influence; DUI laws apply to all e-bikes
Battery fires Non-certified lithium-ion batteries have caused apartment fires and explosions; as of Jan 2026, all new batteries sold in CA must meet UL 2849 standards

Captain Kent encouraged parents and guardians to speak with young riders about traffic laws and safe habits. The AAOS recommends that communities partner with pediatricians, school systems, and families to develop safety strategies, and that riders of all ages use properly fitted helmets, understand the rules of the road, and operate only devices that comply with their stated class specifications.

Summary & Recommendations: A Roadmap for Lodi

Electric micromobility is not a passing trend. It is a permanent feature of Lodi's transportation landscape, and it will grow. The question facing the community is not whether to allow e-bikes, scooters, and boards but how to manage their integration into streets, parks, school zones, and shared spaces in a way that protects public safety while preserving the genuine mobility and health benefits these devices offer.

The data assembled in this report leads to a central conclusion: education alone is insufficient. Cities that have relied solely on awareness campaigns without enforceable ordinances have seen injuries continue to climb. Communities that have paired education with clear rules, graduated enforcement, and infrastructure adaptation are producing better outcomes. Lodi has the advantage of acting before a tragedy forces a reactive response.

What follows are specific, actionable recommendations organized by stakeholder.

For the Lodi City Council

Core recommendation: Adopt a comprehensive micromobility ordinance modeled on Galt's urgency ordinance but expanded to address the full spectrum of vehicles, riders, and locations specific to Lodi's geography and demographics.

1. Adopt a local ordinance covering e-bikes, motorized scooters, and electrically motorized boards. California Vehicle Code §21206 explicitly grants municipalities the authority to regulate these devices. The ordinance should define where each class of device may operate within city limits, establish prohibited areas (specific sidewalks, pedestrian zones, high-traffic corridors), and set local penalties. Galt's escalating fine structure—warnings for first offenses, fines up to $500 for repeat violations by minors—provides a tested framework.

2. Consider age restrictions for unsupervised operation. State law sets no minimum age for Class 1 and 2 e-bikes. While San Diego County has pilot authority under AB 2234 to restrict riders under 12, Lodi can establish its own local norms through ordinance—for example, requiring riders under 14 to be accompanied by an adult on public roadways, or prohibiting riders under 12 from operating any motorized device on city streets.

3. Designate specific zones for micromobility. Rather than blanket bans, identify and post zones where speed-limited Class 1 e-bikes are welcome (park paths, neighborhood greenways) and zones where all motorized devices are prohibited (the Lodi Lake Nature Area pedestrian trails, the downtown pedestrian core during peak hours, school frontages during arrival and dismissal). This approach protects both pedestrians and the growing population of older adult riders who depend on e-bikes for independence.

4. Require e-bike equipment compliance as a condition of operation. The ordinance should reference state-mandated rear visibility equipment (AB 544), class labeling, and battery certification requirements (SB 1271), making local enforcement parallel to state law. Officers can then cite non-compliant devices without ambiguity.

5. Fund the effort. Dedicate a line item—even a modest one—for micromobility safety in the next budget cycle. Potential sources include traffic safety grants, the California Office of Traffic Safety (OTS) grant program, and any future revenue from the California E-Bike Incentive Project. Consider a dedicated pilot fund for school-zone safety infrastructure (signage, striping, separated pathways).

6. Monitor pending state legislation. If AB 1942 (DMV registration and license plates for Class 2 and 3 e-bikes) passes, Lodi should be prepared to integrate that framework into local enforcement. The council should also advocate at the state level for extending the AB 2234 under-12 restriction pilot beyond San Diego County to include San Joaquin County jurisdictions.

For the Lodi Police Department

Core recommendation: Sustain and expand the education-first approach already underway, while building an enforcement infrastructure that can scale when voluntary compliance reaches its limits.

1. Continue and formalize the school outreach program. The motor unit visits to every LUSD campus and the SRO monitoring during arrival and dismissal are exactly the right first step. Make these contacts systematic and recurring—at minimum, quarterly campus visits with standardized messaging, and a documented record of contacts, warnings, and violations that can inform future enforcement decisions.

2. Develop a graduated enforcement protocol. Establish a clear, publicly communicated escalation: verbal warning → written warning → citation → impoundment. The Citrus Heights and Galt models offer templates. Consider a 90-day education-focused rollout period after any new ordinance is adopted, followed by active enforcement.

3. Train officers to identify non-compliant devices. Many devices sold as "e-bikes" are actually mopeds or motor-driven cycles under California law—motors exceeding 750 watts, inoperable pedals, speeds over 20 mph on throttle alone. These devices are already illegal to operate without DMV registration and a motorcycle license. Officers should be trained and equipped to assess compliance in the field, including speed measurement during traffic stops.

4. Track e-bike-related incidents as a distinct category. Currently, many jurisdictions do not separately code e-bike collisions in their incident data, making it impossible to assess the scope of the local problem. Begin tagging all bicycle-related calls for service and collision reports with a micromobility subcategory (e-bike, e-scooter, e-board) to build the data foundation that informed policy requires. Several San Diego County cities discovered they had no usable data only when they tried to draft ordinances.

5. Publicize enforcement actions. When e-bikes are impounded, when citations are issued, when dangerous behavior is corrected—share these outcomes with the community through department social media and Lodi411. Visible enforcement creates deterrence that education alone cannot.

6. Engage older adult riders constructively. The department's outreach has rightly focused on youth, but Lodi's growing population of senior e-bike riders represents a different challenge. Consider partnering with senior centers, the Lodi Area Chamber, and the Senior Resource Center to offer voluntary e-bike safety assessments and route guidance for older riders—an approach that supports independence while managing risk.

For Lodi Parks & Recreation

Core recommendation: Proactively classify every city park, trail, and shared-use path for micromobility access before conflicts escalate, not after.

1. Conduct a park-by-park micromobility assessment. Walk every trail and path in the city park system and evaluate each for width, sight lines, pedestrian density, terrain, and proximity to playgrounds, dog parks, and senior activity areas. Classify each as open to all e-bikes, open to Class 1 only, or closed to all motorized devices. Post signage accordingly.

2. Protect Lodi Lake and high-pedestrian areas. The nature trails at Lodi Lake, the paths around the Lodi Lake Wilderness Area, and playground-adjacent walkways should be designated as non-motorized zones. These are precisely the environments where e-bike-pedestrian conflicts are most dangerous—narrow paths, blind curves, children, dogs, and older walkers sharing limited space. The Davis bike-path fatality (March 2026, involving an e-bike collision that killed a 60-year-old woman) demonstrates what is at stake.

3. Consider designated e-bike routes through parks. Where park roads or wide paved paths exist, designate specific routes as e-bike-friendly with clear speed limits (e.g., 10 mph maximum) and yield-to-pedestrian signage. This approach provides access for older riders and commuters without exposing pedestrian-heavy areas to high-speed conflicts.

4. Address infrastructure gaps. Identify locations where separated bike infrastructure (Class II or IV bike lanes adjacent to parks) could divert e-bike traffic away from pedestrian paths entirely. Even low-cost interventions—bollards, painted lane markings, signage—can meaningfully reduce conflicts.

5. Include micromobility in the Parks Master Plan. As Lodi updates its parks planning, micromobility access and conflict management should be a dedicated section—not an afterthought. This issue will only grow as device adoption increases.

For Lodi Unified School District

Core recommendation: Establish a district-wide policy on student e-bike use that protects safety while recognizing that for many families, e-bikes are a primary mode of school transportation.

1. Adopt a formal LUSD micromobility policy. The policy should address: whether e-bikes may be ridden on campus or must be walked on school property, where e-bikes may be parked (designated racks away from pedestrian congestion), helmet requirements for students arriving by e-bike, and consequences for violations (aligned with the city ordinance if one is adopted).

2. Integrate e-bike safety into the health and PE curriculum. The AAA brochures distributed through the LPD partnership are a start, but structured classroom instruction is more effective. Topics should include California's three-class system, helmet laws, right-of-way rules, the physics of speed and stopping distance, the legal consequences of reckless riding, and parent liability. Consider adapting online e-bike safety courses already developed by organizations like the San Diego Bicycle Coalition.

3. Establish school-zone traffic management. Work with the city to designate and enforce low-speed zones on streets adjacent to school campuses during arrival and dismissal. Consider volunteer crossing guards or staff monitors specifically tasked with e-bike safety during peak periods, supplementing the SRO monitoring already underway.

4. Communicate directly with parents. Send a dedicated communication—not buried in a newsletter—to every LUSD family outlining: the types of e-bikes that are legal for their child's age, the helmet requirement, the school's expectations for on-campus and near-campus behavior, and the potential financial liability parents face (up to $52,700 and rising) if their child's riding causes injury to others.

5. Track incidents. Maintain a record of e-bike-related near-misses, injuries, and behavioral concerns on and near campuses. This data is essential for both the district's own policy development and for the city's regulatory process. Share aggregate data (not individual student information) with LPD and the city council on a quarterly basis.

For Lodi Parents and Families

Core recommendation: An e-bike is not a bicycle. It is a powered vehicle capable of motorcycle-like speeds, and it requires a corresponding level of parental oversight, training, and equipment.

1. Know what you're buying. Before purchasing an e-bike for a child or teenager, verify its class classification (the label must be permanently affixed under California law). Confirm the motor is 750 watts or less, the pedals are fully operable, and the device has not been modified to exceed its class speed limits. Devices without proper labels, with inoperable pedals, or marketed as "50 mph capable" are not e-bikes—they are illegal motor vehicles that can be confiscated and that expose your family to serious legal liability.

2. Helmets, every ride, no exceptions. California law requires helmets for all riders under 18 on any bicycle or e-bike. But the data is clear: the single most impactful action any rider of any age can take is wearing a properly fitted, CPSC-certified helmet. At Sunrise Trauma Center, only 21 percent of e-bike injury patients were wearing helmets. Head injuries are the injuries that kill riders and permanently alter lives. This is not a suggestion.

3. No passengers. Carrying a second rider on a single-rider e-bike compromises braking, balance, and crash survivability. Multiple passengers are among the most commonly cited violations in both Lodi and Galt. In San Jose, a juvenile passenger was injured when an e-bike with two riders lost control and crashed, killing the driver.

4. Supervise and set boundaries. Know where your child rides, at what times, and on what routes. Establish rules: no riding after dark without lights, no headphones, no phone use, no riding on streets with speed limits above 25 mph without a bike lane, and absolute compliance with traffic signals and stop signs. Enforce these rules consistently.

5. Understand your financial exposure. Under California law, parents are liable for damages when a minor's willful misconduct causes injury—currently up to $52,700 per incident, with the threshold increasing in July 2026. If your child on an e-bike strikes a pedestrian, crashes into a parked car, or causes a collision, your family may face substantial civil liability. Verify that your homeowner's or renter's insurance covers micromobility incidents; many standard policies do not.

6. For older family members: If a parent or grandparent is considering an e-bike or electric scooter as a mobility aid, have an honest conversation about balance, vision, reaction time, and medication effects. A Class 1 pedal-assist e-bike or an electric tricycle may be a wonderful tool for independence—but a stand-up electric scooter or a throttle-equipped Class 2 bike may be dangerously inappropriate. Consult their physician. Consider a test ride in a safe environment before purchasing. And insist on a helmet regardless of the legal requirement.

What Happens Next

Lodi stands at a decision point. The city can wait and rely solely on state law and education campaigns, or it can follow Galt, Carlsbad, Oceanside, Chula Vista, and a growing list of California cities in adopting local ordinances tailored to community conditions. The options range from modest (designating specific paths and parks as e-bike-restricted) to comprehensive (age limits, mandatory registration, equipment standards, and escalating fine structures).

At the state level, AB 1942's proposed DMV registration and license plate requirement for Class 2 and 3 e-bikes—if passed—would represent the most significant regulatory shift since California adopted its three-class system. Meanwhile, enforcement of SB 1271's battery certification requirement is now active, and CHP has publicly flagged AB 544's rear-visibility mandate as a 2026 enforcement priority.

The underlying trend is unambiguous. E-bike sales exceeded 1.1 million units nationally in 2022 and continue growing at roughly 10 percent annually. The vehicles are not going away. As one San Diego trauma center manager put it: "E-bikes are new, they are here to stay, and putting a strict ban on them is a way to limit the amount of usage, but people aren't going to follow the rules." The challenge is building a regulatory and enforcement framework that keeps pace with adoption—before Lodi's streets produce the kind of statistics already accumulating in larger California cities.

Have Your Say: Lodi residents with concerns about e-bike safety should direct feedback to the appropriate city agency. Contact the Lodi Police Department at (209) 333-6727 to report safety concerns, attend Lodi City Council meetings (first and third Wednesdays, 7:00 p.m., Carnegie Forum), or reach out to Lodi Parks & Recreation regarding trail and park access issues. The police department has stated it welcomes community input as it reviews the municipal code.

Sources & References

Don Bradford
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