Class 1 Pedal-Assist E-Bikes
On July 2, 2024 the Forest Service announced a public comment period on proposed class 1 pedal-assist e-bike usage on select trails in the Deschutes National Forest (DNF). The public comment for this project ended on July 31st, 2024.
The Forest Service regulates which types of users are allowed on which trails and the final decision on this proposal is up to them. This is just the beginning of their process to consider changes. To be clear, the rules are not changing now. If changes are approved, they would likely go into effect in late 2025.
Who's in charge?
The Deschutes National Forest
Read Proposal - DNF Interactive Map
What type of bikes?
Proposal to allow class 1 pedal-assist e-bike only
Other e-bikes/e-devices disallowed (adaptive MTBs not affected)
When would changes occur?
161 miles of trails in parts of Phil's (west of Bend), Peterson Ridge (outside of Sisters), and the Wanoga and Sunriver areas
How many trails and where?
If approved, it's likely rules would take effect in early 2025
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We support the Forest Service’s proposal to allow class 1 pedal-assist e-bikes as outlined. Other classes of e-bikes should be explicitly disallowed.
We read all the available literature and contacted other trail alliances that have transitioned to allowing class 1 e-bikes to learn from their experience. We learned that other areas allowing class 1 e-bikes have not experienced noticeable extra trail wear or increased rider conflicts.
This has also been our experience locally at Madras East Hills and the Redmond Radlands, two systems that COTA maintains that have been open to class 1 e-bikes for years. We have found that maintenance needs are similar to other systems and no rider conflicts have been reported.
In formulating our position, we also engaged with many COTA members and people in our community through a series of meetings and listening sessions in 2022 and 2023. We found that there are numerous people of all ages for whom class 1 e-bike access will make the difference between them being able to ride trails with their friends and family or not.
Two of COTA's top priorities have long been sharing the joy of mountain biking with anyone who wants to try it and offering a diversity of riding experiences. These priorities, combined with research and community engagement, have led us to support allowing class 1 pedal-assist e-bikes on select trails. -
The DNF proposal would only allow class 1 pedal-assist e-bikes and COTA agrees with this.
In doing our research, we’ve learned a lot about the class system and want to share that with you.
Classes 2 and 3 have either higher power, a throttle (i.e., not pedal assist), and/or bigger batteries. They're designed to go farther and faster than class 1 e-bikes. COTA believes that class 2 and 3 e-bikes are not compatible with trails that are predominantly used by non-motorized uses such as traditional mountain bikes and foot traffic. The Forest Service is not considering allowing class 2 and 3 e-bikes on the trails and COTA would not support a proposal to do so.
Class 1 is different from the other classes because its intent is to assist humans but within the bounds of normal human performance. It does this in two ways: 1) by only operating when the human pedals, and 2) by keeping the power assistance to a reasonable level. At maximum assistance (which also means maximum effort of the human), an amateur rider could ride at expert levels (or just exceed them). If humans have a range of power, class 1 is designed to be inside that range.
Class 1 pedal-assist e-mountain bikes also function similarly to regular mountain bikes. They have capable suspension, gearing, brakes, and tires. Those attributes matter because we design our trails for these types of bikes and inside of the range of human performance. Drawing the line at class 1 makes the most sense to us because it aligns with how the trails currently work. -
Most use the assist to moderate their effort, not increase their speed.
When riding a class 1 pedal-assist e-bike, it is possible to go somewhat faster on average on flat or uphill terrain. Class 1 bikes don't enable a rider to exceed the speed of a very fast athlete on a regular bike. When a rider goes downhill and coasts, no power is deployed.
Class 1 pedal-assist e-bikes max out at 750 watts which is approximately 1 horsepower. The rider can decide how much power assistance to use, and the maximum power only works if you pedal at max effort. Because of the batteries, class 1 pedal-assist e-bikes are heavier, so it's common for riders to use assist on flat or uphill terrain. Typically, the power is used to extend the ride another hour or two, or make it easier to climb -- not just to go faster. The curviness of the trail and the rider’s technical skill also serve to limit their speed.
Other trail systems who have transitioned to allowing class 1 pedal-assist e-bikes did see an average increase in speed, but it wasn't outside the range of human performance. The Tahoe National Forest, which did an extensive study of these bikes, cited an uphill range of 5-8 mph for regular bikes and 8-13 mph for class 1 e-bikes. -
Several areas in Oregon and beyond have opened trails to class 1 pedal assist e-bikes with no significant issues. In particular, there are Forest Service areas across the US who have implemented similar rule changes.
We encourage you to read about these projects, especially the Tahoe experience because of how similar their terrain and rider community are to ours.
Forest Service areas:Tahoe National Forest - a big pilot project occurred a few years ago and it was found that class 1 e-bikes did not impact the trails. Since then, class 1 e-bikes have been allowed on miles of trails with plans for more coming. (View project page)
Jakes Rocks - the local US Forest Service approved class 1 e-bike usage and found no significant impact to trails, safety, or riders.
Fruita, Colorado - trails on BLM property opened to class 1 e-bikes, with more planned.
Jackson, WY - trails in the Bridger-Teton National Forest considering class 1 e-bikes.
Other areas in Oregon and Washington:Black Rock Mountain Bike Area: Oregon Dept of Forestry
Post Canyon: Hood River County
Spence Mountain: Klamath County
Evergreen Mountain Bike Alliance in Washington: Over 30 destinations supported by various land owners, county, state, and private.
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The Forest Service is severely understaffed and underbudgeted, which is why they partner with COTA to maintain the trails.
Should the Forest Service approve this proposal, they will look to COTA for help with the changes needed to implement it. COTA expects to be asked to update signage and educate the public on the changes.
Should these changes be official, COTA will work to ensure the trails are ready with updated signs, rider & bike shop education, and any updates needed to the trails.
COTA expects to:Update trailhead and on-trail signage.
Implement rider education and etiquette campaigns so people know the rules and ride respectfully. In particular, we would with local bike shops and other organizations to spread the news and educate new or visiting riders.
Look over trail design to see if there's areas to improve in terms of sight lines or traffic patterns. Sight lines help riders moving in opposite directions see each other with enough time to react to oncoming traffic.
Actively welcome and recruit members of the e-MTB community to participate in volunteer events.
Please consider joining our efforts! COTA is a volunteer organization and these things take time and money. Even if you don't support class 1 e-bikes on the trails, a strong trail organization is the best way to ensure the trails are maintained to high standards and that changes can benefit everyone. -
How does this process work?
In accordance with the National Environmental Policy Act (NEPA), the US Forest Service must analyze the impacts of proposed changes such as this. To do that, they prepare an Environmental Assessment (EA) and gather public input. They're seeking public input through July 31. From there, they will complete their EA over the next several months and then issue a decision. So, even though there is a request for public input today it could be months until a decision is made.
Won't these bikes damage the trails?
The Tahoe National Forest study is probably the most appropriate data point for this and it found no material trail impact from class 1 pedal-assist e-bike usage compared to other bikes.
We believe class 1 pedal-assist bikes are substantially similar to regular mountain bikes and won't cause more damage other than normal trail wear.
To put it in perspective, Central Oregon’s population has exploded over the last 20 years. Just in Deschutes County the population was 115,000 in 2000 and was 200,000 in 2020. If you assume that 10% of the population mountain bikes then there are about 20,000 active riders in Deschutes County alone. COTA sees trail wear from the increase of population over time and we don't think that class 1 pedal-assist e-bikers will represent a similar massive increase in riders.
Will this ruin my experience?
We don't believe so, although everyone's experience is unique. Class 1 pedal-assist e-bikes are not unnaturally loud (and quieter than squeaky brakes!), and often a class 1 pedal-assist e-bike looks very similar to a regular bike. COTA runs etiquette campaigns often and they apply to all riders, and that will stay the same going forward. An e-biker on a class 1 pedal-assist bike might be as fast as a strong athlete - in both cases, they need to be aware of that and respect other riders.
How will enforcement work?
Nearly all of the rules on Forest Service land rely on the honor system. The government does not fund trail police to make sure rules are followed and COTA would never want to see this. For decades, the mountain biking community has done great work in self-policing and can be trusted to be great trail citizens. Further, the Forest Service trusts COTA and its volunteers to show up for work events and to be great stewards of the land. Community involvement reassures the Forest Service that we care about the rules, the quality of the trails, and the overall experience.
We have not heard reports of rule violations or bad behavior in the other areas of COTA's network where class 1 pedal-assist e-bikes are allowed: the Redmond Radlands and the Madras East Hills. Those two locations are public lands owned by the city and the owners decided that class 1 pedal-assist e-bikes were allowed. Similarly, the Tahoe National Forest has not reported problems along these lines over the last few years.
Won't this cause all types of powerful bikes to invade the trails?
We don't believe so, for a couple of reasons. First - we do see an important distinction between class 1 pedal-assist e-bikes and other classes and that is human performance. There is no other class beyond class 1 that matches what a human can do, so in those terms we are at the limit (ie, there is no next step). We do not support going faster than a human could on a normal bike and we do not support bigger, heavier bikes on the trails. Second, trails are designed with these constrains in mind. Motorcycles, ATVs, or even cars have no business on the singletrack trails and would have a miserable experience doing so. There are plenty of other options available for other types of bikes or vehicles.
Per the DNF proposal, any class of bike that is not class 1 is not allowed. This would include electric one-wheels or other e-devices.
Adaptive mountain bikes (aMTBs) are classified differently by the Forest Service and nothing would change with respect to their access.
Additional questions or concerns?
Please contact us.
Let's talk about it!
We're happy to talk if you have questions or concerns. At chapter meetings in the month of July we will address this proposal and answer any questions.
