Dr. Adam Peck was a husband, a father, and an administrator on Illinois State University's campus when he was struck by an electric bicycle on September 26th, 2022. This accident resulted in a traumatic brain injury, and Adam never recovered. He was pronounced brain dead on September 30th. 

Since then, Michele Peck, Adam's wife, and his family have experienced a slew of injustices. 

When Michele filed for insurance with their then-company, State Farm, for coverage regarding medical bills, State Farm responded: “State Farm maintains that this was not a covered loss and that the e‐bike is not a motor vehicle.” To make matters worse, when Michele disputed the claim, the Peck household was flagged as “high risk” and their policy was canceled.  

Hundreds of people like Dr. Peck, who are insured for accidental death, are not receiving payments from insurance companies because companies distinguish between “motor vehicles” and “motorized vehicles.” A lot of regulations and laws regarding micromobility ( E-bikes and E-scooters) lack sufficient support to help victims of accidents, whether as a rider or a pedestrian. 

Currently, each state has its own classifications and regulations regarding micromobility, but following Illinois guidelines, the classes are as follows: 

Class 1 is a low-speed electric bicycle equipped with a motor that provides assistance only when the rider is pedaling and that ceases to provide assistance when the bicycle reaches a speed of 20 mph.
Class 2 is a low-speed electric bicycle equipped with a motor that may be used exclusively to propel the bicycle and that is not capable of assisting when the bicycle reaches a speed of 20 mph.
Class 3 is a low-speed electric bicycle equipped with a motor that provides assistance only when the rider is pedaling and that ceases to provide assistance when the bicycle reaches a speed of 28 mph. Per Illinois law, one must be 16 years of age or older to operate a Class 3 e-bike. We aim to require riders, manufacturers, and/or rental operators to have insurance on Class 2 and higher micromobility devices.

Additionally, the use of E-transport on sidewalks has proven to be detrimental for pedestrians and riders alike. In Dr. Peck's case, even though the cyclist was operating an e-bike on a sidewalk in violation of Illinois state laws, he was never issued a citation. The cyclist left the scene, and his record does not reflect his crimes. The lack of adherence and enforcement of the rules meant no legal repercussions were taken. Micromobility regulations should not only be enforced, but they should be mandated. E-Bikes and E-Scooters do not belong on pedestrian crosswalks. 

The growing use of such devices means that accidents and incidents increase as well. 

Nationwide, accidents and injuries are rising. A study by the U.S. Consumer Product Safety Commission found the following numbers for the six years between 2017 and 2023: 

1. Approximately 209,600 emergency room visits by E-scooter riders 
2. Approximately 87,400 emergency room visits by E-bike riders.

E-bike accidents surged from approximately 3,500 in 2017 to 34,200 in 2023, growing rapidly each year. E-scooter accidents also rose significantly, increasing from 7,700 in 2017 to 40,400 in 2023. It is clear that as usage increases, the risk of accidents increases as well. Even so, incident numbers are suspected to be underreported. 

There must be clear regulations governing these devices to enable users and victims alike to be represented by the law in insurance claims, safety protocols, and overall usage. With better policies, we can help change the current course of history and help prevent accidents in the future. 

Sources available upon request