By Christina Chkarboul and Jada Portillo | CalMatters
Published November 29, 2023 5:00 AM
A student rides their electric scooters through campus at the University of California, Davis on Oct. 3, 2023.
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Miguel Gutierrez Jr.
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CalMatters
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Topline:
As electric bikes and scooters gain popularity among college students, California campuses vary over their regulation. The devices pose safety risks yet are cheaper, more convenient and better for the environment than gas-powered vehicles.
Rising trend: E-bikes and e-scooters aren’t just booming on and near college campuses: Motorized micro-mobility is gaining traction across the country. Shared e-bike trips, which are bikes that can be borrowed or rented from automated stations, or docking stations, rose from 9.5 million in 2018 to 17 million in 2021, according to a report from the National Association of City Transportation Officials.
Risk involved: While the devices are attractive in their speed and convenience, they also pose safety risks. They can travel more than 30 mph, meaning accidents can be severe if the rider isn’t wearing protective gear. Pedestrians are also at risk of being struck.
Electric bikes and scooters can be spotted in most major cities in the United States, zooming past their non-motorized counterparts and pedestrians. Despite the devices’ rising popularity, colleges across California can’t come to a consensus on just what to do about them.
Some campuses allow students to ride both e-bikes and e-scooters, while others only allow one or restrict them to certain zones. Several ban them completely.
For college students, these modes of transportation mean shorter commute times compared to walking. They’re far cheaper to rent or buy than vehicles, and easier to park, too. Since they run on electric-powered batteries, the devices are also more sustainable than gas-powered cars and produce fewer harmful emissions.
Riding an e-scooter allows Kristine Bhan, a fourth-year Cal State Long Beach student majoring in studio art, to haul heavy art supplies up the campus’ many hills.
“I hang my art supplies in a folder and the folder has a little hook, so I could hook it onto my scooter and I just ride it to upper campus,” said Bhan, who also prefers her e-scooter over her car during peak traffic.
E-bikes and e-scooters aren’t just booming on and near college campuses: Motorized micro-mobility is gaining traction across the country.
Shared e-bike trips, which are bikes that can be borrowed or rented from automated stations, or docking stations, rose from 9.5 million in 2018 to 17 million in 2021, according to a report from the National Association of City Transportation Officials.
While the devices are attractive in their speed and convenience, they also pose safety risks. They can travel more than 30 mph, meaning accidents can be severe if the rider isn’t wearing protective gear. Pedestrians are also at risk of being struck.
At UC Davis, nearly a quarter of students (22%) who rode an e-bike had an on-campus fall that resulted in an emergency room or hospital visit, according to a campus-wide travel survey conducted in 2022. Among students who rode a regular bicycle, that number was just 7.5%. Nearly 90% of e-scooter riders who fell or crashed reported an injury that didn’t need medical attention.
The devices pose another safety concern: Their lithium-ion batteries have caught fire in some cases.
Weighing the devices’ benefits and drawbacks, California’s public universities are split on whether e-bikes and e-scooters should roam campus. All 10 UCs allow e-bikes while only five UCs allow e-scooters. In the 23-campus CSU system, 10 campuses allow both e-bikes and e-scooters, while of the 116 community colleges in the state, at least 40 allow both devices. Some of those campuses restrict them to certain routes or zones.
Regulating motorized micro-mobility
Micro-mobility refers to all transportation devices smaller than a car — including bikes, scooters, skateboards, unicycles and tricycles. E-bikes and e-scooters are electric-powered with motors of up to 750 watts. The devices typically cost between $150 and $3,000.
The vehicle code allows state colleges and universities to regulate the use of bicycles, e-bikes, skateboards, electric skateboards, roller skates and “electrically motorized boards,” but does not specifically include all scooters and e-scooters. For this reason, some campuses, such as Sacramento State, allow e-scooters because campus officials don’t believe the state gives them the power to deny their use on campus.
“We actually don’t have authority, as the state of California, to tell an electric scooter operator where they can and cannot go,” said Sacramento State Director of Transportation and Parking Services Jeff Dierking.
A student rides their scooter past a dismount sign as they enter the zone where she can be on the scooter rather than walking alongside it at Cal State Long Beach on Oct. 4, 2023.
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Lauren Justice
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CalMatters
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Senate Bill 295, introduced in February by state Sen. Bill Dodd, a Napa Democrat, would add e-scooters to the vehicle code. The UC Office of the President approached Dodd after several student accidents led the UC to review the code.
“College campuses have long been home to multimodal transportation, and they should pursue safety through effective education, engineering and enforcement,” Dodd said in a statement to CalMatters. “I’m standing by to help to the extent any clarification in law or other support is needed.”
The bill is pending further evaluation by the Assembly Transportation Committee.
Convenience vs. safety
It’s not hard to see why e-bikes and e-scooters are trending among students: they’re fast, fairly light and can be parked at bike racks.
After trying out her friend’s e-scooter, Anjali Patel, a senior majoring in journalism at USC, bought one of her own last year. USC allows e-bikes and e-scooters on most of its campus but prohibits the parking of rented scooters, which would cause congestion, said USC Department of Public Safety Assistant Chief David Carlisle.
Riding an e-scooter shortens Patel’s commute from her off-campus apartment from a 15-minute walk to less than 10 minutes, which means a lot, she said, when she’s running late for class or during a Southern California heat wave.
“It’s the fastest option. It’s not the most unsafe option,” Patel said. “For me, it’s the best.”
Since some motorized micro-mobility devices can reach speeds of up to 30 or even 40 miles an hour, and users often ride unprotected without helmets and other safeguards, rider safety is a concern. An October 2022 report from the U.S. Consumer Product Safety Commission found that micro-mobility injuries rose 127% from 2017 to 2021, with e-scooter trips resulting in the most rider deaths. Last year, the California Statewide Integrated Traffic Records System recorded 225 crashes involving an e-bike, up from 80 crashes in 2021.
A student rides his scooter among walkers at Cal State Long Beach on Oct. 4, 2023.
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Lauren Justice
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CalMatters
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“[E-scooters] are very vulnerable to irregularities in the roadway and can toss a rider off easily if they’re going too fast,” USC’s Carlisle said.
Though Patel admits to going a little faster than she should on her e-scooter — 18 mph at most — she said she’s attentive. When others aren’t, safety becomes an issue.
“People are like, ‘Scooters and bikers are so rude and so unsafe, and they’re going so fast,’” Patel said. “I can’t use my phone while I’m scootering — my eyes are up. If anything, it’s the people walking that are not looking.”
Although she considers herself a safe driver, Patel was injured while riding her e-scooter in December. As she crossed a small intersection near her off-campus house, an idling car began moving — to Patel’s surprise — and hit her.
Luckily, the fall wasn’t too bad and, amid finals week, Patel nursed a scraped chin. The accident hasn’t led her to change the way she rides. She’s always been careful on roads and when riding around pedestrians, Patel said, though she doesn’t wear a helmet.
But some schools have seen serious student injuries — and even fatalities — from motorized micro-mobility accidents.
[E-scooters] are very vulnerable to irregularities in the roadway and can toss a rider off easily if they’re going too fast.
— David Carlisle, USC Department of Public Safety assistant chief
After a freshman died from falling off his e-skateboard near campus in 2020, Cal Poly San Luis Obispo officials cracked down on most micro-mobility devices on campus, where e-scooters, scooters and skateboards have been prohibited for over a decade. E-bikes and bicycles, however, are allowed.
UC Irvine bans e-scooters from the campus’ inner core, which consists primarily of pedestrian walkways. Bikes, e-bikes and non-motorized scooters, however, are allowed on a road that circles the school’s central park.
Erika Rule, UC Irvine’s sustainable programs manager, said excluding e-scooters, which are commonly ridden on sidewalks, is a matter of “protecting pedestrian safety.”
I can’t use my phone while I’m scootering — my eyes are up. If anything, it’s the people walking that are not looking.
— Anjali Patel, journalism major at USC
The motorized devices come with another safety concern: the chance of starting a fire. Improperly charging e-bikes and e-scooters and using damaged chargers can overload electrical circuits, according to the National Fire Protection Association.
In March and April, Berkeley’s fire department responded to six fires related to mobility devices, including one inside a UC Berkeley dormitory. A charging e-skateboard plugged into a power strip caused an accidental fire in March at Ida Sproul Hall, resulting in damage to the room. The school’s principal mobility planner, David Sorrell, said that despite a campus-wide rule against doing so, students often ride inside buildings and charge their devices indoors.
UC Berkeley currently prohibits rented e-scooters from entering campus, but personal devices are allowed in campus bike lanes.
Disseminating information about safe riding practices has been difficult, Sorrell said, given UC Berkeley’s large student and employee populations. That’s why some at the university are eyeing a ban on micro-mobility in their areas of campus. But Sorrell has pushed back.
“The scooters are a necessity. E-bikes are a necessity,” Sorrell said, adding that high-grade hills on campus make motorized devices the easiest way to get around. “Why would we discriminate against those vehicles?”
Some campuses have struck a balance
Managing congestion, traffic flow, parking availability and student safety is a tall task for colleges deciding on micro-mobility policies.
Laney College in Oakland allows e-scooters on campus, while e-bikes have to be dropped off in designated zones on campus, Public Information Officer Mark Johnson wrote in an email to CalMatters.
Sacramento State redesigned its policy on e-bikes and e-scooters in 2019 and allows personal devices on campus with designated pedestrian-only zones, where campus police watch for violators and ask them to dismount their devices. Storage locations — bike racks and a bike compound — border the zones. A geofence around the campus perimeter deactivates all rented e-scooters and e-bikes.
“Those are high-traffic areas, and those are intended so that we can have a safe environment on campus to facilitate all equitable modes of transportation,” said Dierking of Sac State.
Electric scooters are locked at a bike rack on campus at the UC Davis on Oct. 3, 2023.
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Miguel Gutierrez Jr.
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CalMatters
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Safety concerns arise, Dierking said, when pedestrian-only zones converge with areas allowing wheeled devices. At the start of each school term, the university deploys workers wearing yellow vests to chat about safety with students on mobility devices. It also puts up signage telling road users to slow down at these intersections.
At UC Davis, a fatal student accident involving a non-electric bicycle in May 2022 led university officials to evaluate all micro-mobility policies and safeguards. The university formed working groups and conducted a campus-wide survey about safety and theft.
The working groups heard that motorized micro-mobility devices go too fast and that bikes are often stolen, said Active Modality Manager Jeff Bruchez, who heads the school’s bicycle program. According to the same study, 12% of UC Davis students who rode a bike to school in 2021-22 reported having their bike stolen.
To limit speed and theft, UC Davis introduced a shared e-bike and e-scooter program. UC Davis and the City of Davis launched a partnership with Spin on Sept. 8, making 400 e-bikes and 200 e-scooters available to students while eliminating personal liability for theft and allowing the university to regulate the devices’ maximum speeds, Bruchez said.
“By bringing a shared system onto campus, we can ensure that everyone can operate a device that fits within the ecosystem that we have, specifically that 15-miles-an-hour speed limit,” he said.
A student carries his scooter down the sidewalk at Cal State Long Beach on Oct. 4, 2023.
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Lauren Justice
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CalMatters
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The university is hoping that revving up public education programs — including its “Helmet Hair Don’t Care” campaign that rewards students with free helmets after the completion of an eight-minute online safety course — will help reduce the number of severe collisions involving micro-mobility devices.
Across the UC system, another initiative is underway to incentivize e-bike use.
In December, an agreement UC reached with the United Auto Workers union, which represents postdoctoral workers and academic researchers, gives employees access to an e-bike discount program starting with the fall 2023 term.
The program has “made it possible” for UC San Diego sociology master’s student Beatrice Waterhouse to consider buying an e-bike. Climate demands were a key part of bargaining, she said, so the devices’ low environmental impact interested them.
“We care about the environment and we care about our universities being part of change, trying to fight for a more climate-just California and world,” Waterhouse said.
Gab Chabrán
covers what's happening in food and culture for LAist.
Published September 10, 2026 5:00 AM
A fruit vendor sells on Whittier Boulevard in East L.A.
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Andrew Lopez
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Boyle Heights Beat
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Topline:
A recent AirTalk segment highlights the decades-long debate over street vending in Los Angeles. Despite efforts by the City Council and statewide law, enforcement remains murky at best, even though it's a fixture of Los Angeles culture.
Why now? During a recent debate, Mayor Karen Bass made a series of comments that cast street vending in an unsavory light, prompting an almost immediate backlash from her opponent, Nithya Raman, who has devised her own nine-point plan to address street vending if elected.
Why is it important? Street vendors are as much a part of L.A.'s identity as its restaurants — but the system meant to support them is so broken that only a fraction operate with full legal standing. As this becomes a defining issue in the mayor's race, it's worth knowing the difference between political rhetoric and how the rules actually work on the ground.
Last month, street vending became a flashpoint during one of the recent debates for L.A. mayor when incumbent Karen Bass said, "I do not think that you should have a food vendor in front of a restaurant. Period," drawing a comparison to unhoused encampments.
The remarks set off an almost immediate backlash. Mayoral candidate Nithya Raman, who has her own 9-point plan to support street vendors, said Bass "took a shot" at the street vending community and reiterated her commitment to work toward regulations and legalizing their operations.
Bass's office later eased its stance, saying it had directed the LAPD to stop issuing criminal citations to street vendors — and to dismiss any that had been issued in error.
Street vending remains part of the Los Angeles landscape, and the backlash from the debate brought to light just how confusing its legality can be. To understand how we got here, it helps to start with the basics.
Is street vending legal?
Yes. Since SB 946 in 2018, state law has decriminalized it. That means cities and counties can't criminally cite vendors or ban them from specific zones. They can, however, still enforce health and safety rules — things like sidewalk clearance and ADA access.
So why does it feel unregulated?
On a recent segment forAirTalk, Memo Torres ofL.A. Taco pointed to a stark gap between L.A.'s vending population and its permitted vendors. According to an email from the California Restaurant Association reported byFOX 11, an estimated 50,000 street vendors operate across Los Angeles — yet only 53 hold permits specifically for food sales.
Why so few permits?
Vending requirements largely mirror restaurant-grade standards — large refrigeration units, multi-basin sinks — that don't fit the reality of most vendor setups: flat-top griddles, folding tables, pop-up tents.
That isn't to say there haven't been efforts by the city to address the permitting gap. In 2024, the City Council, with Raman's backing, voted to drop the annual permit fee from $541 to $27.51.
Raman's mayoral campaign has since proposed another potential fix: extending a state permit category — currently used by vendors at farmers markets who share equipment like a communal three-compartment sink — to street vendors, so operators wouldn't need their own restaurant-grade setup to qualify.
What about health and safety?
County health inspectors technically oversee street food vendors, but both industry and vendor advocates agree enforcement is inconsistent — leaving reliable data on violations hard to come by.
Are vendors and restaurants actually enemies?
A 2015 Economic Roundtable study found that businesses located near street vendors were more likely to see job growth than those without nearby vendors.
What’s next
Proposals like Raman's permitting reforms aim to close the gap — but for now, most of L.A.'s vendors remain outside the formal system.
Outside the Melbourne Cricket Ground ahead of the NFL game between the Rams and 49ers. (AP Photo/Asanka Brendon Ratnayake)
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Asanka Brendon Ratnayake
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Associated Press
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Topline:
The longest road trip in NFL history has brought the San Francisco 49ers and the Los Angeles Rams to Australia’s sports capital for a season opener in front of more than 100,000 football-hungry fans packed into the Southern Hemisphere’s largest stadium.
Why it matters: The NFC West rivals are playing Australia’s first NFL game, and the starkly differing ways in which they made this epic journey have attracted almost as much attention as the two star-studded rosters preparing to put on a show.
The backstory: The 49ers have been Down Under for more than a week, adjusting their body clocks and winning over thousands of Aussie fans who appreciate their commitment to the historic moment. The Rams were only scheduled to arrive in Melbourne around dawn Thursday, roughly 28 hours before the Friday morning kickoff that’s necessary to play the game Thursday night in prime time in the U.S. That’s because head coach Sean McVay is convinced they can thwart jet lag and optimize their game readiness by staying home on California time.
What's next: The Rams and 49ers kick off at 5:35 p.m. Thursday night on Netflix.
The longest road trip in NFL history has brought the San Francisco 49ers and the Los Angeles Rams to Australia’s sports capital for a season opener in front of more than 100,000 football-hungry fans packed into the Southern Hemisphere’s largest stadium.
The NFC West rivals are playing Australia’s first NFL game, and the starkly differing ways in which they made this epic journey have attracted almost as much attention as the two star-studded rosters preparing to put on a show.
The 49ers have been Down Under for more than a week, adjusting their body clocks in the traditional manner and winning over thousands of Aussie fans who appreciate their commitment to the historic moment.
The Rams were only scheduled to arrive in Melbourne around dawn Thursday, roughly 28 hours before the Friday morning kickoff that’s necessary to play the game Thursday night in prime time in the U.S. That’s because head coach Sean McVay is convinced they can thwart jet lag and optimize their game readiness by staying home on California time.
Both teams agree this contrast in preparation is not a referendum on the best way to handle a pair of 16-hour flights with a football game in between — even if the rest of the world might see it that way after the final whistle.
Instead, this game is primarily a difficult early test for both the Super Bowl favorite Rams and the talent-laden 49ers, who also intend to be a title challenger. The coaching staffs and veteran players all know each other thoroughly after a decade of competition between Shanahan and McVay, who are both constantly looking for an edge.
“I don’t think there’s any right way to do it,” said defensive end Myles Garrett, who will make his Rams debut in Australia. “They have a plan, and I’m sure they consulted different teams and people to find out a way to combat jet lag and such long travel. We’ve done the same thing. I think we’re both riding our methodologies.”
Garrett will be joined by star cornerback Trent McDuffie and cornerback Jaylen Watson in their debuts with Los Angeles’ revamped defense.
“I’ve never been more excited to be wrong about something,” Shanahan said.
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Frank Stoltze
is a veteran reporter who covers local politics and examines how democracy is and, at times, is not working.
Published September 9, 2026 6:36 PM
The Jail complex in downtown Los Angeles
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Robert Garrova / LAist
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Topline:
The U.S. Department of Justice announced Wednesday that it has opened an investigation into the Men’s Central Jail in downtown Los Angeles, specifically looking into whether L.A. County has failed to provide environmentally safe, humane and habitable conditions for people held there.
The details: The jail has long been plagued by allegations of poor conditions. Monitors from the American Civil Liberties Union have documented problems including overcrowding, severe mold and mildew, and rodent infestations.
The context: The federal investigation is expected to focus on conditions within the facility and not the actions of the county sheriff’s deputies who staff it, according to the Justice Department. The new investigation is separate from a 2015 settlement between the county and federal government, which stemmed from allegations of inadequate mental health care provided at county jails.
What happens next: Investigators will determine whether the county has violated the Eighth Amendment to the U.S. Constitution, which protects against cruel and unusual punishment, and 14th Amendment, which guarantees equal protection under the law.
Reaction: L.A. County Supervisor Kathryn Barger welcomed the investigation, and said she had said for year that the jail was “antiquated, inhumane, and unfit for our workforce and those incarcerated there.”
Jason Wells
manages the daily news product that you hear and read every day.
Published September 9, 2026 5:13 PM
Smoke rises from a brush fire near the Getty Center on Sept. 9, 2026.
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CBS LA
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Topline:
Firefighters appeared to make quick progress against a brush fire the broke out Wednesday near the Getty Center.
What we know so far: As of 5 p.m., evacuation warnings had been issued for zones LFD-0895 and LF-0967, although the LAFD said no structures were immediately threatened as the water-dropping helicopters attacked the fire from above.
Read on ... for more on evacuations and weather conditions.
This story is no longer being actively updated. For the most up-to-date information about the fire you can check:
Firefighters appeared to make quick progress against a brush fire the broke out Wednesday near the Getty Center.
As of 5 p.m., evacuation warnings had been issued for zones LFD-0895 and LF-0967, although the LAFD said no structures were immediately threatened as the water-dropping helicopters attacked the fire from above. Forward progress of the fire was reported stopped shortly after 6 p.m. at a little over 20 acres.
