By Akanksha Goyal
A new state report recommending helmet requirements, speed-based classifications, equipment standards and a statewide identification system for e-bikes and similar devices could reshape how micromobility is regulated in Marblehead and across Massachusetts.
The recommendations, released by a special state commission tasked with studying. micromobility, aim to address longstanding gaps in state law as e-bikes, electric scooters and other motorized devices have proliferated in recent years.
In Marblehead, where residents and officials have raised concerns about high speeds, young riders and powerful electric bikes operating on narrow streets and sidewalks, the proposed changes could provide a clearer legal framework for enforcement while allowing municipalities to adopt stricter local controls.
State Sen. Brendan Crighton, who represents Marblehead and helped establish the commission, said lawmakers recognized that existing laws had not kept pace with evolving technology.
“[These devices are] becoming more and more popular across the Commonwealth, but when we took a look at it, the state laws really did not cover many of these devices,” Crighton told the Current. “They are largely right now operating without regulations, without guidelines.”
The commission, created in April 2025 through an amendment to an economic development bill, spent the past year reviewing data, consulting with law enforcement, transportation officials, industry representatives and safety advocates, and examining regulatory approaches in other states. Its final report lays out 16 recommendations aimed at improving safety while preserving micromobility as an accessible transportation option.
Speed classifications, helmet rules and age limits proposed
A central component of the report is a new classification system grouping devices by maximum speed. Lower-speed devices — generally those limited to about 20 miles per hour — would face fewer regulatory requirements, while faster devices could be subject to stricter safety standards, helmet requirements and age restrictions.
Crighton said the speed-based framework allows regulations to adapt as technology evolves.
“The technology is only getting better and better and more affordable so we’re just going to continue to see more of these devices appear. The framework we created allows for that flexibility,” Crighton said. “We didn’t specify any specific model or make … but rather focusing on that speed metric, so that when a new device comes on the market, it would still fall into these categories based on speed.”
The report also recommends setting a default speed limit of 20 miles per hour on shared-use paths statewide, though municipalities would retain authority to impose stricter limits.
Dan Shuman, owner of Marblehead Cycle, said the classification system could help address local safety concerns.
“I do think it makes sense to classify by speed,” Shuman said. “That alone should help to slow down some of the people riding bikes and hopefully help to get the kids off the super-fast bikes.”
The commission also proposes expanding helmet requirements — currently required only for riders under 17 — and establishing minimum age limits, potentially restricting higher-speed devices to riders 16 and older.
Equipment standards and battery safety
The commission also recommends establishing new equipment requirements such as functional brakes, front and rear lights, reflectors and audible warning devices designed to improve rider visibility and vehicle safety. Faster devices could face additional requirements such as turn signals and brake lights. It also recommends requiring certified lithium-ion battery systems to reduce fire risk.
Shuman said most e-bikes he sells already meet many of those standards, particularly lighting requirements. He noted that while some bikes include turn signals, their placement makes them difficult for drivers to distinguish, limiting their usefulness.
“As a driver, you can’t really tell that it’s a directional, because they’re just so close together, so I don’t know if that’s going to make a big difference,” he said. “But lights [make] a huge difference and everything I sell has either a headlight and a tail light on it.”
Statewide identification system proposed to aid enforcement
One of the report’s most significant proposals is the creation of a statewide identification system, referred to as “Micro ID,” that would assign devices a visible or scannable identifier allowing law enforcement to determine their classification.
The report also recommends extending Massachusetts Registry of Motor Vehicles registration requirements to certain electric motorcycles.
Shuman said a manufacturer-installed identification system could help enforcement, but requiring riders to register through the RMV could discourage broader adoption.
“If … it’s something the manufacturer puts into the bike in the beginning … that makes sense,” he said. “If they have to go through the Registry of Motor Vehicles, then that’s going to push away a lot of people we want to see on e-bikes.”
He said regulations affecting manufacturing or equipment should allow time for businesses to adjust.
“If shops have already ordered product and then all of a sudden they’re told they can’t sell a certain product, it doesn’t meet the regulations, then they’re stuck with that,” he said.
Crighton said lawmakers are seeking to improve safety without making micromobility inaccessible.
“We weren’t overly punitive or didn’t make requirements too hard to reach,” he said. “There may be some additional burdens that aren’t in place right now, but these are recommendations for us to consider. We want to have a public hearing to get feedback from e-bike users, residents and the industry and certainly as wide a range of stakeholders as possible.”
Local control, education and enforcement
At the Feb. 9 Traffic Safety Advisory Committee meeting, Police Chief Dennis King said the department is reviewing the report and would continue working within state guidance while making local decisions.
“We’ll continue to work with the guidance, and when it comes to specific things as it relates to Marblehead … specific decisions to make, we make it,” King said. “I think it’s moving in the right direction.”
The report emphasizes that municipalities will retain authority to adopt additional restrictions tailored to local conditions.
Beyond equipment and operational rules, the commission recommends expanding public education efforts to improve awareness of micromobility safety requirements and best practices.
Crighton emphasized that regulation alone cannot eliminate risks.
“It is difficult to enforce any of these regulations — law enforcement can’t be everywhere at all times,” Crighton said. “By raising awareness and actually having laws in place, we could help change behavior on these and make it safer.”
The report also calls for additional training for law enforcement officers and improved data collection on micromobility crashes and injuries.
Legislation expected as next step
The commission’s recommendations are not law, but they are expected to guide future legislation.
Crighton said bills implementing some or all of the recommendations are likely to be filed during the current legislative session, with public hearings allowing residents, riders and industry stakeholders to weigh in.
“I just want folks to just stay in touch on this issue and hopefully we’ll have law in place that makes our roads and sidewalks safer, but also accessible for those that use these devices by the end of our legislative session,” Crighton said.
