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The 2024 law, H7713, chief-sponsored by my own Rep. Jennifer Boylan (D-Barrington, E. Providence), defines three classes of electric bikes:
- Class 1: Bicycle equipped with an electric motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the electric bicycle reaches twenty miles per hour (20 mph).
- Class 2: Bicycle equipped with a throttle-actuated electric motor that ceases to provide assistance when the electric bicycle reaches twenty miles per hour (20 mph).
- Class 3: Bicycle equipped with an electric motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the electric bicycle reaches twenty-eight miles per hour (28 mph).
Only class 1 e-bikes are permitted on the East Bay Bike Path, a paved, 14-mile rails-to-trails route that runs near my home, and which I use regularly (2019, 2021). Fully motorized vehicles are not allowed on paths and never have been.
Though the legislation passed in 2024, signs went up just this summer (pictured, above and below, RJ Peltz-Steele CC BY-NC-SA 4.0). Meanwhile, the problem of persons flouting the law has only grown worse.
My experience has been like that of Ethan Hartley, writing for East Bay RI in August:
It couldn’t have been 10 minutes after this author posted up with a camera trying to grab some photos of people enjoying the bike path near Watchemoket Cove—a particularly scenic stretch of the East Bay Bike Path, located in Riverside off Veterans Memorial Parkway—that I heard the far-off sound of sputtering engines coming from far down the path in the direction of Kettle Point.
That was notable, and odd, considering fully motorized vehicles are not allowed on the bike path.
Yet here they rode. Two young men, perched atop what appeared to be miniature dirt bikes. They were respectful enough, riding on the correct (right) side of the road, in a single-file line, and they weren’t going too fast or revving their little illicit engines obnoxiously.
Problems on the East Bay Bike Path, from lack of snow removal to trash dumping to dangerous road crossings, have long been problematic for lack of enforcement. The bike path comes under the jurisdiction of the state Department of Environmental Management (DEM), rather than local police. DEM asserted, credibly to my mind, that it lacks the resources it would need to police the state's bike paths.
I feel like jurisdiction is a problem we should be able to figure out without much fuss. Yet the problem has remained intractable in my 14 years here, apparently despite even a child's death.
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I was horrified at the prospect, I told her. At present, foot traffic stays left, and bikes right. The idea is that the bikes can see facing pedestrians easier than when overtaking, and pedestrians can see oncoming cyclists who might not be paying attention—and jump out of the way.
I've made that jump a few times over the years. Usually it's a youth staring at a cell phone. Once it was a senior who might not have been able to see well in the waning light of dusk.
Now when I am on foot I worry about oncoming bikes, e-bikes and motorbikes, often traveling well in excess of 20 mph. When a racing cyclist passes fast, I don't mind so much, because racers are usually extremely attentive. But why anyone thinks kids or seniors at dusk will be more responsible on an e-bike than they are already on a bicycle, I can't fathom.
So I say kudos to the legislators who enacted the 2024 bill, and who made no changes in 2025. Before we talk about changing anything more, let's address the enforcement problem.
The United Kingdom and Australia have been racked with anxiety recently over the criminal case of an intoxicated British backpacker who crashed a scooter into and killed a father of two in the crowded city center of Perth, Western Australia.
Collisions are inevitable. And I know which side loses when it's pedestrian vs. any motorized vehicle, electric or otherwise, at 20 mph or more.
