Cedric E. Stephens | Silent road hazards – why we need micro-mobility rules now

Jamaica’s transportation landscape is quietly undergoing an important shift. Driven by lower import duties and rising fuel costs, electric scooters, e-bikes, and high-powered personal transport devices are quietly multiplying on public roads. Yet, while the Government has moved swiftly on fiscal policy to encourage green mobility, the regulatory and safety framework remains dangerously vacant.

Left unchecked, this regulatory void will inevitably produce high-speed urban collisions, uncompensated third-party injuries, and increased trauma loads on public healthcare facilities. This will add to the erosion of resilience and the wasting of resources that otherwise would be used for upgrading a clinic or hospital, or repairing a school.

To prevent micro-mobility from becoming a public safety crisis, policymakers must enact a comprehensive framework tailored to the realities of Jamaican roadways. Below are five foundational policy recommendations.

Establish a legal classification framework based on speed and power

Jamaica’s Road Traffic Act must be updated to clearly distinguish between low-speed assist devices and high-powered motor vehicles.

Class 1 (low-speed assist): E-bikes and e-scooters capped at a maximum motor output of 250W and a top speed of 25 km/h (15.5 mph). These should be treated similarly to traditional pedal bicycles.

Class 2 (medium-performance): Devices capable of speeds up to 40 km/h (25 mph). These should require basic registration, a minimum operator age of 16, and mandatory helmet use.

Class 3 (high-performance electric vehicles): Any stand-up scooter or electric two-wheeler capable of exceeding 40 km/h (such as high-end dual-motor models) should be legally categorised as a motorcycle. They must require a valid driver’s licence, vehicle registration, and type-approval before being granted road access.

Mandate Compulsory third-party liability insurance

The human and financial toll of micro-mobility crashes often falls on innocent third parties – pedestrians and standard cyclists, who suffer severe injuries with no mechanism for financial recovery.

Following the precedent set by the Cayman Islands and jurisdictions across Europe, all Class 2 and Class 3 micro-mobility devices operated on public roads should require mandatory third-party Liability insurance.

For privately owned devices, proof of coverage should be displayed via an annual digital sticker or registration plate.

For commercial fleet operators (such as delivery services or future rental schemes), operators must carry blanket commercial liability insurance covering both the rider and third-party damages as a condition of their transport licence.

Implement strict equipment, age, and helmet regulations.

Mechanical failure and vulnerable rider profile significantly increase crash severity. Policy must set baseline standards for both equipment and riders:

Equipment safety standards: All devices sold or imported into Jamaica must meet recognised safety certifications regarding lithium-ion battery stability (to mitigate thermal runaway risks), dual braking systems, front/rear lighting, and retro-reflective side markings.

Universal helmet mandate: Helmets should be compulsory for all e-scooter and e-bike operators regardless of age, given the extraordinarily high incidence of traumatic brain injuries associated with low-wheelbase crashes.

Age restrictions: Establish a minimum age of 16 for operating any motorised micro-mobility device on public roadways.

Define spatial rules and sidewalk protections.

A primary source of friction in urban centres like Kingston and Montego Bay is mixed-use conflict. Clear spatial boundaries must be codified:

Sidewalk ban: Motorised micro-mobility devices must be strictly prohibited on footpaths and sidewalks to protect pedestrians and vulnerable populations.

Roadway access: Low-speed devices (Class 1 and 2) should be restricted to designated bicycle lanes or roadways with posted speed limits of 50 km/h or lower. They should be explicitly banned from high-speed corridors (e.g., North Coast Highway, Highway 2000) unless physically separated infrastructure exists.

Geofencing for commercial fleets: Any commercial e-scooter operator granted a licence to operate in Jamaica must integrate GPS-based geofencing to automatically limit speeds in congested pedestrian areas and prevent device operation outside approved zones.

Custom inspection framework & enforcement mechanisms.

Policy without enforcement quickly devolves into mere suggestion. The Transport Authority and the Public Safety and Traffic Enforcement Branch require direct operational tools:

Import control & customs inspection: Jamaica Customs should enforce speed-governor requirements at the port of entry. Devices capable of unrestricted high speeds that lack proper safety certification should be flagged before market distribution.

Graduated penalty matrix: Establish meaningful fines for regulatory breaches, including riding without insurance, operating on prohibited roadways, carrying unauthorised passengers, and failing to wear protective headgear.

Public awareness campaigns: The Road Safety Unit must deploy targeted educational initiatives explaining device limits, proper road etiquette, and the legal consequences of non-compliance.

Conclusion

Micro-mobility holds genuine promise for reducing urban congestion, cutting carbon emissions, and providing affordable transit options for Jamaicans. However, sustainable adoption cannot occur in a regulatory vacuum. By proactively establishing clear device classifications, mandatory insurance requirements, and strict operational boundaries today, Jamaican authorities can harness the benefits of green transportation while safeguarding public life on the nation’s roads.

Policymakers in our transportation bureaucracy can walk and chew gum at the same time. May I suggest that if they decide to close the regulatory vacuum in the way that is previously suggested, they should increase the limits under the Motor Vehicles Insurance (Third-Party) Risks Act. They are scandalously low, as the relatives of the persons who were killed and injured in last week’s horrific crash in Falmouth will soon find out.

If you require assistance with risk management or insurance issues, Cedric E. Stephens offers free counsel and advice. To obtain information and counsel, please write to The Business Editor at business@gleanerjm.com or contact Mr Stephens directly at aegisja@gmail.com. Letters and e-mails will be edited for clarity and length.