Comments Off on Spain tightens rules for e-scooters further
Source:Euro NewsImage source: Maria Lupan, Unsplash
The Spanish government has approved a reform to the country’s General Traffic Regulations which outlines new restrictions around the use of e-scooters and other personal mobility vehicles, including a minimum rider age of 15.
The reforms come as part of a broader road safety package, and follows the introduction of new safety measures introduced in January 2026 which mandated registration and insurance for e-scooters. The road safety package, put forward by the Interior Ministry and the Directorate-General for Traffic (DGT) aims to improve road safety for vulnerable users, including scooter riders, cyclists, motorcyclists and pedestrians.
The introduction of a minimum rider age is new to Spanish regulations. Other stipulations are compulsory helmet use nationwide, and the use of lights in poor visibility and at night, with reflective clothing or accessories also being mandatory. Violations may result in fines of €200.
Beyond e-scooters, the reform introduces new rules for motorcyclists, who will now have to wear protective gloves and closed footwear, while rules on overtaking cyclists are being tightened; drivers will be required to slow down and maintain a safe lateral distance.
The new regulations for e-scooters will come into force on 1 October, 2026.
The Journal of Cycling and Micromobility Research has recently published a longitudinal study that examined the frequency and characteristics of e-scooter ownership types over 12 months, focusing on whether riding experience improved behaviour or safety among Australian riders.
With the increasing popularity of scooters globally, there have also come some reports of crashes and injuries, with studies indicating rider inexperience as being a key cause, however there has been a lack of longitudinal research on whether rider behaviours change, or if safety improves with experience.
This study aims to address this gap by examining how riding frequency and trip characteristics change with experience for Australian shared and private e-scooter riders over 12 months.
For changes of use, the following barriers and characteristics were identified:
Barriers – physical effort, costs, availability
Sociodemographic characteristics – e-scooter ownership and education
Owners and post-school qualification holders were less likely to report a decrease in riding frequency. Notably, perceived costs were linked to increased usage.
In terms of trip length, private e-scooter riders tended to have a shorter duration, decreased multi-modal combinations and fewer substitutions, while that of shared e-scooter users remain approximately the same on a broad scale.
The study suggests that riding experience over one year doesn’t systematically change rider characteristics, indicating that safety benefits from experience are more likely to come from improvements in the capabilities of riders (such as handling, knowledge of rules and hazard anticipation), rather than large characteristic changes.
Study implications
The results indicate that different policies for maintaining or increasing e-scooter use are required. It is recommended that policymakers should provide help to those who do not own scooters that have limited experience by improving shared-fleet availability, affordability, as well as programs or restrictions to aid skill development. They should also prioritise protective infrastructure and amenities at the end of trips for owners to decrease exposure-related risk.
After introducing rental scooters in 2020, the Italian city has now banned their use, although privately-owned models are still allowed.
Effective from April 1st 2026, electric scooter rental services are no longer allowed in Florence, with the city’s government justifying the ban as being based on security concerns. Users who own e-scooters privately are still permitted to use them.
Mayor Sara Funaro has explained that ensuring rule compliance was difficult, citing issues including: driving against the flow of traffic, e-scooters being used by two people at once, illegal parking, and failure to wear a helmet.
Experts have indicated that Florence’s ban is not a simultaneous consequence of national legislation, but rather a local decision.
Since the ban was announced, some shared e-scooter operators have withdrawn their vehicles, while others are trying to retain their offering in the city with alternative models, for example, long-term rentals or private services.
It has been noted that keeping scooters on Florence’s streets may result in penalties such as fines or impoundment by the local police.
Eindhoven University of Technology’s survey of 1,000 employed adults has revealed that when new job or relocation opportunities arise, more potential opens up for evaluating and switching commuting travel modes to LEVs such as e-bikes and e-scooters, especially for short distances.
Researcher Valeria Caiati from Eindhoven University of Technology (TUE) said that reconsideration of commuting options can be influenced by lifestyle changes of relocation or a new job.
“People hold very tightly to their habits, as our research shows. Moving or starting a new job disrupts the routine. That makes it a good time to interest people in alternative travel habits.”
Surveyed Dutch adults were asked about how they would commute to work from two potential scenarios:
If they retained their current home and job
Or if they relocated and changed employment
The options listed for both scenarios are: car, public transportation, walking, bicycle, e-bike or e-scooter, or an electric micro-car.
Respondents were also asked if they would consider buying a light electric vehicle (LEV), such as an e-bike or a microcar, and how much they would be prepared to pay for it.
A new routine can encourage change in travel habits
The study emphasises that people stick to their travel habits unless there’s an opportunity to change, such as a relocation or a job offer, which impacts commuting routines, with travel time and distance being the most influential factors in evaluating transport mode preferences.
For short distances, Walking, cycling, e-bikes, and e-scooters are favoured more.
For medium distances, the car is the preferred commuting option.
For longer distances, commuters prefer to take the train.
Two- vs four-wheelers
Transport modes with two wheels, such as electric bikes and scooters, are viewed as relatively popular. From the survey responses, the researchers concluded that they are often viewed as an improved version of the standard non-electric bicycle in the Netherlands, with respondents willing to pay approximately €1,000-2,000.
Meanwhile, there was found to be more hesitance to four-wheeled vehicles such as the microcar, with respondents being more reluctant to buy one, with them viewing it more as a small car, than as a comfortable e-bike. For those purchasing a microcar, they accept its highly perceived price, which typically costs €10,000.
Policy timing
The survey reveals this as a key factor, implying that municipalities could inform new residents about various transportation options to increase awareness about available commuting options in the area.
Caiaiti explains: “Municipalities could send new residents a welcome package containing information on available local travel options and which option is most suitable for each commute. Employers could also play a role in this.”
Parking and commuting
The study implies that the impact of paid parking can present opportunities for residents if municipalities and politicians communicate the benefits of giving up their parking spaces, such as initiatives that would help them live an easier and healthier lifestyle, for example.
Caiati emphasises: ‘If you connect parking with, for example, more greenery, healthy living, and safe bike paths, more understanding and support will be generated. In co-creation with residents, it can then be examined which alternative modes of transport are attractive. Small pilots could be part of this. This makes it easier to investigate, together with residents, whether electric vehicles can be used for commuting.’
From 16 May 2026, owners of e-scooters operating in Italy without a number plate, and those not having the required insurance from 16 July 2026, will be fined between €100 and €400.
Insurance policies can be taken out and identification plates made by adults and by teenagers over 14, with under-18s needing a parent or guardian to submit an application on their behalf. The insurance policy must provide cover for third-party liabilities incurred during scooter operation, such as injuries to pedestrians and cyclists, or damage to other vehicles.
The Italian transport ministry emphasises that users must be careful in checking the clauses of insurance policies to ensure appropriate coverage:
“If the scooter is shared by multiple family members, such as parents and adult children, it’s worth considering whether the third-party liability insurance policy includes a clause covering all drivers or just the registered owner. In the latter case, an accident caused by a family member not listed in the policy may not be covered.”
Licence plates
Transport minister Matteo Salvini recently visited the Puglia production plant of the Istituto Poligrafico e Zecca dello Stato (IPZS), which is producing the new e-scooter identification plates.
They will reportedly come with an adhesive plastic backing made from high-resistance materials and anti-counterfeiting technology, with a unique alphanumeric code and a seal of the Italian Republic.
How the new regulations will assist with law enforcement
Once in operation, the system will enable law enforcement to do real-time cross-checking between the e-scooter’s identification plate and the owner’s insurance cover.
Cyprus is placing new restrictions on the use of electric scooters, with the country’s parliament approving the raising of the minimum rider age from 14 to 17, aligning with the age threshold for obtaining a learner driver permit.
In addition to raising the minimum age, the parliament also introduced requirements for electric scooters to meet European safety standards, with proper certification markings. Police will have the authority to confiscate scooters temporarily in the case of users violating regulations.
The move comes in response to increasing numbers of accidents involving young e-scooter riders, and stops short of a more restrictive proposal for a complete ban of scooters in public spaces. The supporters of stricter regulation acknowledged that risks are present, but highlighted that e-scooters are a relatively affordable and green alternative to private cars. They argued that the key issue is not the devices themselves, but the lack of suitable infrastructure, clear rules, and consistent enforcement.
A Transport Ministry representative spoke at the Parliamentary Transport Committee, stating that the European Transport Council recommends 16 as the appropriate age, but does not raise an objection to the limit of 17.
The committee also discussed e-bikes, with MP Fotini Tsiridou concerned that younger would-be riders would opt for these instead of e-scooters. The Transport Ministry representative emphasised that devices sometimes referred to as e-bikes but which reach speeds above 25 km/h are “entirely illegal” and “should be seized and withdrawn from the market”. He added that a separate bill to address the regulatory gaps around such devices is being prepared.
Figures published by the German Federal Statistical Office, Destatis, have revealed that private ownership of electric scooters and bikes in Germany is soaring. 2.9% of households own at least one e-scooter, and numbers of e-bikes not requiring a licence reached 12.2 million in 2023.
The private ownership of electric micromobility devices can be assessed in comparison to the increasing popularity of shared-use schemes for urban travel and last-mile connectivity, with access to shared-use vehicles being subject to shifting policy and regulations.
Germany is seeing strong growth towards electric mobility of all kinds, and it has been reported that there are now in total over 17 million e-bikes on the country’s roads – a marked contrast to its approximately 2 million electric cars.
Figures show that there is at least one standard e-bike (excluding speed pedelecs) in every fifth German household, at 20.6%. This is in contrast to figures for 2018, where 3.8 million e-bikes represented only 7% of households. Ownership of any type of bike is high in the country, with 78.4% of households containing a total of 74.9 million bicycles in 2023.
The latest data from Transport for London (TfL) has reported that from September 2024 to September 2025, there has been a 54% increase in total trips, increasing from 1.3 million to over 2 million.
This news comes as TfL opens a Phase three tender of the trial for the English capital, which is expected to start in September 2026 and operate for an initial 24 months, with the potential to run up to September 2032.
Shared e-scooter trips in London
From its data collection, TfL has revealed that the shared micromobility mode is being increasingly incorporated into London’s transportation network in facilitating first- and last mile connectivity. This coincides with operators Lime and Voi also reporting a large growth in trips with strong safety performance.
Since it was first implemented four years ago, the trial has increased substantially, with rental electric scooters being available at over 1,600 designated parking bays in 11 participating London boroughs.
From 2024 to 2025, the surge in e-scooter adoption is evident in London with total trips increasing from 1.3 million to over 2 million, an increase of 54% over one year. On average, daily usage increased from 1 to 1.5 trips per vehicle, which during the summer months peaked at two trips per vehicle.
The shared e-scooter operators have also highlighted great success in their accessibility schemes for lower income and disabled residents, with over 3,000 sign-ups.
High compliance and safe e-scooter usage
The most recent data revealed that 95% of shared e-scooter trips ended in designated parking bays, showing effective use management with minimal street clutter. Furthermore, with 20% of parking bays being in areas which have fewer public transportation areas, the role of e-scooters in supporting London’s transport network is evident.
In terms of safety, serious injuries had been reported in 0.0007% of trips, with a recording of zero fatalities. Operators have hosted over 200 events on safety awareness since the trial began, in alignment with London’s Vision Zero target to eliminate all deaths and serious injuries on London’s roads by 2041.
Phase Three of London’s e-scooter trials
TfL has begun its tender process for selecting up to two operators for the trial’s next phase, where it will assess operator applicants on their capabilities to ensure strict safety and operational standards.
TfL’s e-scooter trial lead, Helen Sharp said: “London’s e-scooter trial is proving how micromobility can be regulated in a way that works for all and with the latest data showing a 54% increase in trips, it’s encouraging to see even more people enjoying the benefits of the scheme. The next phase of the trial, delivered in partnership with London Councils, participating boroughs and operators, will continue to build on this success and play a crucial role in informing future legislation and policy on this innovative mode of transport.”
Clarity of UK e-scooter regulations
Meanwhile, although it has become increasingly popular in London, shared e-scooters there, and in other regions in the UK are only authorised through trials, not as permanent forms of mobility.
Last summer, the UK government extended e-scooter trials to 2028, leading operators and parliamentarians to become increasingly frustrated with its failure to authorise permanent e-scooter legislation.
TfL and the Mayor of London welcome the English Devolution Bill, which, if approved, would encourage cities to license and regulate shared micromobility, such as electric scooters, subject to future legalisation.
The UK government has also implied that it aims to establish a new Low-Speed Emission Vehicle regulatory category, which will include e-scooters, however no timeframe has been set.
With support from the city’s mayor, the Local Police of Catania have begun testing the LEVA-EU member’s electric scooters as part of a pilot project aimed at modernising urban patrol operations.
The initiative explores how micromobility can support public services by enabling officers to patrol more efficiently, particularly in pedestrian zones, historic districts and restricted-traffic areas.
By integrating lightweight electric vehicles into daily operations, the police aim to enhance their presence across the city while improving response times, especially in areas which are difficult to access with traditional patrol vehicles.
Lime has stated that its scooters allow police officers to move quickly and discreetly while producing minimal emissions, supporting both operational effectiveness and environmental sustainability.
The project is a demonstration of collaboration between the public and private sectors in showing how emerging mobility technologies can contribute to urban management and public safety.