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.
Based on an analysis of 30 million shared e-scooter trips in the UK between 2020 and 2025, transport research specialist TRL has concluded that serious injuries in the region are extremely rare.
From analysing 30 million Voi shared e-scooter trips between August 2020 and October 2025, TRL noted the recording of 23 serious injuries.
The results come amid an ongoing e-scooter safety debate, which remains a “major question on the minds of policymakers, industry and members of the public since the launch of the shared e-scooter trials in 2020,” shared TRL’s Head of New Mobility, Dr. George Beard, to Zag Daily.
Other micromobility analysis implications
From studying Voi’s UK shared mobility schemes, TRL also concluded that there is a greater risk of injury with e-bikes, and that overall casualty rates are higher than in European countries.
TRL has shared that the risk of injury is 1.5 times higher for electric bikes than for e-scooters.
Overall, casualty figures for both e-bikes and e-scooters in the UK are higher than those of other shared micromobility schemes in Europe, indicating that lessons could be learned from its European neighbours.
The UK is one of the last European countries to enforce permanent e-scooter legislation. Currently, use is only permitted through government-backed trials as private e-scooter use on public roads or pavements is still illegal.
After recent speculation, Ireland’s Minister for Transport has confirmed that new regulations are being drafted for e-bikes and e-scooters in Ireland, with user safety at the forefront.
Ireland’s Minister for Transport, Darragh O’Brien TD has stated that work on the new regulations commenced weeks ago, with the confirmation that helmet wearing, high visibility clothing and lighting will be mandatory. He also said that e-scooter motor power will also be looked at, due to speed limits reportedly not being adhered to in some cases.
The minister confirmed the introduction of new regulations with the following statement:
“In the coming weeks, I will bring forward further draft regulations with regard to e-bikes and e-scooters. But particularly focusing at the safety areas for users.”
Safety concerns for pedestrians and cyclists
The move follows reports about the increasing use of e-scooters posing a risk for older pedestrians.
Age Friendly Ireland’s Chief Officer Catherine McGuigan informed politicians at the Committee on Transport that the risk is due to their speed, lack of sound and inappropriate footpath use.
Further safety concerns have been highlighted, with Cycling Ireland’s CEO James Quilligan reporting that approximately 40% of all serious incidents and road deaths involve pedestrians or cyclists.
“Those who pose the least danger on our roads are paying the highest price,” he said.
The Irish government is considering introducing compulsory helmet use for e-scooter riders as part of a wider review of road safety regulations. The discussions come amid growing e-scooter adoption, with around 4% of adults in Ireland now regular users, and follow the deaths of three riders in e-scooter-related incidents last year.
The Irish media has reported that Taoiseach Micheál Martin, Minister of State for Road Safety Seán Canney and Minister for Transport Darragh O’Brien are expected to meet early this year to discuss strengthening existing rules and improving enforcement. Measures under consideration are expected to include mandatory helmet use and the wearing of high-visibility clothing.
E-scooter safety concerns
Road safety advocates have emphasised the importance of addressing the most serious risks associated with e-scooter use. Margaret Winchcomb, Deputy Executive Director at the Parliamentary Advisory Council for Transport Safety, said: “Basic risk mitigation starts with tackling the worst things which are most likely to happen.”
She added: “Head injuries are common in e-scooter riders and the impact of traumatic brain injury can be devastating. The obvious move for Ireland, which many countries in Europe have already taken, is to mandate the wearing of helmets for everyone riding an e-scooter.”
Operator response to proposed measures
Micromobility operators have responded cautiously to the proposals. Georgia Heathman, Policy Lead for Ireland at Bolt, which launched Ireland’s first shared e-scooter scheme in 2024, said the operator “welcomes” discussions on measures aimed at improving e-scooter safety.
“Safety is a top priority for us and we strongly urge all scooter riders to wear a helmet whenever they ride,” Heathman told Zag Daily. “If helmet use were to become mandatory, we would work closely with local authorities to understand the practical implications and ensure any changes support safe, responsible and accessible micromobility across Ireland.”
Private vs shared e-scooter safety
Heathman noted that the majority of safety incidents involve privately owned e-scooters. While private e-scooters are legal in Ireland and subject to a speed limit of 20 km/h, they can be tampered with to exceed that limit.
On Bolt’s shared e-scooter service, riders are capped at 20 km/h, must be at least 18 years old (compared with a minimum age of 16 for private e-scooters), and all trips are tracked via GPS. The operator also uses in-app reaction tests to address riding under the influence and deploys technology designed to prevent more than one person riding a scooter at a time.
Current legal framework and industry debate
E-scooters have been legal in Ireland since May 2024. Under the current framework, riders are not required to wear helmets or high-visibility clothing, nor are they required to hold a licence, register their vehicle, or pay tax or insurance.
Mandatory helmet use remains a subject of debate within the global shared micromobility industry, balancing safety considerations against concerns about potential impacts on ridership. In the UK, helmet use is not legally required but is strongly recommended, with local authorities participating in e-scooter trials (extended until May 2028), provided that they contribute to policymaking, such as being able to test approaches to helmet policies.
From an industry standpoint, operators often promote helmet use through voluntary measures, including providing free helmets when launching services or offering incentives to riders who choose to wear them.
From its research, The Norwegian Institute of Transport (Transportøkonomisk Institute) has concluded that electric scooter rides replace active modes of transport (walking or cycling) more than rides involving a private motor vehicle or public transport in Europe, though the picture is different in other regions.
The researchers analysed over 100 questionnaire studies from Europe, North America and Oceania which had been previously published. Questions asked of respondents included which mode of transport they would have used if an e-scooter hadn’t have been available, and what changes occurred in trip frequency per mode after starting to use an e-scooter.
The results showed:
More than half of e-scooter trips replaced trips involving active modes of transportation (walking or cycling).
In Europe, 20% of e-scooter trips replaced private motor trips.
In North America and Oceania, the electric scooter replaced the car more often (37%) than public transport (10%).
For explaining differences in replacing active trips by e-scooter, researchers found no clear location-dependent factors. Meanwhile, findings revealed that in cities with extensive metro and tram lines, e-scooter trips replaced active modes of transport less often. Public transport and active transport as a combination is believed to be a stronger competitor to the e-scooter in such cities.
In accordance with new transport regulations, electric scooter rentals in the Czech capital will be banned from January 2026. It has been reported that the regulation has been implemented to bring order to Prague’s historic central area, where residents have long complained about parked scooters and reckless riding there.
The recently announced ban aligns Prague with other European cities that have restricted or banned shared scooters, such as Paris and Madrid, while Finland has limited use to over-15s.
Regulations targeting public safety and urban mobility
The city’s deputy mayor for transport, Zdeněk Hřib, described the move as a measure to tackle a source of frustration for many Prague residents. “We are introducing clear rules that will clear public space from uncontrolled scooter traffic, which was often used in the city centre more as a tourist attraction than a means of transport and caused chaos on and in pedestrian zones.”
Council members approved regulatory changes affecting shared transport, allowing only traditional and electric bicycles to operate under specific parking rules, while excluding shared e-scooters, effectively banning their use in the historic centre. For this decision, Prague officials have also cited the higher accident rates of scooters compared to bikes as they aim to promote safer, more sustainable urban mobility.
In regards to shared bikes, the city’s transport authority will now only contract with shared bicycle and e-bike operators, who must utilise designated parking spaces and pay a monthly fee for access.
Stakeholder perspectives
The ban will be welcome news for Prague residents who have expressed frustration over scooters speeding on pavements and in parks, or being left blocking pedestrian and street areas.
Since the announcement was made, numerous shared scooter operators have expressed their disappointment in the decision, with one commenting that shared e-scooters can work well in cities where operators maintain “constructive dialogue” with authorities.
Focus on sustainable urban transport
The new rules are part of a broader effort to manage the city’s cobblestoned streets, popular tourist areas, and historic center, which attracts over 8 million visitors annually. Officials hope the changes will improve public safety and pedestrian access while encouraging the use of shared bicycles and e-bikes.
Two leading motorsport engineering figures are spearheading the development of the world’s first formal protocol for measuring the stability of e-scooters, following a new funding award in the United Kingdom.
Peter Wright, former Technical Director of Formula One’s Team Lotus, and Steffen Kosuch, former Head of Vehicle Dynamics for the Formula 3000 International Championship, have secured over €137,000 from the FIA Foundation to advance their pioneering research. The funding will allow the pair, working in collaboration with UK transport research specialist TRL, to convert their experimental methods into a standardised Test Protocol.
The 12-month research and development project aims to provide regulators and consumer safety organisations with a robust framework to evaluate e-scooter stability – an area that experts say has, until now, lacked a scientific benchmark.
Measuring instability
Over the past year, Wright and Kosuch have been developing a methodology to quantify what Wright calls “the stability of unstable e-scooters,” a metric absent from current academic and industry research. Their approach focuses on two types of instability. The first is “capsize,” where a scooter travelling below a certain speed topples without rider input. The second involves unstable oscillations, often triggered by road irregularities, that force riders to intervene or risk losing control.
To ensure the scooter itself – not the rider’s corrective actions – is being assessed, Wright and Kosuch devised a process that isolates the vehicle’s behaviour. Drawing inspiration from aeronautics, they adapted techniques used to measure an aircraft’s stability when disturbed from level flight. In their tests, scooters are deliberately destabilised to observe whether they return to balance, diverge further, or enter oscillation.
“The key is the ability to ride it straight and upright at any speed, long enough to apply the disturbance to the e scooter, and then not to crash. At higher speeds, where these oscillations occur, the rider must be able to not touch the steering long enough to take the data, before taking back control.” Wright explained.
From method to protocol
The FIA Foundation’s grant will allow this research to be formalised into a repeatable and reproducible Test Protocol. The protocol will consider a range of design variables – such as wheel size, foot placement, seating, steering dampers, suspension, and even carrying loads like shopping – that may influence stability outcomes.
Testing will be conducted at TRL’s facilities in the UK, with a potential second phase integrating the protocol into wider safety assessments of e-scooter designs and their role in injury prevention.
Dr George Beard, Head of New Mobility at TRL, welcomed the project, noting its potential to inform future regulation: “E-scooter stability is a critical factor for ensuring the safety of riders and other road users. In TRL’s recent work for the UK Department for Transport and the European Commission, we assessed existing methods of testing the stability of e-scooters and recommended that future micromobility regulations incorporate a performance-based approach similar to that used by the German eKFV stability tests.”
With e-scooter adoption growing rapidly across Europe and beyond, the introduction of a standardised stability test could mark a turning point in the sector, offering manufacturers, policymakers, and consumers clearer insight into the safety of these vehicles.