Tag Archive: E-scooter

  1. Swifty Scooters closes down with hopes of a future revival

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    Source: Zag Daily

    British e-scooter manufacturer and LEVA-EU member Swifty Scooters made history in 2023 by developing the UK’s first-ever road-legal private e-scooter.

    However, despite its groundbreaking innovation and industry recognition, the company recently entered liquidation, highlighting the challenges faced by British micromobility start-ups amid uncertain regulatory and economic conditions.

    A legacy of innovation

    Founded in 2010, Swifty Scooters built a reputation for pioneering high-quality, foldable kick scooters for adults. Over the years, the company expanded its product range, culminating in the Swifty GO GT500, a stand-on electric moped classified as a DVSA-approved L1e-B category vehicle. By designing a scooter that met stringent UK road safety and regulatory standards, Swifty circumvented the country’s ongoing ban on private e-scooters, making the GT500 the first legally approved private e-scooter for UK roads.

    This achievement was recognized in 2023 when Swifty received the Best Start-Up Award at the Micromobility America conference. The company was also among four British firms awarded funding from the Advanced Propulsion Centre for the development of zero-emission vehicle technologies.

    Despite its international success—exporting to 56 countries and working with five global distributors—Swifty faced increasing domestic challenges due to the UK’s lack of clear e-scooter legislation. Hopes for new regulations were initially raised in 2022 when the Queen’s Speech indicated plans for a light zero-emission vehicle category. However, by the King’s Speech in 2023, the proposal was absent, leaving Swifty and other UK e-scooter manufacturers in a legal gray area.

    Market setbacks for Swifty’s GT500 Stand-up Moped

    Determined to operate within existing UK regulations, Swifty identified a legal loophole: while mopeds require approval from the Driver and Vehicle Standards Agency (DVSA), they are not required to have a seat. This insight allowed Swifty to create the GT500 Stand-Up Moped, maintaining the accessibility and ease of an e-scooter while complying with insurance and safety regulations.

    The GT500 offered a safe and sustainable transport alternative, with a top speed of 24mph and an operating cost of 0.6p per mile. It also featured one of the safest battery systems available—a UK-made 15Ah Lithium FerroPhosphate (LFP) battery, similar to those used by Tesla, designed to minimize fire risks.

    Despite significant demand—evidenced by a large pre-order waiting list—Swifty’s success was undermined by repeated insurance setbacks. Multiple insurers initially committed to supporting the GT500, only to withdraw later, citing economic uncertainties tied to the UK and US elections. Venture capital firms expressed similar hesitations, advising the company to wait until after the elections before seeking investment.

    These delays disrupted Swifty’s production timeline, prompting customers to request refunds on pre-orders, which severely impacted cash flow. Combined with high interest rates and the lack of government support for micromobility legislation, the financial strain ultimately forced the company into liquidation.

    Regulatory roadblocks in the UK

    Swifty’s downfall underscores broader challenges that UK micromobility startups face. Unlike many European nations that have embraced clear e-scooter regulations, the UK remains one of the last major markets without a permanent legal framework.

    “There’s so much negativity in mainstream media about light electric vehicles, despite research showing this category could make a huge impact in reducing transport emissions. It makes it feel impossible to attract investment and it’s so damaging for a sector which is vital to cutting transport emissions,” Swifty’s co-founder Camilla Iftakhar told Zag Daily.

    While the company initially planned to expand into the US market, launching locally in the UK was seen as a strategic move to attract investment. Swifty had hoped that a successful UK launch would position it as a leading British brand in the green mobility sector.

    A possible future for Swifty

    Despite its closure, Swifty’s legacy remains intact. The company holds valuable intellectual property (IP), trademarks, and design registrations, along with a loyal customer base and established brand recognition.

    “We tried, we gave it our best shot and we have no regrets,” said co-founder Jason Iftakhar. “And we still have hope that Swifty could be the Brompton of scooters in the future. We have this huge opportunity on a plate for investors and partners, and we’re ready to work with them to make it a reality.”

    With all the elements for success in place, Swifty’s innovative approach to road-legal e-scooters could still find a future under new leadership or investment. Whether the UK government moves forward with clearer micromobility regulations could determine whether Swifty—or a successor— brings legal private e-scooters to UK streets.

    The full article about Swifty’s closure can be accessed on Zag Daily.

  2. E-scooter fleet doubles and permits extended in Oslo

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    Source: ZAG Daily

    Oslo plans to increase its shared e-scooter fleet from 8,000 to 16,000 vehicles starting April 1, 2025, with an option to raise the total to 18,000 if needed.

    Oslo City Council has also approved extending operator permits from one to two years, aiming to improve micromobility access in the city’s outskirts, where car ownership is higher, and public transport less accessible.

    These changes are intended to position shared e-scooters as a supplement to public transport, enhancing transit connectivity and reducing car use. The city’s public transport authority, Ruter, played a consultative role in the decision. Øyvind Kragh Kjos, Ruter’s Shared Mobility Product Specialist, highlighted the focus on expanding access in low-density areas and improving links to bus stops.

    The updated regulations adjust fleet distribution across the city, based on its ring road system:

    • Within Ring 2: 4,400 e-scooters (no change).
    • Between Ring 2 and Ring 3: 3,200 e-scooters (an increase of 800).
    • Outside Ring 3: 8,400 e-scooters.

    Fabian Paasche Engesæth, Associate at Oslo-based mobility consulting firm Movability, commented that the move contrasts with more restrictive approaches in cities like Paris and Madrid, emphasising Oslo’s focus on leveraging e-scooters to enhance transit availability. “The cap increase improves the commercial viability for operators while benefiting citizens in underserved areas,” he said.

    Impact on Operators

    Voi, Ryde, and Bolt, the three operators awarded contracts in Oslo, welcomed the new regulations. Christina Moe Gjerde, Voi’s Vice President for Northern Europe, described the changes as a significant opportunity to meet growing demand for sustainable transport. She noted that the longer contract period provides stability for long-term investments, while increased fleet capacity allows better service coverage and stronger integration with public transport.

    Ryde CEO Tobias Balchen praised Oslo’s approach to addressing specific urban transport challenges rather than applying strict caps citywide. He emphasised that the regulations reflect a shift toward recognising micromobility as an integral part of urban transport systems.

    Looking Ahead

    Oslo previously reduced its e-scooter fleet from nearly 20,000 to comply with tighter regulations, prompting some operators to exit the market. The new framework, however, is seen as a “game-changer” by Movability Advisor Morten Askeland, who noted that it enhances Oslo’s attractiveness as a key market for operators. The upcoming tender process is expected to be highly competitive as operators prepare to capitalize on the city’s expanded commercial potential.

  3. Italy takes action against irresponsible e-scooter use after an increase in accidents

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    Source: Reuters

    Italy’s parliament has approved a bill mandating helmet use and insurance for e-scooter riders, while introducing stricter penalties for improper parking as part of a comprehensive update to the highway code. The Senate finalised the law with an 83-47 vote.

    E-scooter usage has grown significantly in Italy, mirroring trends in other European countries. However, this increase has been accompanied by a rise in accidents and complaints from drivers and pedestrians about violations of safety and parking rules. Transport Minister Matteo Salvini, in a social media post, stated, “No more wild scooters,” adding that e-scooters will now require license plates and will be prohibited from cycle lanes, pedestrian areas, and non-urban roads.

    According to national statistics institute ISTAT, road accidents involving e-scooters that resulted in injuries rose to 3,365 in 2023, with 21 fatalities, compared to 2,929 injuries and 16 fatalities in 2022. Other European cities have also imposed restrictions on e-scooter use. In 2023, Paris banned rented electric scooters following an April referendum, while Madrid implemented a similar ban in September 2023.

    Proponents of e-scooters argue they offer a low-cost, zero-emission alternative to public transportation in cities like Rome and Milan, where they are popular with both residents and tourists. Rental companies criticised the new restrictions as excessive. They emphasised that e-scooters are equipped with speed controls and geo-localisation features, which help prevent misuse.

    They have a technology that inhibits certain bad behaviors that are the source of the most serious accidents,” said Andrea Giaretta, Vice President for Southern and Western Europe, Middle East at Dott. Giorgio Cappiello, Head of Institutional Relations in Italy for Bird, another rental company, described the new rules as “completely ideological” and noted that his company reported no fatalities involving their vehicles in 2022 and 2023.

    The updated highway code also introduces harsher penalties for driving under the influence of alcohol or drugs and includes a prison sentence of up to seven years for abandoning animals on the road if it results in accidents. Salvini, who also serves as deputy prime minister and leads the hard-right League party, stated that the revisions were developed after extensive consultations, with the shared aim of reducing road fatalities in Italy.

  4. UK Transport Secretary urges the legalisation of e-scooters on public roads

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    Source: The Telegraph

    UK Transport Secretary Louise Haigh announced the Government’s intention to legalise private e-scooters on public roads, acknowledging the need for regulatory changes.

    Currently, privately owned e-scooters are prohibited on roads and pavements under laws applicable to motorbikes and cars, with exemptions granted only to Government-backed e-scooter rental schemes.

    Need for E-Scooter Legislation

    Ms. Haigh emphasised the urgency of addressing the current regulatory gap, stating that introducing e-scooter legislation is “clearly required.” While confirming there is no parliamentary time or relevant Bill in the current session to address this, she assured that future legislation is planned. “It’s not good enough that it’s been left in this situation for too long,” she added.

    E-scooters, she noted, could play a significant role in an integrated transport strategy, potentially benefiting individuals with reduced mobility. However, she highlighted challenges such as parking, street clutter, and understanding the behavioural impacts of e-scooter usage.

    Previous Legislative Efforts

    Although plans to legalise e-scooters were included in the Queen’s Speech in 2022, they did not progress due to political changes, including the resignation of then-Prime Minister Boris Johnson.

    Safety and Usage Concerns

    Shared-use e-scooters are currently restricted to speeds of 15.5 mph and are available for hire to individuals over 18. However, Department for Transport data from 2022 revealed 12 fatalities, 1,480 injuries, and significant safety concerns for riders, pedestrians, and cyclists.

    Industry Challenges

    Despite trials of rental e-scooter schemes in various UK towns and cities, the industry has faced setbacks. Companies like insurance provider Zego and operator Dott have exited the UK market, citing regulatory uncertainty and challenges posed by unregulated e-bikes. Additionally, some e-scooter providers have collapsed in recent years.

    The Government’s forthcoming legislative efforts aim to address these issues and provide clarity for e-scooter use on public roads.

  5. ETSC publishes report on improving road safety of e-scooters

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    Source: European Transport Safety Council

    The increasing popularity of e-scooters underpins a need for safety measures across Europe

    E-scooters have rapidly emerged as a popular mode of transport since their arrival in Europe. Legalisation for their use followed shortly after, with countries like Belgium, France, and Germany permitting the use of e-scooters in 2019. Today, privately owned e-scooters are allowed in most European countries, with the UK and the Netherlands standing out as notable exceptions.

    However, the surge in e-scooter usage has coincided with an increase in road collisions involving these vehicles. This has raised concerns about potential risks to both riders and other vulnerable road users, such as pedestrians.

    A report published by the European Transport Safety Council (ETSC), Improving the Road Safety of E-scooters, examines the safety implications of this trend in three key parts. The first two sections focus on crash data related to deaths and serious injuries involving motorised micro-mobility devices, a category that includes e-scooters as well as less common vehicles like self-balancing unicycles and Segways.

    The third section delves into measures to mitigate these risks. It explores technical standards for vehicles, road rules, infrastructure, and urban speed limits. The report highlights best practices from across Europe, offering evidence-based recommendations for national governments to improve e-scooter safety.

    The report also calls for urgent action from the European Union to establish unified technical standards for e-scooters. Suggested areas of focus include minimum age requirements, helmet use, regulations on drink-driving, carrying passengers, and riding on pavements. By promoting consistent safety measures, the EU could play a pivotal role in ensuring safer integration of e-scooters into urban transport systems across Europe.

    As e-scooters become an increasingly significant part of urban mobility, such coordinated efforts are essential to protect all road users.

    Download the full report here.

  6. Research reveals that riding an e-scooter is a light-intensity physical activity

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    Source: Journal of Transport & Health

    E-scooters are outpacing cars but fall short of walking for exercise intensity.

    A recent study sheds light on the physical activity benefits of e-scooters, an increasingly popular form of micromobility. Researchers evaluated the metabolic energy expenditure and muscle activation of riding e-scooters compared to walking and driving. The findings suggest that while e-scooters provide light physical activity, they fall short of the moderate physical activity associated with walking.

    Methodology

    The study involved 20 participants aged 21–41 in a controlled crossover experiment. Researchers measured metabolic physical activity in METs (Metabolic Equivalent of Task) during a fixed course and assessed muscle activation during typical maneuvers. MET values, often used to quantify energy expenditure over time, were compared across e-scooter riding, walking, and driving.

    Key findings

    • Energy expenditure: Riding an e-scooter generated an energy expenditure of 2.14 METs, which is classified as light physical activity. This level was significantly higher than driving a car (1.42 METs) but lower than walking (3.12 METs).
    • Muscle activation: E-scooter use resulted in greater muscle activation in the arms and trunk than both driving and walking, with higher engagement across all muscle groups compared to driving.
    • Activity intensity: While driving is sedentary, e-scooters offer a light-intensity alternative, and walking remains a moderate-intensity activity.

    Implications

    The study highlights that e-scooters can contribute to physical activity when replacing sedentary modes of travel like driving. However, replacing walking with e-scooter use could reduce overall transportation-related physical activity. The findings suggest a nuanced approach to integrating e-scooters into urban mobility strategies, balancing convenience and health benefits.

    As cities continue to promote micromobility, the physical activity impacts of e-scooters provide an important consideration for sustainable and health-conscious transportation planning.

  7. ETSC calls for EU to set mandatory safety standards for e-scooters, including 20 km/h maximum speed

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    Source: European Transport Safety Council

    A new report published by the European Transport Safety Council calls for the development of mandatory technical requirements for all e-scooters sold in the European Union to replace the current patchwork of national requirements, and voluntary standards. The standards should include a speed limiter set at 20 km/h as well as stability, minimum braking and maximum acceleration requirements, according to ETSC.

    The researchers recommend that national governments set a minimum age of 16 for e-scooter riders, a requirement for mandatory helmets, as well as a ban on riding after consuming alcohol or drugs or riding with passengers.

    Jenny Carson, co-author of the report said:
    “E-scooters are now an established and popular way of getting around in urban areas in the EU. However, they also come with a degree of risk that needs addressing more effectively than today. With the right combination of a safer urban traffic environment, safer vehicles and safer rider behaviour, we can ensure that the roads are safer for e-scooter riders as well as cyclists and pedestrians.”

    In national data from European countries, the researchers found 119 road deaths in 2022 in collisions involving ‘motorised micro-mobility devices’ – a category of personal light electric vehicle that is dominated by e-scooters but also includes rarer vehicles such as electric unicycles. While this figure was an increase on previous years, that may be due simply to increased numbers of e-scooter riders. The researchers are calling for more data on e-scooter usage to understand better the risk levels, which, according to some previous analyses, are higher than for cycling.

    Many crashes and injuries involving e-scooters only involve the rider, and no other road users. In such cases, police may not be called to the scene, leading to the possibility that the collision is not reported in national data. More needs to be done at national level to link hospital data to police records in order to gain a fuller picture of injury rates.

    Reported e-scooter-related deaths often involve alcohol, with the limited data available showing that between half and two-thirds of those killed had consumed alcohol before riding. Countermeasures against drink-riding should include legal limits with appropriate levels of enforcement. In Finland and Norway, city authorities have required shared e-scooter providers to limit speed at night, or banned shared e-scooters altogether during night hours – measures which resulted in a reduction in injuries.

    30 km/h speed limits in urban areas are one of the main tools cities can use to reduce the risks for e-scooter users in urban areas. Drivers of cars, vans and lorries travelling at 30 km/h or less are much less likely to kill vulnerable road users such as e-scooter riders, pedestrians and cyclists.

    Some existing EU product regulations apply to e-scooters, for example rules covering machinery and batteries, however there is no mandatory single standard for e-scooters covering factors such as stability, maximum speed and braking performance. In the absence of EU regulation, several EU member states, including Germany and Spain, have developed their own national standards for the vehicles. ETSC recommends that the EU develop a single set of mandatory technical requirements, including a mandatory top speed limit of 20 km/h, set at the factory. 11 European countries already require a 20 km/h maximum speed for e-scooters at national level.

    New standards should also require a minimum level of braking performance, a limit on maximum acceleration, front and rear brakes, an audible warning device (such as a bell), as well as front and rear lights, according to ETSC.

    The EU has mandatory safety standards for new cars, vans and lorries which include the fitting of automated emergency braking systems that can help prevent crashes with pedestrians and cyclists. However, such systems are not currently required to recognise e-scooter riders. ETSC says the standard needs to be updated soon, as it takes years for new safety technologies to reach the majority of all vehicles on the road.

    The full report can be downloaded here: www.etsc.eu/pinflash47

    For further information:

    Dudley Curtis, Communications Manager, dc@etsc.eu

  8. Calls for consistency in Australia’s e-scooter landscape

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    Source: ABC News

    The different legal statuses of both private and public e-scooters in Australian states has prompted discussion around standardising the regulations

    Experts have dubbed the rulings for e-scooters across Australia “confusing”, with some states including New South Wales and South Australia seeking to legalise the use of private e-scooters, whereas Melbourne ended a shared e-scooter trial early over safety concerns. Melbourne Lord Mayor Nicholas Reece highlighted concerns about the way they are used in the city, saying, “There are literally more people disobeying the law on e-scooters than there are actually following the rules.”

    ‘Wild West’ of regulations

    Richard Buning, the University of Queensland research lead for micromobility, said, “The e-scooter legislation across the country is all over the place. It is the Wild West. It is an absolute mess. We call them different things. Some places are e-rideables, in Queensland we call them personal mobility devices. We can’t even decide what we want to call them in the first place.” Currently, private e-scooters (personal mobility devices) are legal in Queensland, Tasmania, Victoria, Western Australia and the ACT, but prohibited in New South Wales, the Northern Territory and South Australia. In the states where private e-scooters are legal, different rules are in place for acceleration speed and where they can be ridden.

    Dr. Buning highlighted the advantages for city residents and tourists of e-scooters, saying, “If you are a working professional or a student and you can’t afford a car or public transport doesn’t work for you, they are probably perhaps the easiest solution for you to get there in a sustainable way.” For tourists, they represent a flexible option, he says: “Normally transport is the annoying part of travel and if you’re a tourist and you’re in the city, public transport is typically off the cards for you. Tourists find buses very confusing.”

    Shared e-scooters’ safety

    Narelle Howarth, researcher at the Centre for Accident Research and Road Safety Queensland, views shared-use e-scooters as safer, thanks to their ability to be controlled. “The shared ones are actually the ones that government can most easily regulate because with the shared ones they can’t operate unless they get a permit from the local government.” She did acknowledge that they can present a safety risk for users who are often inexperienced and unlikely to wear helmets – a factor which her research shows is strongly linked to a rider’s understanding and support of the law.

    Regarding private e-scooters, Howarth highlighted their ability to be ridden at high speeds and to be modified, and called for tighter rulings. “The first thing you have to do is to get the regulations and we haven’t done that. We certainly haven’t done that in terms of what can come into the country. Then we need to have settings at the state government level which will relate to how fast and where e-scooters can be used and then we can educate people about what those rules are.”

    Infrastructure improvements for greater harmony

    To enable pedestrians and e-scooters to coexist, Alexa Delbosc of the Monash Institute of Transport Studies says that the infrastructure needs to be in place for e-scooter users and cyclists. Simply removing e-scooters from cities would only reduce the number of urban transport options. She adds, “If you provide safe, separated infrastructure, people use it. The proportion of people riding on the footpath was cut in half in a place where there was a bike lane compared to a street where there was no bike lane. If we want people to be riding bikes or scooters in a safe way, we need to be providing more safe separated infrastructure.”

    Delbosc emphasised that existing regulations need to be enforced more strongly and consistently. “It would pay back in goodwill from the community and from people doing the right thing. If people don’t think they’re going to get caught, they’re just going to keep riding on a footpath, and clearly there wasn’t enough enforcement [in Melbourne].”

  9. Australia set to legalise e-scooters on streets as a part of a plan to reduce city congestion

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    New South Wales is preparing to legalise e-scooter use for commuters in an effort to reduce road congestion.

    Source: Daily Mail

    The “E-micromobility Action plan“, released ahead of a parliamentary inquiry into electric bikes and scooters, aims to establish legal and regulatory guidelines for these devices. Although e-scooters can be purchased legally in New South Wales, using them on public roads is currently prohibited.

    Despite the ban, estimates suggest there are around 459,000 privately owned e-scooters in the state. Shared e-scooter services are also banned, although trials have been approved in select areas, including Albury, Kogarah, Forster-Tuncurry, and Wollongong.

    Transport Minister Jo Haylen supports the plan, which would permit both private and shared e-scooters for commuting to and from rail and Metro stations. Under the proposal, riders must be at least 16 years old, wear helmets, and use bike paths or shared zones. The plan also recommends investments in infrastructure, such as shared paths and parking bays for e-scooters.

    Transport for New South Wales highlighted that the plan “recognises the potential for e-micromobility to be a safe, sustainable and accessible transport option for the people of New South Wales” The department added that e-scooters could provide an efficient “last-mile” solution, connecting people to public transportation.

    Haylen explained that while the focus is on regulating private e-scooters, the government is open to working with councils interested in shared e-scooter initiatives.Haylen expressed that legalising and regulating e-scooters would benefit everyone by alleviating congestion on the state’s roads. She noted, “Allowing people to ride an e-scooter to the shops or nearby train stations will take pressure off our roads and lessen competition for parking,” as reported by the Daily Telegraph. However, she acknowledged that some work remains to strike the right balance.

    According to Ms. Haylen, new regulations are needed for e-scooters and e-bikes due to certain safety concerns highlighted in the report, as the devices are not without controversy. These concerns include speeding, riding on footpaths, operating under the influence, and potential risks to vulnerable pedestrians.

    Between 2020 and 2023, police recorded 124 e-scooter accidents, resulting in three fatalities and 116 injuries, 40 of which were classified as serious.

    Pedestrian Council of Australia CEO Harold Scruby criticised the increase in private e-scooter and e-bike usage as “pure anarchy.” In his submission to the parliamentary inquiry, Scruby warned that these devices could turn footpaths into “hostile” and potentially dangerous areas for pedestrians, stating, “To show such utter contempt for pedestrians and turn footpaths into hostile and potentially lethal environments defies belief.

    The push for e-scooter legalisation in New South Wales follows Melbourne’s recent decision to ban public e-scooter rentals. In August, Melbourne’s Lord Mayor, Nick Reece, introduced an amended motion in a Future Melbourne committee meeting, resulting in the termination of contracts with e-scooter providers Lime and Neuron. However, the ban does not affect private e-scooters, which remain allowed in the central business district and nearby areas such as Carlton and Southbank.

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