Tag Archive: E-SCOOTERS

  1. The evolution of shared e-scooter systems in Europe – a case study

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    Source: Urban Mobility Observatory

    The EU Urban Mobility Observatory has published a case study exploring four European capital cities’ approaches to managing shared e-scooters, and balancing the benefits of flexible, green urban mobility options with the challenges of safety, parking and public space management.

    In light of the rapid expansion of shared e-scooter schemes in European cities over the last five years, the study compares the experiences of Paris, Berlin, Stockholm and Brussels in introducing and managing such schemes, and highlights five key themes which are common to all four cities studied:

    • A need for clear national regulation
    • Consistent enforcement
    • Proper management of parking solutions
    • Optimised integration with public transport
    • Equity and safety are priorities

    The study authors highlight that the four cities represent a broad spectrum of governance approaches, from highly restrictive to more open, and provide a demonstration of how different regulatory choices can shape how shared e-scooter systems are integrated into a city’s urban mobility landscape.

    Paris – a restrictive approach

    The French capital experienced several years of rising cases of accidents, street clutter due to poor parking, and frustration among its citizens towards the shared e-scooter schemes that had been introduced. A referendum in 2023 led to a total ban on shared e-scooters in the city. Following the ban, demand for shared bicycles has increased, indicating a continued need for the flexibility of micromobility options. The city is now focusing on the management of remaining micromobility services with designated parking zones and stronger enforcement, backed up by public space occupation agreements.

    Private e-scooter ownership in France remains among Europe’s highest, indicating their popularity as personal mobility devices. Private e-scooters’ prevalence in French cities reinforce the need for effective management of public space and enforcement tools which go beyond regulations for shared mobility scheme operators.

    Berlin – structured integration

    Berlin is attempting to implement a structured integration of shared e-scooters, though is somewhat hampered by the lack of a strong national regulatory framework which limits its enforcement powers.

    The city is developing a sharing strategy designed for longevity, with the creation of a network of dedicated parking stations, and measures which include geofencing, requirements for precise tracking technology, and operator cooperation. Data-sharing agreements with operators, and integration with the city’s mobility platform Jelbi, have helped support multimodal journeys.

    Stockholm – structured integration

    Sweden’s capital has created a comprehensive operational framework for shared e-scooters, clearly outlining operators’ responsibilities and providing greater predictability for the city’s authorities. The framework consists of:

    • A bi-annual permit system
    • A citywide fleet cap of 12,000 e-scooters
    • Clearly defined parking rules, plus a relocation fee mechanism in the case of incorrectly parked scooters

    The study states that these measures have improved the oversight of shared e-scooters and supported their integration into the city’s active mobility strategy, though there remains a persistent problem with parking violations. It is also noted that, as with the case of Berlin, the lack of national regulation poses some constraints on the city’s ability to handle the shared e-scooter offering effectively.

    Brussels – a region-wide and data-driven approach

    Under Brussels’ Good Move mobility plan, the regional authorities have established a strong micromobility framework which is effective across multiple municipalities. Measures include mandatory parking zones, a unified data framework, and coordinated rules; these aim to enhance public space management, and guide the behaviour of shared scheme operators.

    The framework is reliant on data provided by shared scheme operators, which constitutes a significant limitation.

    Summary of challenges, benefits and transferability

    Key challenges include:

    • Parking compliance and enforcement
    • A lack of clear or comprehensive national regulatory frameworks

    Benefits include:

    • A large share of trips provide a commuting solution
    • Connections and integration with public transport networks and systems enable smooth multimodal travel
    • A major contributor to the drive towards decarbonised travel, first- and last-mile access and sustainable urban mobility

    The diverse range of experiences of these cities can provide practical lessons and governance models for other cities considering introducing shared e-scooter services, or refining systems already in place.

  2. Significant changes to Spain’s e-scooter rules

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    Source: Euro Weekly News, Guide to Canary Islands

    From January 2, 2026, owners of e-scooters in Spain will be subject to fresh rules outlined by the country’s traffic authority, the Dirección General de Tráfico (DGT). The rules on personal mobility vehicles (PMVs), which include e-scooters, mandate registration and rider insurance, control who can manufacture and sell them, and dictate which models are allowed on public roads.

    The changes align e-scooters more closely to cars and motorbikes, and are reported to make it easier for authorities to identify responsibility in the event of accidents or misuse, or in the distribution of fines.

    Registration and insurance

    PMV owners must ensure that their vehicle:

    • Is registered with the DGT to qualify for legal circulation
    • Have an official circulation certificate, confirming that the vehicle meets all technical standards
    • Display a visible identification tag or licence plate which is linked to the National Vehicle Register

    The registration information will include key data about the owner’s identity and compulsory insurance details, and the vehicle’s manufacturer, brand, model and certification laboratory details. The certification process will involve testing in DGT-authorised laboratories; after approval, manufacturers will be allowed to register the specific model and display a “DGT certified” label.

    Ownership changes will also now be recorded, in the same way as for cars and motorbikes.

    Rider rules

    • Civil liability insurance must be in place
    • Helmet use is compulsory
    • Reflective vests must be worn
    • E-scooters can only be ridden by one person – no passengers are allowed
    • A speed of 25 km/h must not be exceeded, and any lower speed limit restrictions must be observed
    • The use of headphones and mobile phones while riding is prohibited

  3. E-scooters are helping Nordic countries cut car trips

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    Source: Zag Daily

    A survey regarding shared-use e-scooters in Finland, Norway and Sweden has revealed that their use has enabled riders to seriously reconsider car ownership, and that e-scooters are consistently used in scenarios more conventionally associated with private cars.

    The survey, undertaken by micromobility operator Ryde, collected feedback from over 28,000 users in 55 cities. Almost 44% of respondents use e-scooters for commuting, and 51% for shopping, visiting friends and leisure. It is also noted that e-scooter use is evening out throughout the different seasons – usage continues unless there is ice or snow, demonstrating that they are becoming a key transport mode of choice for short urban trips.

    Thousands of riders are reporting daily e-scooter habits, rather than occasional use – revealing a clear shift towards micromobility in the region.

    Complementing public transport

    60% of survey respondents combine e-scooters with public transport on a weekly or daily basis, indicating that the two transport modes are in symbiosis rather than competition. Ryde CEO Tobias Balchen points out that partnership with public transport operators, including features such as integration into transport apps such as Ruter in Akershus, Norway, help to dovetail transport modes and make switching seamless – making it more feasible for the car to be discarded for everyday transport.

    The survey results show that 33% of users say that access to e-scooters has made them rethink owning a car, with 5.6% having already sold one. Balchen says, “Micromobility does not replace every car trip but it reduces the need for second cars and makes short urban journeys faster and more convenient without a private vehicle.”

    Managing parking compliance

    The survey shows over 95% compliance with parking regulations, in contrast to one of the shared mobility sector’s most-voiced criticisms. This is thanks to a combination of technology and enforcement, says Balchen, with the company requiring users to upload an end‑trip photo of parked scooters, and the operator enforcing fines when necessary, and maintaining clearly defined parking zones.

  4. Türkiye tightens shared e-scooter rules

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    Source: Hürriyet Daily News, Daily Sabah

    Türkiye has introduced a new regulatory framework governing the deployment and operation of shared electric scooters, with the updates to existing regulations outlined in the Official Gazette, a journal which publishes new legislation and other official announcements. Geo-fencing, data-tracking and speed restrictions are all included in the updated regulations.

    Software-based controls will be used to implement geo-fencing, restricting e-scooters from entering specific areas, or limiting the actions which riders can take within certain zones. Riders will receive audible alerts when approaching restricted areas, and scooters will be automatically slowed to 6 km/h. The Transport Minister, Abdulkadir Uraloğlu, has stated that the rules on speed limits and restricted zones are mandatory, and will be enforced in collaboration with local traffic authorities.

    Fleet operators now need to ensure the recording of data on each scooter: serial, plate and ID numbers, and real-time location data will be logged in the national digital tracking and data-sharing platform U-Net. While in use, scooters will transmit location once every three minutes, and parked scooters once every ten minutes. Movement of a scooter outside of active use will be reported immediately, and fleet operators will report monthly on accident and complaints to U-Net.

    The operating conditions for e-scooter companies have been outlined. Permits will be valid for two years, and one-year extensions are available, upon fee payment, if no new permit applications are filed. Authorised quotas will be set for each district, in which operators must maintain at least 70% from March-October and 40% from November-February, and may not exceed 130%.

    Operators must provide a 24/7 call center, or an equivalent mobile app. The apps must display scooter locations, battery level, estimated range, restricted zone information, real-time pricing, and carbon-footprint comparison information.

    A requirement due to come into force on July 1, 2026, is that 30% of fleets must be manufactured in Türkiye.

  5. Further e-scooter restrictions to be imposed by French towns

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    Source: Connexion France

    The UNESCO World Heritage town of Albi in France is considering tightening its rules on the use of e-scooters, with police to be given greater powers to intervene, as residents raise concerns over dangerous and anti-social behaviour by riders.

    If the restrictions go ahead, Albi would join French cities such as Paris and Carcassonne which have implemented stronger local controls on the use of e-scooters. A set of restrictions has been established at a national level, including the prohibition on riding on pavements unless expressly permitted by local authorities. Albi residents have made complaints about riders continuing to travel on pavements; mayor Stéphanie Guiraud-Chaumeil is considering issuing a decree, stating to local media, “There’s a problem with scooters, it’s a real issue.” The decree, if introduced, would go further than the ‘Street Charter’, which was issued in January 2025, outlining best practice, and would provide police with the power to intervene.

    The French national picture

    Data released in 2024 by the French Agency for Ecological Transition, ADEME, shows that there are 2.5 million users of e-scooters in France, both privately owned and for shared use. They are widely used for commuting, and to link to public transport.

    With this increased uptake, accidents involving e-scooters are a cause for concern at a national level. The road safety authority, Sécurité routière, has recorded 900 serious injuries involving e-scooters during the 12 months to June 2025 – an increase of 28%. It noted that “numerous preventative actions are being carried out by prefectures” in an effort to address the problem.

    National regulations for e-scooter use were introduced in 2020, including mandates that e-scooters must be equipped with front and rear lights, reflectors, a braking system and an audible warning device such as a horn. Since 2023, the minimum rider age is 14.

  6. LEVA-EU Urges Belgian Authorities to Focus on Market Surveillance Instead of Creating Yet Another National Technical Framework for E-Scooters

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    LEVA-EU warns that Belgium risks undermining sustainable mobility as well as both innovation and legal certainty by considering new national technical requirements and even a national technical framework for e-scooters. The proposals result from an alleged alarming increase in accidents involving e-scooters.

    Discussions in the Federal Parliament’s Mobility Committee and statements by Federal Minister of Mobility Jean-Luc Crucke have suggested the introduction of helmets, yellow vests, number plates, insurance obligations, along with national technical requirements — even up to the possible development of a Belgian approval framework for e-scooters.

    LEVA-EU cautions that any national technical requirements would duplicate existing EU law, fragment the internal market, and penalise compliant users and manufacturers instead of tackling one of the real issues first — the sale of illegal, non-conforming vehicles resulting from insufficient market surveillance.

    LEVA-EU underlines that the lack of market surveillance is also at the root of problems with electric bicycles, particularly those referred to as “fat bikes.” The term “fat bike” has no legal basis. Legally compliant fat bikes are simply electric bicycles with pedal assistance up to 25 km/h and a maximum continuous rated power of 250 W.

    “A complete European technical framework for both e-scooters and electric bikes (including fat bikes) already exists. The problem is not a lack of rules — it is a lack of enforcement,” said Annick Roetynck, Managing Director of LEVA-EU. “Illegal and unsafe vehicles can already be easily identified and should be removed through effective surveillance. Meanwhile, further research should be conducted into other possible causes of accidents such as infrastructure, rider behaviour, and conflicts with other road users. Taking measures before such research has been carried out amounts to putting the cart before the horse”

    The proposal to impose compulsory insurance and number plates on electric bicycles used for rental or professional purposes is, in LEVA-EU’s view, unnecessary, discriminatory, and unworkable. It is practically impossible to distinguish consistently between professional and private use. More importantly, the purpose of such a measure, how it would be enforced, and at what cost, remains unclear. Rather than introducing confusing and unenforceable new obligations, efforts should focus on better implementation of existing EU rules and on effective market surveillance to ensure that only compliant vehicles are sold and used.

    Recent research into Belgian road users’ knowledge of the rules governing e-scooters has shown a significant lack of understanding. Many users are unaware of even the basic regulations regarding where, how and by who e-scooters may be used. Moreover, most users do not know the legal technical requirements for e-scooters. As a result, they are unable to distinguish between legal and illegal vehicles and may unintentionally purchase non-compliant or unsafe products. LEVA-EU therefore urges the Belgian authorities to urgently launch information and awareness campaigns to improve both consumers’ understanding of the law and their behaviour in traffic. This is essential for reducing accidents and ensuring safer mobility.

    LEVA-EU calls on the Belgian authorities to:
    • Strengthen market surveillance to stop illegal and unsafe products at the source.
    • Abandon plans for national technical rules or frameworks that contradict EU law.
    • Base new measures on evidence and research, not assumptions.
    • Inform consumers so they can recognise legal, compliant products and now how to legally use them.
    • Support the creation of a harmonised EU Regulation specifically for LEVs.

    Belgium has long been regarded as a pioneer in good governance on light electric vehicles, striking a smart balance between European technical legislation and well-designed user rules. LEVA-EU urges Belgium to continue that leadership role — not by creating new national frameworks, but by championing at European level a dedicated European LEV Regulation to be developed in close consultation with the LEV sector to ensure coherent, future-oriented mobility policy.

    LEVA-EU has submitted its recommendations for a coherent and future-oriented framework for light electric vehicles to Minister Crucke, Minister Clarinval and to the proposers of legislation concerning electric scooters.

    The recommendations are here in 3 languages:

  7. Electric bikes and e-scooters represent a large share of the UK’s hot food deliveries

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    Source: Cycling Industry News, IAM RoadSmart

    Research conducted in the UK has revealed that deliveries of hot food are increasingly being made via e-bike and e-scooter. The study authors highlight that road safety considerations should be factored into restaurants’ business priorities.

    The study, The gig economy: How can we reduce risk? was conducted by road safety charity IAM RoadSmart, with 208 UK restaurants taking part in the research. Restaurants that offer the options of ordering via food app, takeaway, or dining in see almost half of all orders (45%) being made on via the apps. 31% of orderers dining in, and 24% choosing the takeaway option.

    Delivery mode choices

    The restaurants were asked about what vehicle types are used for food delivery orders, and were able to select more than one option, revealing that there is no standard approach, particularly with third-party apps in the decision-making mix for delivery modes. E-bikes were stated as a delivery mode in 48% of responses, and e-scooters at 33%. Motorbikes and mopeds were the top vehicle choice at 62%, and cars next at 52%, while traditional pedal bikes came in at 26%.

    Road safety concerns

    IAM RoadSmart expresses concern in the study about the high numbers of e-bikes and e-scooters reported by restaurants in the delivery statistics.

    Regarding e-bikes, the report states: “While the use of e-bikes is legal, there is mounting evidence of these being illegally modified to increase their speed and power,” reflecting broader concerns about the gig economy, which have been widely discussed in the UK. “The nature of the delivery sector prioritising efficient delivery means the sector is far more prone to illegally modified e-bikes being used by workers.”

    Regarding deliveries by e-scooter, the report states: “The use of private e-scooters remains illegal for use on public roads, which means that unless the riders are using rented scooters within a trial area, they will be breaking the law to deliver food to people’s homes and offices. Some workers may well be doing this without understanding they are offending, and this raises further questions about how the UK and Devolved Governments approach micromobility legislation.”

  8. Albania places a temporary ban on electric scooters

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    Source: BGNES

    Albania’s state police has placed a temporary ban on electric scooters, following an announcement at a meeting between Interior Minister Albana Kochiu and State Police Director General Ilir Proda. According to Minister Kochiu, the ban will remain in place until a comprehensive set of rules regarding their movement, rider age, and speed, are in place.

    The ban came into place on Monday 13 October, and has been instigated in light of high numbers of reported incidents involving electric scooters. During the announcement, Minister Kochiu stated:

    “Today, I asked the state police to temporarily ban the use of electric scooters on the roads. I would also like to inform anyone who sees them as a business model for daily rental not to invest in this activity. The permit will only be issued after this process is complete and will only be valid for personal use of these vehicles. We will draw up clear and applicable rules for everyone. We will determine which lanes, roads, or spaces can be used by electric scooters and where they cannot, as well as the criteria for age of use, protective measures such as helmets, lighting, and permitted speed. However, until a complete regulatory framework is in place, the public interest requires immediate intervention.”

    Ilir Proda stated:

    “Starting today, the state police will join an operation to stop the movement of these vehicles, and we therefore ask citizens for their understanding during this process. We conducted a detailed analysis of this phenomenon and came to the conclusion that the use of electric scooters poses an immediate risk to public safety. Suffice it to mention that in 2024 alone, emergency services recorded 991 accidents involving them. Among these cases, there were fatalities and very serious injuries.”

  9. Spain introduces compulsory insurance for many electric scooters and bikes

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    Source: Majorca Daily Bulletin

    In Spain, owners of e-scooters or e-bikes which have motors over 250W that can reach speeds over 25 km/h must now obtain insurance for their vehicle. Additionally, they must register it in a national public database, and the vehicle must display an identification plate, carry a circulation permit and have a valid technical inspection (ITV). There is a transitional period, ending in January 2026, for owners to ensure their vehicle is compliant with the new rules.

    Many pedal-assist e-bikes fall below the power and speed limit, however owners of such e-bikes are being encouraged to take out voluntary insurance.

    The database for registration of qualifying vehicles is due to be implemented by the Spanish government by 2 January 2026. Owners of vehicles must arrange the required insurance and registration before 25 January 2026. Before this date, they will not face penalties; after this date, they could face fines of up to €1,000 for riding without the required insurance and registration.

    The minimum insurance coverage requirements are set at €6.45 million for personal injury, and at €1.3 million for property damage. These amounts will be updated annually, in line with the Consumer Price Index, to ensure ongoing adequacy.

    Those unsure about the status of their e-scooter, and how to go about registering a qualifying vehicle, can find more information here.