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.
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.
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.
Comments Off on LEVA-EU Urges Belgian Authorities to Focus on Market Surveillance Instead of Creating Yet Another National Technical Framework for E-Scooters
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 recommendationsfor a coherent and future-oriented framework for light electric vehicles to Minister Crucke, Minister Clarinval and to the proposers of legislation concerning electric scooters.
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.”
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.”
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.
Comments Off on When Law-Abiding Companies & Riders Pay the Price: The Wrong Approach to Regulating E-Scooters and Fat Bikes
Across Europe, transport ministers seem eager to intervene in the regulation of light electric vehicles (LEVs). The main targets right now are e-scooters and so-called fat bikes.
A Proven European Framework
E-bikes with pedal assistance up to 25 km/h and max 250W continuous rated power are excluded from EU Regulation 168/2013. Instead, they fall under the Machinery Directive, with manufacturers demonstrating compliance through European standards like EN 15194 for two-wheeled e-bikes, EN 17406 for e-mountain bikes, and the EN 17860 series for electric cargo bikes. This framework has been in place for decades. Millions of compliant e-bikes have been sold under it without structural safety problems. All EU member states apply the same road rules to these vehicles as to conventional bicycles.
The very same legislative framework is in place for e-scooters. They are just as well excluded from Regulation 168/2013, therefore under the Machinery Directive and EN 17128 has been developed to assist manufacturers with self-certification.
Unfortunately, many national policymakers appear poorly informed about this existing European technical legislative framework for these vehicles. Instead of relying on the EU’s common rules, they “reinvent the wheel” by creating national technical approval schemes. Germany and Spain already require type approval for e-scooters, while in the Netherlands the government has been debating a similar system — not just for e-scooters, but even for cargo bikes. By imposing their own national technical and compliance rules, the Member States infringe on the principle of free movement of goods in the Single Market.
Fat Bikes: Negative Press on Positive Development
In recent years, the design of the conventional electric bicycle has evolved into new types such as for instance long johns, longtails, as well as fat bikes — e-bikes with fat tires and moped-like frames. For many young people, they’re a stylish, modern alternative to petrol mopeds and a vehicle that makes them enthusiastic about electric bikes. That should be a positive development. Instead, negative press and political panic have turned fat bikes into scapegoats. Nobody seems to realise, or worse, to accept that fat bikes are simply electric bikes with pedal assistance up to 25 km/h and max 250W continuous rated power, excluded from Regulation 168/2013 and thus under the Machinery Directive and EN 15194!
Dutch parliament is debating special rules for fat bikes, and the city of Enschede even proposed banning them from the city centre. In Belgium, at least one school has banned fat bikes from the school bike parking altogether, while still allowing (ICE!) mopeds.
Fear Over Facts
The perception seems to be: if it looks like a moped and has fat tires, it must be illegal. Yes, some fat bikes are illegally tuned above 25 km/h, and some riders behave recklessly. But instead of targeting the offenders, policymakers conclude: ban them all.
The same logic has been haunting e-scooters for quite a while. Media stories paint all e-scooters as dangerous and antisocial. The media run sensationalist reports — a sad climax being a VRT-reporter claiming that e-scooter riders are “93 times more likely” to be injured than car drivers. Unsurprisingly, transport ministers across Europe are rushing to solve the problems with proposals on things such as helmets, license plates, insurance, and even utterly nonsensical power restrictions.
Who Gets Hurt?
The problem is obvious: these measures punish the majority who follow the rules. Law-abiding citizens will face higher costs, more red tape, and fewer mobility options. Those with fewer resources — already suffering transport poverty — will be hit hardest.
Law-abiding companies that carefully comply with the increasingly complex web of EU technical legislation (Machinery, EMC, RoHS, WEEE, Battery Regulation, RED, LVD, Cybersecurity Act…) will be saddled with even more barriers and fragmented national rules. Meanwhile, the real culprits — companies and users who deliberately ignore the law — will continue largely unchecked.
The Elephant in the Room: Illegal Imports
The European Commission itself reported that in 2023, 220,914 e-bikes were imported from China at an average declared value of just €298. This, despite existing anti-dumping and anti-subsidy duties. It is simply impossible to produce a compliant electric bike for under €300. Yet nearly a quarter of a million such e-bikes entered the EU market in one year. Market surveillance authorities failed to act.
For e-scooters, there are no reliable official data on import volumes or values. However, it can reasonably be assumed that hundreds of thousands of units also enter the EU each year — with some declared values so low that compliance with EU legislation is simply impossible.
And here lies the hypocrisy: ministers want to crack down on everyday riders with helmets and license plates, while turning a blind eye to the flood of clearly non-compliant vehicles entering the EU.
A Smarter Way Forward
Instead of punishing law-abiding users and companies, policymakers should:
Enforce existing EU law against illegal imports and rogue traders.
Support market surveillance authorities so they can verify compliance properly.
Educate citizens — research shows nearly half of Belgians don’t know basic e-scooter rules, like the 16+ age limit.
Focus on real safety issues like road infrastructure quality, not just on blaming vehicles.
Conclusion
The current wave of reactionary measures risks undermining sustainable mobility. They threaten those who follow the law, while those who ignore it will carry on as before. Europe does not need more fragmented national rules, helmets, and license plates for compliant LEVs. It needs smarter enforcement, better education, and policies that distinguish between the responsible majority and the irresponsible few.
The EU-funded ‘Predictive Approaches for Safer Urban Environment’ (PHOEBE) project aims to increase the road safety of vulnerable road users, especially those who use active mobility and e-scooters, through pilot programs in Athens, Valencia and the West Midlands. A detailed update on the project’s progress in Athens is now available.
The Athens segment of PHOEBE is a major regeneration project, the Athens Great Walk (AGW), which links the city’s historic sites. Following the recent completion of the main infrastructure works, the next stage moves to the monitoring, evaluation and refinement of implemented measures, with a focus on modal shift, sustainability and traffic safety. This stage includes:
Final analysis of the behavioural and risk-related impacts of AGW, through integrated simulation and statistical models
Validation of results through real-world data and Aimsun simulations, aiding understanding of how the measures impact safety, traffic flow and emissions
The creation of evidence-based recommendations for the optimisation of urban design and traffic regulations
On January 1 2026, Greece will be implementing a city-wide 30 km/h speed limit in all urban streets, with the primary aim of significantly enhancing road safety. Under the PHOEBE project, scenarios for Athens were developed, both with and without the 30 km/h limit factored in.
Scenario 1 (Athens Great Walk only):
Travel time reduced by 17.7%, distance by 12.8%, and delays by 8.4%
Moderate speed reductions in central areas, reducing conflict risk
Increased walking and use of micromobility, especially among younger age groups
Scenario 2 (AGW + 30 km/h limit):
Further decrease in vehicle operating speeds, leading to greater safety without major congestion
Continued environmental improvements, e.g. CO2 emissions remaining below baseline levels
A significant transportation mode shift, with non-motorised travel rising by up to 20.8%, and motorised decreasing by 1.6%
The key outcomes under scenario 2 would be:
Greater uptake of sustainable transport modes
A safer environment for pedestrians and cyclists – some of the most vulnerable road users
Positive environmental impacts, with minimal trade-offs