The 8th edition of the Micromobility Market Barometer, jointly published by Mobilians and Smart Mobility Lab, shows that in France, 2024 was the third consecutive year of decline for motorised personal mobility devices – a segment dominated by electric scooters.
Behind the headline figures, however, it seems that the French market is transforming, rather than facing a major crisis. 2024 e-scooter sales totalled 615,000 units, a 9% year-on-year decrease (compared to steeper drops of -10.7% and -16% in 2023 and 2022 respectively). Average selling prices increased by 1.5% to reach a figure of €414, which suggests a shift by consumers towards more robust, better-equipped models which can be used for everyday transportation, rather than occasional recreational use.
Increased quality matters
Electric scooters retailing under the €500 mark account for 74% of all sales, an increase of 8% from 2023; the barometer report notes that “after a steady decline over four years, the €500 segment rebounded in 2024 with better-quality products,” suggesting that consumers are welcoming availability of models with higher-end components and features, such as improved braking systems, enhanced battery range and safety features, easier maintenance, and an overall robust build, even in the entry-level segment.
The need for a level playing field
The report takes care to warn of the increasing influence of online companies – often based abroad – selling products but with no after-sales support. This can “create heightened competition and ultimately harm the customer,” it states.
The report urges government intervention to support the sector. “It is crucial that the state support this industry against unfair competition by establishing a level playing field. Promoting more responsible practices and cracking down on uncontrolled imports is imperative.”
The Micromobility Market Barometer can be accessed here.
The UK’s ongoing e-scooter trial has been extended once again, until May 2026, amid growing evidence that the vehicles may be making roads safer for cyclists. Originally launched in 2020 for a one-year period, the UK’s Department for Transport (DfT) initiative has now seen four extensions, as officials continue to assess the implications of legalising e-scooters nationwide.
One of the most significant developments in the debate comes from the University of Bristol, where researchers have found that the introduction of shared e-scooter schemes appears to reduce the risk of cycling collisions. The study, funded by the National Institute for Health and Care Research, analysed police data from 2015 to 2023 and revealed a 20% decline in bicycle-related collisions in areas where e-scooter trials are active.
Study findings
The findings suggest that e-scooters may enhance safety on urban roads, possibly due to a “safety in numbers” effect. According to the researchers, the presence of more vulnerable road users—including cyclists and e-scooter riders—could lead to increased caution among drivers.
“Although there have been similar findings from previous studies, this is the first natural experiment to look at micromobility ‘safety in numbers’. It gives stronger evidence than we have had before. Combining cycle and e-scooter collisions together did not change the results. This suggests that the reduction in bicycle collisions did not come at the cost of more e-scooter collisions,” says a spokesperson from the University of Bristol.
Stakeholder perspectives
The study has been welcomed by active travel advocates in Bristol. Brian O’Kelly, manager of Bristol Road Club, commented that motorists tend to adjust their behaviour when more cyclists and e-scooters are visible. Zoe Banks Gross, founder of East Bristol Kidical Mass, said the findings reinforce the case for dedicated micromobility infrastructure, such as segregated lanes and protected road space.
Despite this positive research, concerns remain. Critics of the trial cite ongoing issues such as injuries sustained by e-scooter riders, fire risks associated with lithium-ion batteries, and the problem of pavement clutter, which can pose hazards to visually impaired pedestrians. These concerns are among the reasons why some trial areas have opted out, either due to local opposition or operational challenges faced by e-scooter providers.
Current road law of e-scooters in the UK
Currently, only rental e-scooters within authorised trial zones are legal to use on public roads in the UK. Privately owned e-scooters remain banned on roads, pavements, and cycle paths. The DfT is yet to make a final decision on their broader legalisation, with several options on the table—from a complete ban to introducing new regulations for private ownership akin to those governing mopeds.
As the trial continues, researchers and policymakers alike will be watching closely to determine whether e-scooters could form a safe, sustainable component of the UK’s future transport landscape.
93% of frequent electric scooter users in Poland would buy one again. Nearly 86% use their scooters several times a week during the season, and one in three even rides in winter.
“Riders 2024” is the first report to explore the popularity of these vehicles from the perspective of their owners. The survey of electric scooter owners was conducted and prepared by SmartRide.pl, a Polish website specializing in micromobility.
The report reflects the views and practices of people with significant experience who have come to know both the bright and dark sides of using these vehicles. At the same time, this is a group that is not well understood and, unlike cyclists, is not represented by any social organizations in Poland – says Zbigniew Domaszewicz, publisher of SmartRide.pl.
Not a Toy, Not Just for Young People
The stereotype that “electric scooters are toys for young people” turns out to be false. The majority of survey participants (61.5%) are between 30 and 50 years old (over 90% are men). During the season, electric scooter owners use their vehicles at least several times a week—85.7% of respondents declared this. One-third of the respondents use their electric scooters year-round, even in winter. For over 77% of respondents, owning an e-scooter has practical utility: “It helps me commute and shortens travel time.” When asked about the primary use of these vehicles, the top answer (27%) was “regular short commutes to school, work, or university, up to 5-7 km one way.” Although adults in Poland do not need a license to ride an e-scooter, the majority of respondents (65.7%) have a driver’s license.
“Small” Electromobility Stands on Its Own
Unlike electric cars, which are widely supported by government incentive programs, “small” electromobility is developing spontaneously. Instead of subsidies, it is driven by positive experiences: users are satisfied with their device and their decision to purchase it. When asked, “Would you buy an electric scooter again today?” 93% of survey participants answered yes. Surveyed e scooter owners also have other vehicles—most commonly a traditional bicycle (63%) and a car (62%). Nevertheless, 53% of respondents use their electric scooters most frequently.
Among the main advantages of e-scooters, low operating costs topped the list with over 69% of responses. Nearly 61% of respondents consider it a very useful vehicle, easy to use even for short distances, and 54% enjoy the ride. Additionally, 43% appreciate that the device takes up little space, and two in five highlight that it is emission-free.
There Are Downsides Too
The biggest drawback of electric scooters, according to 68% of respondents, is the current Polish road regulations, which they consider too restrictive for this category of vehicles (speed limit to 20/km, maximum net weight 30 kg). Other weak points include the lack of water resistance (almost 57%) and small wheels (44%). High risk of tipping over was the fourth most mentioned issue (29%), and a similar percentage expressed concerns about battery fires.
Other weak points include the lack of water resistance (almost 57%) and small wheels (44%). High risk of tipping over was the fourth most mentioned issue (29%), and a similar percentage expressed concerns about battery fires.
Falls Are a Real Risk. Sources of Danger
The most commonly used personal protective equipment while riding an e-scooter is a helmet: over 41% of respondents “always or often” wear a full-face helmet, and 31% wear a bicycle helmet. Gloves are worn by over 53% of survey participants, and more than two in five ride with glasses or goggles. However, 24% of respondents usually do not use any personal protective equipment. Nearly 83% of respondents have never had a collision with another road user, but only 45% have never experienced an individual accident or tip-over. These incidents most often result in scrapes and bruises, but over 6% of respondents rated such an event as serious, requiring treatment and rehabilitation. Those who have experienced tip-overs most frequently cite two causes: obstacles on the road not seen in time (30.6%) and slipping (27.5%).
According to respondents, the three biggest sources of danger for e-scooter users from the environment are:
Pedestrians carelessly stepping onto bike paths (almost 81%)
Uneven, poorly maintained road surfaces (70%)
Drivers forcing right of way (59%)
As for the riskiest behaviors of e-scooter users themselves, respondents pointed to:
Lack of imagination and failure to predict others’ behavior on the road (79%)
Recklessness and overestimating one’s abilities (59%)
Lack of riding skills and technique (54%) The most important factor for safety, according to nearly 69% of respondents, is cautious, defensive riding with constant vigilance.
The most important factor for safety, according to nearly 69% of respondents, is cautious, defensive riding with constant vigilance.
The “Riders 2024. Private Electric Scooter Users in Poland” report was based on an online survey completed by 350 respondents, obtained, among others, through social media groups associating e-scooter users. The report also touches on issues such as compliance with traffic regulations, insurance, and future purchasing plans. The full report in Polish is available for free download on SmartRide.pl.
The University for Sustainable Development Eberswalde (HNEE) has revealed that 58% of its survey respondents favour a complete e-scooter ban, with over 80% expressing the need for tighter rules, particularly for parking and road safety.
The findings highlight growing public dissatisfaction with the impact of e-scooters on urban mobility, particularly in relation to improper parking and safety hazards. While older citizens are the most critical of e-scooters, younger individuals, particularly those aged 18 to 20, are less inclined to support a ban, with only 19% in favor of prohibiting their use.
Safety and parking concerns
The survey results underscore several concerns related to e-scooters, primarily disorganized parking and traffic safety risks. E-scooters are frequently left on sidewalks and cycle paths, obstructing pedestrian movement. Safety concerns have also been amplified by the increasing number of accidents. In 2022 alone, Berlin police recorded 1,144 e-scooter-related accidents—a 41% rise from the previous year. Pedestrians, particularly the elderly, have reported feeling at risk due to reckless riding behavior.
Despite these concerns, 40% of respondents admitted to having used an e-scooter at least once, primarily for short trips as an alternative to walking or public transportation.
Proposed measures and government response
In response to public concerns, the Berlin Senate for Transport has already taken steps to reduce the number of e-scooters operating within the S-Bahn ring, cutting the fleet from 25,000 to 19,000. Plans are also underway to establish designated parking areas to address the issue of disorderly scooter parking.
Berlin Mayor Kai Wegner, however, opposes a complete ban, arguing that e-scooters remain a crucial component of modern urban mobility. Instead, he advocates for stronger regulations, including possible speed limits and increased fines for misuse.
The Citizens’ Advisory Council has also proposed an awareness campaign to educate users on responsible scooter use. Additionally, a public forum is being planned to discuss the survey findings and explore further solutions for improving urban traffic flow.
As Berlin continues to grapple with the challenges posed by e-scooters, authorities are expected to balance public safety concerns with the need for sustainable transportation options. The coming months will likely see further policy adjustments aimed at regulating e-scooter usage while maintaining their role in the city’s evolving mobility landscape.
Plans for e-scooter rental trials in Scottish cities could move forward within the next nine months, according to Voi, one of the largest operators of shared e-scooters in the UK.
These trials will aim to explore the viability of e-scooters as a sustainable transport option, mirroring ongoing schemes in E gland. Currently, 22 e-scooter trials are active across England, which were launched following legislative changes four years ago. Discussions between the Scottish Government and the UK Department for Transport (DfT) are now underway to extend this initiative to Scotland.
Local authorities express interest
Several Scottish councils have indicated their willingness to participate. Midlothian Council has expressed interest but awaits the necessary legislative framework and funding. Glasgow City Council, which approved the idea of a trial in October 2020, is also awaiting for Transport Scotland’s legislative approval. A council spokesperson stated that e-scooters could play a role in creating a “sustainable transport system” for the city. They emphasized that any trial would be carefully monitored, particularly regarding pedestrian safety.
Edinburgh City Council has also expressed conditional interest. Councillor Stephen Jenkinson, Transport and Environment Convener, noted that while the council is keen to learn from trials elsewhere, the lack of enabling legislation presents a significant obstacle.
Operator optimistic about Scottish trials
James Bolton, UK general manager of Voi, expressed optimism about the initiative’s prospects in Scotland. “We’re really keen to start working with Scottish cities to introduce some of the benefits we’ve seen in England over the last four years,” Bolton said. “Speaking to the cities, we know there is a clear appetite for e-scooter trials north of the border.”
Bolton emphasized the potential environmental benefits of e-scooters, including their alignment with Transport Scotland’s goal of reducing car journeys by 20% by 2030. Addressing safety concerns, he cited data showing a 70% reduction in serious accidents involving e-scooters over the past four years, putting them on par with electric bikes.
Scottish government and Transport Scotland response
Transport Scotland confirmed ongoing discussions with the UK Government for Transport regarding participation in e-scooter trials. A spokesperson stated that legislative changes would be required to enable interested local authorities to take part.
Outlook for e-scooter trials in Scotland
With growing interest among local authorities and a clear push from operators like Voi, e-scooter trials could represent a significant step toward greener transport options in Scotland. However, legislative approval remains a critical hurdle before trials can proceed.
The coming months will determine whether Scotland joins England in testing e-scooters as a potential solution to urban mobility challenges.
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.
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.
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.
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].”