Ipsos UK has published a new study revealing British public opinion towards e-scooters. The potential for environmental and cost benefits is well-recognised in the findings, but worries about pedestrian safety are at the fore.
61% of those surveyed agreed that e-scooters have a negative effect on pedestrian safety, and this view is more marked when splitting into an older demographic (81% in the 55-75 age-group) and a younger demographic (43% in the 16-34 age-group and 61% in the 35-54 age-group).
39% see e-scooters as positive for the environment, and 40% are positive about the cost of travel associated with e-scooters.
In the UK, privately-owned e-scooters are illegal to use on public roads, cycle paths and pavements. The study posed questions about the potential legalisation of e-scooters in different scenarios; 48% of respondents were in favour of legalising their use on cycle lanes, but there was strong opposition to their use on pavements (62%) and roads (51%).
Ben Glanville of Ipsos said: “Our research highlights a complex relationship between the public and e-scooters. While there’s a clear acknowledgement of the potential environmental and economic benefits, safety concerns, particularly regarding pedestrians, remain paramount. This suggests a need for targeted interventions, such as improved infrastructure and stricter enforcement of traffic laws, to mitigate these risks and unlock the full potential of e-scooters as a sustainable mode of transport.”
Comments Off on Prague plans to ban e-scooters in city centre
A proposal has been submitted to the Prague 1 City Council to introduce zones prohibiting the use of electric scooters in the city centre due to serious concerns about safety, public order, and excessive strain on public space.
The Prague 1 City Council has adopted a proposal recommending the introduction of a legislative process led by the city, through which access and movement of e-scooters in designated areas would be restricted. The ban would establish special zones where riding and parking e-scooters, whether privately owned or rented, would be prohibited. The zones would be marked with traffic signs, with exceptions only granted through individual authorisations and special cases. The proposal also calls for consistent enforcement by both municipal and state police.
Why is Prague considering banning electric scooters?
Prague 1 has long criticised the unregulated operation of electric scooters in its area. As early as 2023, the Prague 1 municipal council expressed clear opposition to rental e-scooters and urged the city to take appropriate action. The draft ordinance enabling the ban was approved by Prague City Council on April 12, with Traffic Commissioner Vojtěch Ryvola to begin formal negotiations with the city on adopting the ordinance.
Ryvola stated: “Every day in Prague 1 we deal with inconsiderate parking of e-scooters, danger to pedestrians, and illegal riding on pavements. The situation is intolerable—it’s time to send a clear signal. We are ready to defend public space and the safety of our residents.”
Previously, Prague 1 City Council led a successful campaign to ban the use of Segways in the city centre in 2016.
How will the ban on electric scooters work?
Upcoming contracts with the Technical Administration of Roads (TSK) will no longer include scooters. Without legal parking access, operators will be unable to continue services.
The City of Prague is expected to approve the new parking zones by the end of May. Upcoming contracts with the TSK will no longer include scooters but the TSK will still sign agreements with bike and e-bike providers. Without legal parking access, operators will be unable to continue scooter services. Shared scooter companies will then be required to remove their vehicles from city streets.
Enforcement will begin immediately following the May deadline. The TSK will monitor public spaces and remove any unauthorized scooters, issuing fines and requiring payment before any vehicle is returned.
According to Deputy Mayor for Transport Zdeněk Hřib, the new system is intended to promote responsible micromobility while reducing safety risks and visual clutter in public spaces.
Amsterdam residents who have a Stadspas (City Pass) are able to trade in their old fossil-fuel moped or scooter for an electric model and will benefit from a €1,000 discount against it.
Holders of the Stadspas, which is available to residents of Amsterdam or Weesp who are on a low income and have limited funds, can now switch to cleaner electric personal transport more affordably. Gemeente Amsterdam (Amsterdam Local Authority) has outlined simple steps which will allow residents to benefit from the scheme:
After approval, receive a credit on your Stadspas.
Hand in your old petrol moped or scooter at one of the shops participating in the promotion.
At the same store you can buy a new or second-hand electric moped, scooter or moped with a €1,000 discount.
The campaign runs until 2027 or until the budget runs out.
More on participating stores
The discount on an electric moped or scooter can be used at one of the stores that participate in the campaign; more information here.
Emission-free zone since 2025
Amsterdam has had an emission-free zone for mopeds and scooters within built-up areas since 1 January 2025. Mopeds and scooters that are newly registered from 1 January 2025 must be electric to be allowed to drive in the emission-free zone. For older petrol-powered mopeds or scooters from before 1 January 2025, transitional rules apply. From 2030, only electric vehicles will be permitted. More information can be found here.
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.
Comprehensive data is available for the first time on shared mobility in Belgium. By the end of 2024, more than 40,000 shared vehicles were in operation, including 21,721 shared bicycles, 18,764 shared scooters, and 8,976 shared cars.
Flanders accounts for the largest portion of shared bicycles, with 64% of the total. Meanwhile, Brussels and Wallonia hold 35% and 1%, respectively. When it comes to shared scooters, the highest concentration is in Brussels, which hosts over half (52%) of the country’s 18,764 scooters.
24 million trips taken on shared bikes and scooters in 2024
Beyond the sheer number of available vehicles, their usage is also noteworthy. Shared bikes and scooters were used for a staggering 24 million rides throughout 2024. Flanders leads in bike usage, accounting for 76.7% of all rides, whereas Brussels dominates scooter usage with 63.6% of all trips.
Nearly 2 million active users
In 2024, there were 722,997 active users of shared bicycles and 1,237,280 users of shared scooters. Preferences for bike-sharing systems differ by region.
In Flanders, nearly 80% of trips involve back-to-many systems with fixed stations, such as Antwerp’s red Velo bikes, which can be dropped off at any designated Velo station. However, only 40% of shared bikes in Flanders belong to this system. In contrast, Brussels users favor back-to-many bikes without fixed stations (i.e. such as those from Dott and Bolt) which can be left at designated drop zones marked in the app. Although these bikes account for less than half of Brussels’ supply, they represent two-thirds of all shared bike trips in the region.
Availability drives usage
An important takeaway from the report is that increased shared bike and scooter availability leads to greater usage. “That is an important conclusion,” says Jeffrey Matthijs, director of Way To Go. Notable trends include the high usage of electric back-to-many bikes without fixed stations in Brussels (4.1 rides per day per 1,000 residents) and those with fixed stations in Flanders (2.9 rides per day). Meanwhile, Brussels stands out for its shared scooter usage, boasting 7.8 scooters and 16.6 rides per day per 1,000 residents.
Brussels leads in shared mobility density
Brussels has the highest density of shared vehicles, with 6.1 shared bikes and 7.8 shared scooters per 1,000 residents. Flanders follows with 2.0 bikes and 1.0 scooter per 1,000 residents, while Wallonia trails with 0.1 shared bike and 0.6 shared scooters per 1,000 residents. “Internationally, the Brussels Region scores better than cities such as London and Rotterdam, but it lags behind frontrunners such as Paris,” notes Matthijs.
Car sharing sees 22% growth
The number of car-sharing users in Flanders has surged, rising by 22% to reach 46,599 active participants in 2024. This figure includes users of round-trip and private shared cars, but excludes free-floating car-sharing services due to a lack of reported data. As a result, the true number of car-sharing participants is likely even higher.
A comprehensive review of shared mobility
The data comes from Way To Go’s latest shared mobility report. While the organization has previously published annual car-sharing figures, this marks the first time bike and scooter sharing have been systematically analyzed.
Cross-border talks for Scotland to join the next round of e-scooter trials.
Scotland is preparing for its first-ever electric scooter rental trial within the next nine months, according to Voi, England’s largest e-scooter operator. Discussions are underway between the Scottish Government and the UK government to join an expanded initiative. Voi, which manages two-thirds of the 20+ trials currently operating in England, highlighted that this new phase would allow Scottish councils to finally explore e-scooter use—four years after the initial trials were introduced by the former Conservative government.
Current legal status of e-scooters in Scotland
At present, only e-scooters involved in English rental trials are allowed on public roads. In Scotland, e-scooters remain illegal on roads and pavements but are permitted on private property with the owner’s consent. Despite this, they are legally available for purchase and have become increasingly common in many areas north of the Border.
UK Transport Secretary Louise Haigh recently suggested that private e-scooter legalisation could happen in the future, though not before next year. In a similar vein, Scotland’s Transport Secretary Fiona Hyslop remarked in May that such changes are inevitable.
Legislative challenges and council interest
For Scottish councils to participate in upcoming trials, legislative amendments are required. Glasgow and Midlothian councils have expressed interest in hosting rental schemes, but progress has been delayed due to the absence of enabling legislation. Glasgow City Council noted that it had agreed to a trial back in 2020 but is still awaiting legislative approval from Transport Scotland. Similarly, Midlothian Council reiterated its readiness for a trial, pending funding and regulatory changes.
Transport Scotland, the government’s transport agency, confirmed it is in talks with the UK Department for Transport (DfT) to evaluate potential participation. The City of Edinburgh Council also expressed interest in learning from trials elsewhere but emphasized that meaningful progress is dependent on legislative clarity.
Voi’s vision for e-scooter expansion in Scotland
James Bolton, Voi UK’s general manager, stated that Scotland is a key focus for the company in the coming year. He expressed enthusiasm about collaborating with Scottish cities, noting significant interest from local authorities. Bolton highlighted that e-scooter trials in England over the past four years have demonstrated substantial benefits, such as reducing car trips and shifting travel patterns—a goal aligned with Transport Scotland’s target of cutting car travel by 20% by 2030.
Bolton also addressed safety concerns, emphasizing that serious accident rates have fallen by over 70% since the trials began. According to him, e-scooters are now as safe as bicycles, bolstered by data from Voi’s operations in 17 English cities, including London, Liverpool, and Oxford, where 1.8 million riders have completed 40 million trips.
A missed opportunity and renewed optimism
Although Scotland missed the opportunity to participate in the initial e-scooter trials, there is renewed optimism that a rental scheme could become operational on Scottish streets within the next nine months. This development could mark a significant step forward in sustainable transportation for the region, helping reduce car dependency and providing a new, eco-friendly travel option for Scottish commuters.
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.
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 UK’s Department of Transport has published its factsheet providing an estimated number of personal injury road traffic collisions involving e-scooters, using the STATS19 reporting system.
The UK’s Department of Transport’s factsheet has listed its official data for 2023 which details e-scooter road accidents that were reported by the police up until September 2024.
Its main findings compared to the 2022 data were:
There were fewer collisions involving e-scooters, 1,292 in 2023, compared to 1,411 in 2022 respectively. Of these findings, there were 284 single-vehicle collisions (no other vehicles involved) compared to 347 in 2022.
There were fewer casualties from collisions which involved e-scooters, 1,387 casualties in 2023, down from 1,502 in 2022.
Fewer people were killed from collisions that involved e-scooters, 6 were killed in 2023 (all of whom were scooter riders), compared to 12 deaths in 2022.
Fewer injuries – With changes in injury reporting by the police, the Department of Transport has estimated that in 2023, 416 were seriously injured and 965 were slightly injured from collisions involving electric scooters, compared to 441 and 1,049 in 2022.
The 2023 factsheet also provides full numbers and graphs on reported collisions and casualties involving e-scooters with breakdowns on age, gender, time of day, police force geographical area,e-scooter trial areas and types of injuries reported.