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.
Comments Off on Swifty Releases First and Only UK Road-Legal E-Scooter
Swifty Scooters, a leading British scooter manufacturer, is proud to announce the launch of a groundbreaking product that marks a significant milestone in British transportation history. Introducing the Swifty GO GT500, a revolutionary e-scooter that has received official approval for road use in the UK, setting a new standard in urban mobility.
Unlike traditional e-scooters, the Swifty GO GT500 has achieved certification as a Stand-On Moped within the L1e category by the DVSA, underscoring its compliance with stringent safety and regulatory standards. This distinction positions the Swifty GO GT500 as a pioneering force in the e-scooter industry, demonstrating a commitment to both innovation and safety.
With transport being the largest contributor to harmful emissions, and two-thirds of car journeys being less than 5 miles long, Swifty’s vehicles offer a clean, accessible and fun solution for urban and suburban travel.
“If we’re going to convince people to swap car journeys for micromobility, vehicles need to be safe to ride, have cargo capacity, safe battery technology and be able to be easily serviced and repaired. The GT500 is easy to ride and extremely low-cost to run. It delivers on all points.” Co-founder Camilla Iftakhar
Leading the way in battery safety
The Swifty GO is the only e-scooter to be powered by Lithium Ferro Phosphate (LFP) a technology that recently won the company ‘Best Start-Up 2023’ at the influential Micromobility Industries Summit in the USA. LFP, the battery chemistry also used by Tesla, not only contains no harmful heavy metals like Nickel and Cobalt, but importantly, LFP is not prone to thermal runaway, making the Swifty GO battery one of the safest on the market.
The 15Ah LFP battery powers a 500W motor, can be fast-charged, and provides 25 miles of range. This makes the Swifty GO GT500 probably the cheapest mode of transport at only £0.006 per mile.
“The introduction of the SwiftyGO GT500 signifies a pivotal moment in British transportation history. We take great pride in being the first company to manufacture a road-legal e-scooter in the UK. We are confident that this milestone of innovation will influence the future of sustainable transportation, both in the UK and beyond.” Co-founder Jason Iftakhar
What’s the current legal status of e-scooters in the UK?
Privately owned e-scooters are not legal to ride on UK roads. The GT500 is the first and only Stand-On Moped available in the UK (L1e category) and is available to pre-order now for summer delivery.
● Wheel size: 16” (305mm) x 2.125” pneumatic tyres
● Running costs: £0.006 per mile (16p per charge)
Customers will need a CBT or motorcycle licence, motor insurance and a motorcycle helmet to ride the Swifty GO GT500 legally on UK roads.
About Swifty Scooters
Swifty is a leading British scooter manufacturer and has built a legacy of innovation in the adult scooter market since 2010. Swifty is on a mission to provide clean, inclusive and joyful vehicles which have an immediate impact on reducing road transport emissions. Founded by design entrepreneurs Camilla and Jason Iftakhar, Swifty Scooters export their products to 56 countries. The Swifty GO series is manufactured in the UK.
The Swifty GO project received grant funding from the Department for Business and Trade (DBT), via the Advanced Propulsion Centre, supported by Innovate UK, facilitated by the Niche Vehicle Network.
Motor Insurance
Details of the insurance offering with our chosen partner, eavi.uk are being finalised. They are a specialist provider of electric vehicle and micro mobility insurance. We’re told to expect premiums that will be in a similar pricing bracket to an annual e-moped policy.
Voltse Mobility Limited
Swifty Scooters worked in collaboration with micro mobility engineering consultancy Voltse Mobility Limited (VML) to bring the GO GT500 to market as UK’s first road-legal privately owned e-scooter. Through intensive research VML developed detailed knowledge of the build specifications required for e-scooters to achieve DVSA certification.
Swifty Live Keynote will be broadcast on Thursday 28th March 7pm GMT via Youtube, for a a live Q and A. SwiftyScooters YouTube Link
Comments Off on Swifty co-founder reflects on the status of UK law for electric scooters
Camilla Iftakhar, the co-founder of LEVA-EU member Swifty Scooters, examines the road-legal status of electric scooters under UK law
In short, there are paradoxes around the status of privately-owned electric scooters in the UK. Camilla Iftakhar points out that it is “legal to buy an electric scooter, it’s legal to sell an electric scooter, but it’s not yet legal to ride an electric scooter on the road (unless it is a rented one covered by e-scooter trials).” The law also allows the use of electric scooters on privately-owned land.
Camilla points out that electric scooters are currently classed as a ‘motor vehicle’ but are commonly designed to align with cycles. Motor vehicles require a number plate, tax, MOT, insurance and a driving license, under UK law.
With numerous changes to personnel at the top level of UK politics in the last few years, it seems that a promising Future Transport Bill which was announced in the 2022 Queen’s Speech has fallen by the wayside. This bill had been set to create a new vehicle class for electric scooters. However in the King’s Speech the following year, the Future Transport Bill was replaced by the Automated Vehicle Bill, leaving electric scooters falling into the gap.
Camilla points out that light electric vehicles, including electric scooters, have great potential in the fight for emissions reduction. Research results published in the 2022 LEV Climate Study reveal that a shift to LEVs for short trips, from ICE cars and EVs, results in a substantial potential emissions reduction of 44%.
Camilla has noticed other items which may result in changes to the way electric scooters are legally viewed. These include a proposal that they are viewed as “cycles” in the Road Traffic Offenses (Cycling) Bill, and a consultation, Smarter regulation: proposed changes to legislation for electrically assisted pedal cycles, which proposes that EAPCs (e-bikes) could have an increased motor power limit, from 250W to 500W. As most electric scooters have a 350W or 500W motor, Camilla speculates that this could be in preparation for e-scooter rules, however it is not clear whether that is part of the consideration behind the consultation.
Camilla concludes on an optimistic note: “Let’s hope that the new government have the foresight to include these clean, inclusive, equitable and joyful vehicles in their manifesto!”
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