Tag Archive: Micromobility

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

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    Source: Urban Mobility Observatory

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

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

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

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

    Paris – a restrictive approach

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

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

    Berlin – structured integration

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

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

    Stockholm – structured integration

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

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

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

    Brussels – a region-wide and data-driven approach

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

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

    Summary of challenges, benefits and transferability

    Key challenges include:

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

    Benefits include:

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

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

  2. McKinsey to launch mobility forecasting tool

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    Source: Zag Daily

    Global consultancy firm McKinsey is set to launch a mobility forecasting tool, the Mobility Market Model, which utilises a wide range of information to analyse the current mobility landscape and predict how the future landscape may look. Sustainable transport publication Zag Daily has explored the tool ahead of its full release.

    How the model works

    The Mobility Market Model (M3) uses information from mobility data points in 50 countries, a database of over 6,000 consumer survey responses, and economic, regulatory and technology data.

    M3 divides the current modal split over five main transport modes, including private cars, public transport, micromobility, and shared mobility. The effects of population and GDP development on these modes over the last 20 years has been captured, and the resulting forecast is further refined by factoring in the influence of over 100 regulatory announcements at city and national levels from 14 countries, alongside the 6,000 survey responses.

    Darius Scurtu, Expert at the McKinsey Center for Future Mobility, expanded on the survey and the model to Zag Daily.

    “Our long-running global mobility survey directly flows into this new mobility model. Its goal is to look at how consumers might change their mobility behaviour in the future and how this impacts kilometres travelled for each mode of transport.”

    Europe expected to move away from car ownership

    Generally speaking, higher per-capita GDP is linked to private car ridership. The M3 current global baseline has private cars accounting for 45% of passenger-kilometers; public transport accounts for 32%, and micromobility for 11%. Scurtu says, “higher GDP is typically the strongest impact lever which is also pushing private car sales.”

    M3 forecasts that Europe shows the most promise of moving away from the dominance of private cars. The forecast is that by 2035, cars’ modal split will drop 7%, and that micromobility will almost double.

    The role of policy

    M3 suggests that regulatory policies and measures exert a strong influence on mobility patterns. The model categorises policy tools into one of four types:

    • Local rules such as speed and parking limits
    • Congestion charges
    • Caps on license plate or vehicle registrations
    • City-wide car bans

    Although no city has, so far, implemented complete car bans, the model demonstrates the impact of measures that have been implemented. Tighter restrictions see the diversity of transport choices increasing.

    Western Europe primarily sees cities enforcing local restrictions, plus the use of congestion charge schemes in cities including London and Paris, which have encouraged uptake of public transport.

    The role of technology

    M3 emphasises that there is a relationship between technology and the changing of behaviour. In short, when technology enables more viable alternatives, the dependency on private cars lessens. For instance, currently in parts of Africa, private car ownership remains low, while ride-hailing – underpinned by technology platforms – is popular and widely available. McKinsey highlights the potential of technology such as digital platforms and autonomous systems to disrupt transport hierarchies, particularly when combined with strong policy support.

    The ideal combination

    Kersten Heineke, Co-Leader of the McKinsey Center for Future Mobility, describes the three key factors in shaping future mobility: “consumers pull, legislators push and industry provides.” Sustainable mobility needs all three factors to work together.

    Paris is an example of this: a winning combination of strong regulation implementation, infrastructure redesign and investment, alongside a variety of incentives, has led to reduced car use and greater active travel.

    Scurtu highlights that for micromobility uptake to succeed, cities need to provide the segregated lanes, convenient charging points, and incentives which ultimately allow and encourage people to use car-alternatives with confidence. “What often lacks is more on the regulatory side. Yes, the infrastructure is greatly beneficial but we’ve seen countries like Germany and Belgium provide tax benefits for employer bicycle leasing too. This financial support is crucial for changing behaviour.”

    McKinsey takes care to point out that M3 is a forecast – not an indicator of fixed outcomes. However, it believes it provides its clients in the global mobility sector with a clear foundation for planning. Scurtu says, “This data can be tailored to the needs of any client…For shared mobility providers, it can focus on modal splits and value pools. For investors, it can focus on economic incentives.”

  3. Segway powers Paris’s shared mobility

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    Source: Zag Daily

    In Paris, the majority of the 18,000 shared e-bike fleet is provided by LEVA-EU member Segway, with different models deployed by two of the three operators, offering a choice for riders of varying ages, physical abilities, and for diverse trip purposes.

    Operators Dott, Voi and Lime were selected to provide the French capital’s shared e-bike services for a four-year term from 1 October 2025, providing the city with key public micromobility options, following the ban of shared e-scooters in 2023. Segway has worked closely with both Dott and Voi on developing specific e-bike models tailored to the Paris streets and its riders, and spoke to Zag Daily about the partnerships.

    A collaborative approach

    The Paris e-bike fleets of both Dott and Voi are provided by Segway, and the models are the result of extensive cooperative design and R&D between Segway as vehicle solution provider, and the individual operating companies.

    Nicolas Gorse, Chief Business Officer at Dott, says: “The vehicle is absolutely central to the quality of service we deliver, and hence our profitability. The right design can extend vehicle lifespan, reduce maintenance needs, and optimise efficiency. All of these factors have a direct impact on our bottom line, so we place a strong emphasis on the vehicles we select and the partners we work with.”

    The Dott model which has been deployed on Paris streets is the Urban B200, which underwent months of testing in the city, enabling Segway and Dott to launch an e-bike tailored to local riding behaviour and rider habits.

    Gorse added, “We’re particularly grateful that we had the opportunity to co-develop the Urban B200 to this extent and to fully tailor it to the needs of our users. Working in true collaboration with providers is a real chance for our industry to raise the bar and deliver better experiences for riders.”

    Durability and reliability are key

    Zack Yan, Vice General Manager of the Commercial Mobility Business Division at Segway, spoke of the learnings from the company’s past operations in Paris. “It became evident that vehicle features must go beyond delivering good rides – they must endure long usage, require minimal maintenance, support swappable components, and be efficiently serviceable.”

    The Urban B200 used by Dott is equipped with a 918Wh battery, providing up to 120 km of range per charge. Gorse highlighted that, from an operator’s point of view, important attributes such as long-lasting batteries, a strong frame, minimised maintenance and comfortable features are “all contributing to a lower total cost of ownership. In a city like Paris, where demand is high and reliability is key, durability, longer battery range and improved energy efficiency translates into higher fleet availability, more rides per vehicle, better “end of ride” feedback from users and better unit economics.”

    Operator Voi has chosen the Urban A200P model, which has also been specifically tailored with Segway. Durable features include a swappable IPX7 waterproof battery, puncture-free tyres, and a wheel locking system for enhanced theft protection. For user convenience, features include a multifunctional dashboard and wireless phone charging, while the Urban B200 carries user-friendly features such as a torque sensor providing smooth pedalling, phone holders, and versatile open-design baskets.

    Tried and tested

    The most recent deployment in Paris is not Segway’s first activity in the city. During the 2024 Olympic Games, Dott rolled out a fleet of 15,000 e-bikes, all supplied by Segway. Over the course of the sporting event, over one million rides were recorded. Yan says, “Paris runs one of the largest shared micromobility operations in Europe,” says Yan. “With millions of residents and tourists, the city offers unmatched visibility and usage levels, making it a strategic showcase market for e-bike providers.”

    Segway also has also gained solid experience from Oslo, where it provides 67% of the fleet of 16,000 e-scooters through operators Voi and Ryde. Yan says, “Powering a large fleet in Oslo means constantly optimising for operational efficiency: easy maintenance, long battery life, and minimising service disruptions.”

    It has implemented a robust feedback system, enabling it to tackle operators’ pain points and to fine-tune vehicle engineering, service support and operations in a proactive and timely manner.

    Versatility of approach

    Yan spoke of Segway’s strategy in offering multiple products for single locations. “By offering a diversified product portfolio within a single city, we’re empowering operators to better serve a broader spectrum of users – riders of different ages, physical abilities, and trip purposes.”

    Reflecting on Paris as an e-bike only city when it comes to shared mobility, he highlighted the significance of its approach to sustainable mobility elsewhere. “From a broader perspective, Paris provides a real-world proving ground for what a high-volume, e-bike-first city looks like. The insights gained here not only benefit our deployments in Paris, but also inform our global e-bike strategy – strengthening our position as a go-to vehicle solution provider for cities prioritising sustainable, bike-centric mobility.”

  4. The benefits generated by European bike sharing amount to €305 million per year, study shows

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    Sources: Zag Daily, Cycling Industry News, SAZ Bike

    A new study has shown that the substantial positive benefits of Europe’s bike sharing sector include an annual saving of 46,000 tonnes of CO2, a reduction of 760,000 hours of traffic congestion, and the creation of 6,000 jobs. An annual value of €305 million has been attributed to the benefits, alongside a significant contribution to environmental, public and economic health.

    The research, carried out by EY, aims to quantify both the economic and social returns on investment into bike-sharing schemes in 150 cities across the European Union, the UK, Switzerland and Norway. The combined fleet size is 438,000 shared bicycles, enabling millions of trips for users to connect with work, education and public transportation.

    Key annual highlights of bike-sharing benefits

    • 46,000 tonnes of CO2 and 200 tonnes of harmful air pollutants saved
    • Active mobility helps prevent 1,000 chronic diseases, leading to €40 million of healthcare savings
    • 760,000 hours of productivity saved thanks to reduced traffic congestion, valued at €30 million
    • 6,000 full-time equivalent jobs created in roles supporting the bike-sharing sector, both practical (e.g. mechanic, logistics) and in HQ environments (e.g. customer service, marketing)
    • Mobility expenses for users reduced by up to 90% compared with cars
    • Current 10% annual return on investment: €1 spent generates €1.10 in positive external outcomes

    Projected factors for further growth

    The study also looks to the future, forecasting that with continued investment and expansion, by 2030 a further 224,000 tonnes of CO2 can be saved, over 4,200 chronic diseases prevented, and almost 13,000 jobs created. This is calculated to a €1 billion annual benefit – or, put another way, a 75% return on public spending investment.

    This forecasted growth would depend on four conditions being met:

    • Growing demand due to urbanisation
    • Regulatory support and network expansion
    • Electrification of fleets
    • Integration with public transport networks and systems

    Nick Brown, CEO of bike-share operator services provider Velogik UK, acted as Study Project Lead on the research, and spoke of the report’s significance for Europe’s transport systems, and cities in general.

    “The first step is simple but crucial – recognise cycling as a form of transport, not just recreation. It deserves the same strategic investment and policy attention as roads, rail, or public transport. If governments start treating bike share and cycling infrastructure as part of the transport ecosystem, then funding follows and so do results.

    “Cities have always felt that bike share delivers social and environmental benefits – but until now, they haven’t been able to prove it in financial terms. That’s what’s been missing: a way to demonstrate the true success of bike share schemes through hard data and credible economic modelling.

    “Thanks to this study, we now have a methodology that does exactly that – it quantifies the benefits in euros and ROI. Once decision-makers can see those numbers, the case for investment becomes undeniable.”

    The EY study was commissioned by EIT Urban Mobility and CIE, and can be downloaded here.

  5. Athens’ progress in the PHOEBE project to test safer, low-speed mobility solutions

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    Source: Urban Mobility Observatory, PHOEBE, IRF

    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
    • Smoother, more efficient traffic flow

  6. The US’s CPSC nears introduction of a standard for micromobility lithium-ion batteries

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    Source: Crowell

    The US’s Consumer Product Safety Commission (CPSC) has placed a proposed safety standard for lithium-ion batteries used in micromobility products back onto its agenda, after a period of flux for the rule.

    The draft standard is intended to address potential risks of injury and death associated with lithium-ion batteries used in micromobility products including e-bikes and e-scooters, as well as replaceable battery packs, conversion kits and chargers sold separately. If passed, the rule would be codified as a consumer product safety standard, imposing performance requirements on both original electric systems installed in LEVs, and in the aftermarket of electrical products described above.

    The proposal would involve modifications to the performance requirements which are outlined in the current voluntary standards for lithium-ion batteries in micromobility products:

    • UL 2849-20 (Standard for Safety for Electrical Systems for eBikes)
    • UL 2272-24 (Standard for Safety for Electrical Systems for Personal E-Mobility Devices)
    • UL 2271-23 (Standard for Safety for Batteries for Use in Light Electric Vehicle (LEV) Applications)

    The update about the draft standard came in a statement issued by Acting Chairman and current sole Commissioner of the CPSC, Peter Feldman on August 21, in which he announced several advancements of “critical safety standards” to the Office of Information and Regulatory Affairs (OIRA).

  7. Micromobility is replacing car use in the USA, study shows

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    Source: Zag Daily

    A report which draws on nationwide surveys, information from focus groups, and wider industry research, presents strong evidence that shared micromobility modes are replacing car trips in the United States, and urges for the removal of barriers to access.

    The Mode Shift report, published by shared micromobility operator Veo, examines the factors behind uptake of shared micromobility options including e-scooters, e-bikes, and seated scooters. Alexander Keating, Veo’s Vice President of Policy and Partnerships, said, “Mode shift means people choosing not to take a car trip, even just once a week, because micromobility is conveniently available. Most journeys in the US are under three miles and are therefore exactly the trips that bikes and scooters are well suited to replace.”

    The report also looks beyond commuting at the shorter everyday journeys which are well-suited for car replacement, such as errands and social journeys. Alex continues, saying, “We’re not talking about scrapping cars entirely. Some trips will always require them, but many don’t. Micromobility allows people to leave the car at home more often.” For many micromobility users, however, the transport mode provides a way to avoid the costs of car ownership while still enjoying easy access to work and everyday activities.

    Key findings in the report

    • 40% of Veo riders do not own a car.
    • 28% do not hold a driver’s licence.
    • Many users live in outer boroughs and lower-income areas of major cities, and use shared mobility to as first- or last-mile connections to public transport.
    • 60% of riders are from households with an income under $50,000 per year.

    Barriers to access

    The report identifies four key barriers to wider access:

    • Disconnected infrastructure: “A bike lane here and there isn’t enough. People need safe, continuous routes from start to finish.”
    • Service restrictions such as geofencing and fragmented service areas which don’t match up with natural travel patterns.
    • Affordability and lack of potential users’ knowledge about existing discount schemes.
    • A lack of vehicle diversity – most current fleets are designed for solo travellers, eliminating families or those carrying loads such as shopping. The report argues for broader inclusion of cargo bikes, trikes and adaptive options into fleets to better compete with cars for more trips.

  8. Streamlined supply chains could boost micromobility profitability, says McKinsey

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    Source: Zag Daily

    The consulting firm outlined how companies in the micromobility sector could boost their profitability by adopting a different approach to supply chain processes, with digital manufacturing and operations platforms helping to remove significant pain-points.

    Traditionally, micromobility companies have collaborated individually with suppliers during different stages of the chain, such as manufacturing, logistics and after-sales support.

    This model, says McKinsey, has significant in-built inefficiencies, and points to an alternative solution presented by digital manufacturing and operations platforms. In short, these are single-point platforms that bundle together the orders of several micromobility companies, and open up a large network of suppliers to customers, enabling companies to more easily match with the right supply partner, while still enjoying the benefits of the economies of scale.

    According to McKinsey, the model is mutually beneficial for micromobility companies and those in the supply chain. Contract manufacturers are able to enjoy more consistent and higher order volumes, enabling greater, more efficient utilisation of production lines with lower associated unit and sales costs. Micromobility companies can, individually, have access to quality manufacturers even with lower volume and proven sales. This frees them up to concentrate on other key aspects of their company’s operations, such as R&D, branding and vehicle design.

    McKinsey have analysed the typical costs for micromobility companies. “About a third of costs typically reside in manufacturing…As a result, reducing expenses associated with the prototyping, assembly, and fulfilment of micromobility vehicles is a primary mechanism to drive profitability.” The use of efficient digital platforms can help streamline production and so avoid the unnecessary expenses associated with smaller-scale manufacturing agreements.

    An additional benefit highlighted by McKinsey is that, with several micromobility companies bundling their orders through digital platforms, it will be easier for regulators to establish technical standards.

    Darius Scurtu, McKinsey Center for Future Mobility Expert and Engagement Manager, spoke to Zag Daily about the micromobility industry’s developing maturation. “Firms are now focused on profitability and operational efficiency rather than growth alone, first cities are looking at increasing fleet sizes and expanding services areas, and investors are targeting profitable and established operators.”

  9. LEV schemes could help California achieve clean mobility ambitions

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    Source: Smartcities Dive

    The US state of California has invested billions of dollars into zero-emission transportation infrastructure projects and offered residents rebates for a range of “Clean Vehicles” – but LEVs have been missing from the mix, and could make access to truly clean transport much more equitable.

    LEVs could help bring the aims of California’s ambitious Clean Transportation Program – tackling climate change, reducing petroleum use, greater adoption of zero-emission vehicles, and improving air quality – within the reach of many more citizens. Thousands are currently priced out of incentive schemes, which have prioritised electric and hybrid cars, where even with a rebate, the purchase costs can be prohibitively high. In addition, the systematic adoption of infrastructure upgrades that prioritise active travel would enable LEVs to take a greater share of the travel landscape.

    Cost considerations

    E-bikes, e-scooters and other LEVs have much lower initial purchase costs than zero-emission cars, and lower running and maintenance costs. They also offer the additional advantages of requiring less space – both for storage, and for travel. However, few incentive schemes have been in place to enable access to LEVs for residents such as students, families and low-income workers, effectively pricing them out of a reliable transport option.

    The E-bike Incentive Project offered up to $2,000 towards purchase of e-bikes in a scheme that prioritized lower-income and disadvantaged communities. The application window is currently closed, and the first wave of vouchers were claimed within minutes, clearly indicating strong demand. Another scheme, the Driving Clean Assistance Program, offered grants and loans to eligible citizens towards purchase of zero-emission vehicles, including LEVs.

    Incentive schemes in other cities, such as Denver, have been successful in enabling access to e-bikes and cargo bikes. Those who participated in the scheme’s survey reported riding their bikes an average of 26 miles per week, replacing 3.4 round-trip vehicle trips. The scheme employed a sliding scale of voucher value, depending on the applicants’ income status; lower-income recipients who received $1,200 towards an e-bike were the most positively impacted, using their e-bikes almost 50% more than those receiving the standard $400 offered to all residents.

    Infrastructure requirements

    Investment in a statewide network of separated routes which connect neighbourhoods with schools, jobs and public transport is urged, systematically building on plans already in place in such cities as Los Angeles and San Francisco.