Tag Archive: Micromobility

  1. What micromobility investors are, and are not, looking for

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    Source: Zag Daily

    At the recent Micromobility Europe event, Zag Daily moderated a panel discussion focused on the question of what it takes to raise capital in today’s micromobility market now that the industry has reached a greater level of maturity compared to a decade ago. The panellists shared insights on what aspects raise green or red flags for them, and what can make the difference in successfully securing funding.

    The panel members were Peter Vest, Senior Investment and Asset Manager at EIT Urban Mobility; René Wiertz, Founder and Managing Partner at Fundracer; and Thijn Van Helvoirt, General Partner at No Such Ventures.

    Biggest mistakes a mobility founder can make when seeking early funding?

    Wiertz emphasised the need to tailor a fundraising pitch to the stage a company is at. “f you’re raising money for a seed round, you won’t usually have the metrics to show so you have to sell the story. If you’re raising for a Series E, you will have the metrics and so you have to focus on the facts. The stage you’re funding for is essential to get your story right.”

    Van Helvoirt expanded on this theme, stating, “A mistake many founders make, which I think is lazy, is they assume that in a very early stage the only thing that matters is vision,” adding that founders need to demonstrate to investors that “you don’t just have a vision but that you’re genuinely interested in the answer to what will make your company work.”

    Vest warned against becoming too focused on valuation in the early stages. “Don’t be too afraid of losing a few per cent in the early stage. Revenue builds valuation. Valuation does not build revenue.”

    The importance of commercial metrics

    All three panellists agreed on their reluctance to back business who cannot demonstrate genuine commercial traction, with revenue – and the type of revenue – of paramount importance.

    Vest stated, “You could have recorded €1 million in revenue last year but if €500,000 was from grants then that’s a different story compared to €1 million of commercial revenue.”

    Van Helvoirt concurred, saying, “What I want to see is that a company that’s already generating money is projecting future growth based on the type of revenue they’re already collecting today.”

    Wiertz warned that a significant red flag is a pitch built on projections, without evidence that execution of the plan is feasible. “A deck full of renderings by a team that has never built a company or built anything – that is definitely a red flag for us. Anybody who has built a company knows how hard it is and how much persistence you need.”

    Points of differentiation

    The panel explored the factors which make a micromobility company stand out from the crowd. Innovation has its place, but isn’t everything – Van Helvoirt highlighted that distribution and execution are crucial factors, arguing that founders need to demonstrate an ability to get their product to market, and achieve successful scaling.

    Vest emphasised that, for EIT Urban Mobility, business fundamentals must be in place, alongside innovation. “If you’re on top of all the basics, then you can add something where you stand out compared to the rest of the market. For us, that other thing must be related to innovation.”

    On the topic of innovations investors like to see, Wiertz pointed to technology adoption, such as the increased use of IoT, ABS systems and other examples which are commonplace in the automotive industry.

    What investors don’t want to see

    When asked about the products and pitches the market no longer needs, the panellists offered a range of viewpoints.

    Wiertz said that the launch of another e-bike brand isn’t likely to spark interest, without a genuinely unique feature or proposition.

    Van Helvoirt returned to his earlier point, that a point of differentiation doesn’t necessarily need to be a completely new product, but stronger execution is a positive.

    Vest focused less on products, and more on the fundraising process, saying that he has little patience for non-binding agreements such as Letters of Intent and Memorandums of Understanding.

  2. The shared micromobility Build vs Buy debate

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    Source: Zag Daily

    The shared mobility landscape is evolving, and operators’ strategies differ in regard to their business models. Some favour a vertically integrated business, with proprietary assets including hardware, software, and an operational model, while others prefer to outsource to specialist partners. Zag Daily and Urban Sharing hosted a Build vs Buy debate during Micromobility Europe to explore the topic.

    The panel featured representatives of three companies in the shared mobility operating sector. Forest COO Will Jansen, represented a vertically integrated approach, with proprietary backend technology and an adtech ecosystem, alongside close hardware partnership. Christoffer Bakken Åkre is Senior Urban Planner at Bauer Media Outdoor, which operates shared bike systems as part of a larger infrastructure and advertising ecosystem, and works with best-in-class partners. Timo Buetefisch, Founder and CEO of Cooltra, represented a position between the two, with some capabilities owned by the company, and others outsourced.

    Benefits of a hybrid approach

    A consensus emerged that the most successful operators in the sector are currently practising or moving towards a hybrid strategy. Buetefisch emphasised that individual factors of geography, scale and business segment should inform decisions about ownership, pointing to his company’s strengths: “For us, we develop everything around customer retention, loyalty, bonus systems and dynamic pricing in-house because we think that’s where innovation matters.” Other concerns such as specific software are outsourced to expert providers.

    Jansen acknowledged that total vertical integration is not often a realistic scenario, stating, “If you need to scale quickly into new countries and cities, there will always be requirements you haven’t built for yet. Hybrid is probably the winner in that respect.”

    Bakken Åkre spoke from a point of view of a company which largely relies on external suppliers, highlighting that success depends on careful selection of collaborative partners.

    Advantage of bespoke software

    Jansen highlighted the key benefits of having developed proprietary customer-facing technology and operational tools, stating that, “there are key areas where it’s really important to retain control, particularly where the customer feels the impact.” This avoids the potential limitations of off-the-shelf platforms which are designed to serve multiple mobility sectors at the same time.

    The viewpoint of cities

    The panel agreed that cities generally are less interested in the operator’s business model, and instead are focused on the quality of service they can deliver. Cities’ key concerns are stability, safety, reliability, operational performance, and long-term sustainability. Buetefisch highlighted a changing perception, where cities are starting to view micromobility as a mode of transport to integrate with existing networks. “I think city councils have understood that micromobility is really a public transport category. I see a real shift there.”

    Diversification for stability

    The discussion addressed the suitability of different business models during market downturns, with the panellists advising the spreading of risk in various ways.

    Bakken Åkre views bike sharing as part of the company’s broader infrastructure business, which includes generating revenue through advertising contracts and other public infrastructure projects.

    Buetefisch described how Cooltra operates across a mix of consumer sharing, fleet management, and public bike share contracts, providing something of a buffer zone during fluctuations. “When Covid hit, our free-floating business was totally down but delivery and e-commerce went up a lot.”

    Jansen emphasised that business resilience can come from choosing which assets not to own, pointing to Forest’s outsourcing of most of its operational workforce through trusted partners, enabling more efficient management of staffing levels. “If you’ve got everything in-house, you’re loading yourself up with fixed costs that you can’t easily scale down with demand.”

  3. Europe’s micromobility market exceeds expectations at $70bn

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    Source: Zag Daily

    Global consultancy firm McKinsey has estimated the micromobility market in Europe to have reached $70 billion in 2025, outpacing an earlier forecast that predicted it would reach $60 billion by 2025. McKinsey describes this as a shift from rapid expansion, to long-term maturation.

    The figure includes both shared and private micromobility revenues across Europe, with vehicle sales and downstream services both represented.

    Speaking ahead of the Micromobility Europe event that took place in Berlin on 2-3 June, Darius Scurtu, Expert within the McKinsey Center for Future Mobility, said, “When we built our first proper market model in 2022, the European micromobility market was worth roughly $50 billion. At the time, we expected it to reach around $60 billion by 2025. In fact, it grew to around $70 billion.”

    The pace of growth is starting to normalise following a steep rise in the post-pandemic period, though Scurtu says that, “You are talking about growth rates of six, seven or eight percent per year, which is still strong growth.”

    Growth factors

    The strong performance is partly attributed to a faster recovery of travel patterns following pandemic-related restrictions, and to long-lasting policy changes which were introduced during the pandemic.

    “Many cities that implemented pop-up bicycle lanes kept these measures in place. That was an important factor behind the faster development of the market.” Scurtu adds.

    The data presented by McKinsey reveals some significant examples of cities that have seen large micromobility usage increases in the last five years, with 14 of the 20 largest cities in the EU seeing big uptake. Between 2020 and 2025, Barcelona added 18 million trips on its Bicing system, and between 2020 and 2024 both Paris and Madrid saw large increases in their shared mobility systems, with 12 million and 10 million trips respectively.

    There is a noticeable shift from occasional leisure use to everyday transport. A McKinsey consumer survey reported commuting as one of the most common shared micromobility uses, as well as shopping and other routine errands. Operators’ data also supports this, with LEVA-EU member Lime saying that over half of London trips in key months take place during the peak commuter hours, and Dott finding that 65% of trips are for commuting purposes.

    Infrastructure and financial constraints

    McKinsey’s consumer research also indicates that many riders view existing infrastructure as inadequate, representing a barrier to greater adoption. 49% of owners of e-bikes and bikes said that improved cycling infrastructure would encourage them to ride more frequently, and 32% feel unsafe riding in current infrastructure conditions.

    Scurtu says, “We are entering a phase where it is less about whether micromobility will scale and more about how to make it a better mode of transport. People need an alternative that is flexible, available and affordable. Pushing people away from private cars alone is not enough.”

    Affordability is another concern; of shared micromobility users who only ride occasionally, 27% said that high prices are a key reason for not using services more often, with safety concerns close behind at 24%.

    McKinsey outline five key ares set to design the next phase of the micromobility sector’s development:

    • Affordability
    • Reliability and quality
    • Safety
    • Integration with public services
    • Improved suitability for everyday use

  4. LEVA-EU members in Micromobility Europe line-up

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    Source: Micromobility Europe

    Microlino, Minimal and Lime will participate in the leading micromobility conference in Berlin from June 2-3, where they will be sharing their perspectives on last-mile delivery, microcars and shared micromobility.

    Micromobility Europe is a globally renowned industry event which revolves around the promotion and encouragement of small vehicles that help shift citizens away from car dependence.

    The 2026 line-up features a range of stakeholders, including industry professionals, city officials, as well as the following LEVA-EU members who will be speaking at the event:

    • Firstly on June 2nd, Patrick Bion, Co-Founder and CEO of Minimal will be outlining how micromobility is changing last mile delivery.
    • Later on June 2nd, Oliver Ouboter, Co-Founder and COO of Microlino will be taking part in a panel discussion about microcars and light utility vehicles, and the challenges of regulating the space between bikes and cars.
    • On June 3rd, Lime’s Senior Public Affairs Manager, Alice Pleasant, is participating in a panel discussion about improving shared micromobility in London and the broader UK market.

    The full programme of the event can be accessed on the Micromobility website.

  5. Europe’s shared micromobility injuries fall for fifth year in a row

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    Source: Zag Daily

    Figures released by shared-mobility coalition Micro-Mobility for Europe (MMfE) show that user injury rates across Europe fell in 2025 for the fifth consecutive year, both for e-scooters and e-bikes, despite substantial usage growth.

    MMfE represents shared mobility operators Lime, Bolt, Dott and Voi, and its aggregated incident data is drawn from almost 500 million trips across the EU27, Israel, Norway, Switzerland and the UK.

    Shared e-scooter distance travelled increased by 13.9% between 2024 and 2025, and injuries per million kilometres was down year-on-year by 1.1%.

    The number of e-bike trips increased by a huge 72.3% from 2024 to 2025, while the injuries per million kilometres fell year-on-year by 5.6%.

    Taking a longer-term view, the safety trend for shared e-scooters is positive. From 2021 to 2025, the injury risk per million kilometres travelled has decreased 19.9%, which MMfE says demonstrates the sector’s continuous efforts to improve safety. They state that, “shared e-scooters and e-bikes operated by MMfE members incorporate advanced safety features, including speed caps that cannot be overridden, geofencing in sensitive areas such as pedestrian zones, and regular maintenance protocols.”

    MMfE acknowledges that there is more that can be done; the reductions in serious injuries and fatalities are not yet reaching the European Commission’s targets under the Vision Zero initiative, which is aiming to bring the numbers of these incidents as close to zero as possible by 2050. Vulnerable road users (VRUs) continue to be among those most affected in urban traffic, and MMfE calls for stronger action in the implementation and improvement of dedicated VRU infrastructure, and for lower motorised vehicle speed limits in cities.

    MMfE’s Co-Chair, Marc Naether, outlined the combination of factors behind the falling injury figures: “Better infrastructure in many cities, growing rider familiarity and a strong ‘safety in numbers’ effect as more people use these vehicles. At the same time, shared operators have continued to invest in vehicle quality, maintenance and user education. Together, these elements create a safer operating environment as the mode matures.”

  6. India’s electric micromobility transition

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    Source: Autocar Professional Image source: Sounak Mukherjee, Unsplash

    The electric micromobility sector in India is flourishing, and it is estimated that by 2030 it could be one of the world’s largest markets for the industry. A combination of economic drivers, infrastructure development, and policies are among key factors facilitating the growth.

    The transition to electric two- and three-wheeled micromobility options in India is mainly being driven by workers for whom mobility is integral to their livelihoods – delivery riders, small traders, and informal workers. This is a contrast to the landscape in Europe, where micromobility uptake can be seen as being driven by urban mobility and connectivity.

    Economic factors

    At the heart of the transition is a shift in the Total Cost of Ownership (TCO) of vehicles, which is of paramount importance to the estimated 15 million workers in India’s gig economy (projected to reach 23.5 million by 2030).

    Electric variants of mopeds or motorcycles represent a significant 40-50% lower TCO compared to ICE models, over a three-year ownership period. For those using the vehicle as an integral tool for their work, this is the difference between merely subsisting, and the ability to save money. Some industry observations suggest that those working in delivery and logistics who transition from ICE to electric models – especially those compatible with swift and convenient battery-swapping services – can increase their monthly take-home income by almost 20%.

    Market size and infrastructure

    Working on the assumption that electric models account for 25-30% of the Indian two-wheeler market by 2030, industry forecasts show that annual electric two-wheeler sales would amount to 6.5-9 million units.

    This national fleet would need effective supporting infrastructure, estimated at 2.5 million public charging and battery-swapping touchpoints across the country, and necessitating a parallel sector in energy services, with new jobs arising in the “green-collar” workforce. This would include roles from fleet management and swap-station operations, to more high-tech R&D specialisms, with many more in between. As Nagesh Basavanhalli writes, “micromobility could become a rare industrial sector that simultaneously drives decarbonisation, employment, and skills upgrading.”

    Battery-swapping has become the preferred choice in India’s delivery and logistics sectors, where minimised downtime and optimised TCO are crucial. Industry estimates point to over 300,000 swaps on a daily basis, and fleet operators favour Battery-as-a-Service models which enable substantially lower operating costs compared to ICE fleets. With this model, the fleet owners can enjoy reduced upfront vehicle costs, leading to more efficient use of capital while speeding up the electrification of fleets.

    The role of policies

    It is noted that India presents a contrast to China, where the boom in electric micromobility has been primarily mandate-driven, alongside large-scale manufacturing capability and strong regulations. In India, the uptake of electric two-wheelers has been supported by a framework of positive policies which offer incentives for adoption, which have appeal for the cost-conscious users described above. A continued positive policy framework, which aligns with industry stakeholders, will be essential in maintaining the country’s momentum in micromobility expansion.

  7. Platform launched to enable cycling data exchange

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    Source: Pedelecs and E-Bikes

    The EU-funded MegaBITS project officially launched its Cycle Data Space in January 2026, marking a significant development in the digitalisation of cycling and micromobility across Europe. It has been created to support the open, international exchange of cycling-related mobility and infrastructure data, helping cities, regions and companies improve cycling conditions and expand sustainable transport options.

    The Cycle Data Space is built on the Mobility Data Space (MDS), a secure data-sharing framework for mobility-related information funded by the German Federal Ministry of Transport.

    MegaBITS aims to leverage this established technological environment to create a dedicated European data ecosystem focused specifically on cycling.

    “The MDS offers a secure, proven IT environment and an existing community that ideally supports the Cycle Data Space,” explained Caspar Van Gheluwe of imec, who leads the MegaBITS project. He emphasised that the system allows data providers to remain in control, deciding “who may use which data and under what conditions,” while still enabling easier access for potential users across Europe.

    Decentralised structure ensures data sovereignty

    The Cycle Data Space functions as a sub-data space within the broader MDS network. Unlike traditional centralised databases, information is exchanged peer-to-peer between members rather than stored in one location. This approach ensures that participants retain full sovereignty over their datasets and can choose whether information is shared only within the cycling-focused space or also with other MDS users.

    “With the Cycle Data Space, MDS is expanding its portfolio to include cycling as a mode of transport,” said Julius Meyer, Business Development Manager at MDS. “ It demonstrates that MDS offers a technically sophisticated platform for national and international data-sharing projects.”

    MDS already includes participants from around 20 nations, and the Cycle Data Space has begun with active data providers from four countries.

    Supporting safer cycling and new business models

    The platform consolidates a wide range of datasets relevant to cycling and micromobility. These include information on cycle paths, traffic volumes, accident hotspots, shared e-scooter and rental bike services, e-bike charging zones and parking infrastructure. The data is complemented by construction site updates and real-time environmental information such as weather conditions and air quality.

    MegaBITS expects the Cycle Data Space to contribute to safer and more attractive cycling environments, strengthen infrastructure planning and increase the overall share of bicycle transport. At the same time, the initiative is designed to create the foundation for emerging micromobility business opportunities, including improved sharing operations and smarter route-planning applications.

    The Dutch city of Zwolle has highlighted the value of cross-border collaboration enabled by the platform with the following statement:

    “Through the Mobility Data Space, we exchange data with other participants and gain access to valuable mobility data. This allows us to make informed decisions and design safe, comfortable and sustainable cycle paths.”

    Growing European participation

    Several European cities and regions are already contributing data at launch, including Hamburg, Copenhagen, Enschede, Zwolle, the provinces of Antwerp and Overijssel, and the Le Havre metropolitan region. Other municipalities have also expressed interest in joining, signalling growing momentum behind Europe-wide cooperation to strengthen cycling infrastructure and micromobility services through shared digital resources.

  8. How micromobility is reshaping European cities

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    Sources: BikeBiz, Zag Daily

    A pilot project, the Sustainable Urban Transitions (SUT) Lab, is being conducted in Hannover and Seville and is providing data on how the everyday use and management of micromobility is affecting these cities. Initial results reveal how policy, demographics, and infrastructure interact, and point to simple changes which support safe, fair and sustainable mobility.

    SUT Lab is a research partnership between ETH Zürich and the Bolt Urban Fund, and was launched to support the implementation of Sustainable Urban Mobility Plans (SUMPs) in European cities. The data published in the first report drew on millions of e-scooter and e-bike trips in Hannover and Seville, building a picture of rider habits and the effects of transport policy and street design.

    The findings from two very different cities help to demonstrate that the implementation of SUMPs is not a one-size-fits-all scenario. The project incorporates Bolt’s trip data, infrastructure data supplied by the cities, plus surveys and sensor telemetry data.

    Key highlights from the initial published results include:

    • There is a difference in how local residents and tourist visitors ride. In Hannover, most users are local and younger, travelling shorter trips of 1 to 1.5 km, which last around six minutes. In contrast, 54% of e-bike trips in Seville are made by visitors; these trips are slower and follow historic and scenic routes, while those made by locals are more direct. This demonstrates the need to balance leisure-focused routes with everyday mobility needs.
    • Policy can be effective. During the study period, Hannover introduced new designated city-centre parking zones, which were found to produce a high compliance level and a reduction in ultra-short trips.
    • Differing gender behaviour was observed in Hannover, supporting what has been observed in other research – that women tend to make more complex, multi-stop journeys tied to work, childcare and household responsibilities. The pattern in Hannover is that women tend to have daytime trips which are clustered more closely around rail and tram stations than men, highlighting micromobility’s role in first- and last-mile connectivity.

    Transport and Mobility Planning Professor Eva Heinen of ETH Zurich spoke about the parking policy introduced in Hannover, highlighting that the change provides encouraging early evidence that targeted parking regulation can address public concerns while still enabling a viable service to be offered. “Some findings show that these policies have had the intended effects on cities, and not unbeneficial consequences for the operators.”

    She also commented on the contrasting behaviour of locals and visitors observed in Seville. “The large number of tourists making micromobility trips is not necessarily surprising but it is interesting. It provides an opportunity to investigate the differences in behaviour between locals and tourists. Many cities don’t have a strong tourist/local distinction like Seville does, and others do but they don’t know anything about it.”

  9. Micromobility industry coalition launches in New York City

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    Source: Zag Daily

    A new industry coalition has formed with the goal of shaping e-bike policy alongside the needs of the micromobility industry in New York City. It has published its very own Micromobility Roadmap with policy recommendations for the city’s new administration.

    The Next Mile Coalition is co-chaired by The E-Mobility Project, Upway and Infinite Machine, and brings together companies and advocacy organisations seeking closer alignment between city policy and micromobility sector requirements. Members include Bloom, DutchX, Oonee, PeopleForBikes, Popwheels, Propel Bikes, Ridepanda and Whizz.

    The coalition’s launch coincided with the publication of its Micromobility Roadmap, a policy document outlining 20 recommendations for the city’s new administration.

    Infrastructure Identified as key barrier

    The Roadmap describes New York City as being at a “pivotal moment in transportation history,” citing approximately 44 million annual Citi Bike trips and an estimated 65,000 delivery workers using e-bikes.

    Shabazz Stuart, founder of Oonee, said the city’s greatest obstacle to wider micromobility adoption is an infrastructure deficit, including the lack of a connected bike lane network, secure parking, charging and servicing options. Compared with cities such as Paris and London, Stuart said micromobility use in New York City remains “a relatively painful experience.”

    He told Zag Daily the following about the coalition’s objective.

    “By consolidating innovation sector expertise into one coherent policy voice, the coalition is better able to provide feedback like this to the relevant stakeholders in city government.”

    Managing growth and safety

    Mike Peregudov, co-founder of e-bike subscription service Whizz, said the city’s primary challenge is not increasing ridership but managing existing volumes safely while avoiding over-regulation.

    He noted that balancing rider safety, public space and accessibility requires a nuanced approach rather than blanket restrictions.

    Melinda Hanson, Co-founder of The E-Mobility Project and Co-chair of the Next Mile Coalition shared the main priority of the industry coalition:

    “The organisations in this coalition share one key priority: for New York City to move faster on mobility infrastructure, safety and affordability,”

    She also notes that the Micromobility Roadmap is a “practical blueprint with concrete actions” which can be used by the new administration for immediate implementation.

    Micromobility Roadmap targets and policy proposals

    The Roadmap sets a series of targets for 2030, including a 25% increase in cyclists, the construction of 350 miles of protected bike lanes, 4,000 daylighted intersections and the near-elimination of lithium-ion battery fires.

    Key recommendations include building 50 miles of new protected bike lanes in 2026, increasing to 100 miles annually, deploying 500 secure bike parking locations, accelerating safe charging infrastructure and introducing income-tiered rebates for certified e-bikes and cargo bikes.

    Broader industry implications

    Brandon Schuh of Christensen Group said the coalition could serve as a starting point for broader national or global micromobility regulatory frameworks.

    As New York City continues to respond to safety challenges following the post-pandemic e-bike boom, the global micromobility industry will be watching closely to see whether the Next Mile Coalition can help accelerate progress by aligning industry expertise and public policy.