E-bike manufacturer and LEVA EU member NEOMOUV joins forces with e-bike rental specialist Motto as the French capital aims to be fully cycling friendly by 2026.
With over 20 years of experience in e-bike design, NEOMOUV has developed a model specifically tailored to the needs of Parisians. Motto is offering them for a monthly rate, bringing more accessibility for Parisian residents to trial e-biking, as the city aims to promote cycling as a dominant mode of transportation in the city.
NEOMOUV is a French manufacturer that creates bikes for both for individual consumers and also fleets for companies, local authorities and mobility organisations, designing them to order for customer needs. NEOMOUV e-bikes are robust, comfortable, low maintenance, and can be customized for both intensive and daily use for urban, utilitarian, tourist and professional use.
Paris’ aims to be 100% cycling friendly by 2026
Paris has a been a major force in promoting strategies to reduce the effects of climate change, including a target to encourage a large take-up of cycling. Its Plan Velo: Act 2 established in 2021, aims for Paris to be a 100% cycling friendly city by 2026, with various initiatives to facilitate and promote it.
This latest collaboration of Motto and NEOMOUV is the latest e-bike rental partnership to compliment Paris’ plan in making e-biking increasingly more accessible to a range of users in Paris.
According to Fluctuo’s 2024 European Shared Mobility Annual Review, London and Paris are at the forefront of Europe’s shared bike boom, with one-third of Europe’s total shared bike trips occurring in these capital cities.
The latest report from micromobility specialists Fluctuo reveals interesting insights into the effects of the relationships between operators and local authorities, and the role that local conditions have to play in the success of shared mobility take-up.
Paris’s Vélib’ bike share system is Europe’s most used shared mobility service, with 49 million rides recorded in 2024. London plays host to almost one-third of all dockless bike journeys in Europe at 29 million trips.
Paris
Fluctuo CEO Julien Chamussy spoke to Zag Daily about the results from the French capital: “Paris has had its public bike system Vélib’ since 2007 but, despite some initial problems when the contract was renewed and taken over by Smovengo in 2018, it has become the most used bike system in the world, outside of China.
“The success is down to the population density of Paris, but also the station density and fleet size – it’s a convenient service to use, there are always bikes available, and nearly always docking stations available to park in. It is also very cheap to subscribe, and users can get unlimited rides for less than €10 per month.
“Another factor is the political will of Paris and Mayor Anne Hidalgo to promote cycling and reduce car usage. Paris has become a dream for cyclists, and ridership is growing fast.”
In a separate, earlier report, Paris was ranked as the top performing city for bike sharing in Europe. Cycling Industries Europe’s Shared Ambition report benchmarked the performance of bike sharing across 148 EU cities in 2023.
London
London presents a different picture, with a smaller public bike share scheme that is spread over a larger surface area. Station density is lower, which Chamussy noted could lead to the service being perceived as less convenient than Paris’.
However, in the specific case of dockless bikes, Chamussy believes the relationships which has been developed between operators and London boroughs have an important role in the success of bike share schemes.
“Dockless bike operators have been incredibly successful because they have been allowed by the boroughs of London to deploy bikes at scale. There are now more than 30,000 dockless bikes in London whereas in Paris dockless operators have been limited to 18,000 (soon to be 15,000). This has made using shared bikes incredibly convenient in London, and operators and residents are really seeing the benefit.
“London will renew its bike sharing system this year, so it will be interesting to see whether the approach to the station-based or dockless system will evolve over the next 12 to 18 months.”
He went on to outline how both dockless bikes and station-based systems can work in other cities. “Both cities are proof that dockless and station-based models can work, but they both require the right conditions to be successful.”
Highlights of the wider shared mobility sector
The Fluctuo study found that there were 940,000 shared vehicles in 2024, generating 640 million trips and €2.1 billion in revenue.
Berlin has the most shared vehicles in Europe, with 59,000 across the city.
Shared mobility ridership in Europe grew 5% in 2024, despite the overall fleet size decreasing 4% since 2023.
Dockless bike ridership grew by 58%, while fleets increased by 18%.
Shared scooter fleets fell 16% in 2024, and ridership reduced by 9%. Despite this, scooters still make up 47% of all shared vehicles.
France’s capital city launches initiative to curb through-traffic while promoting eco friendly transportation in city centre
From November 5, 2024, Paris will enforce a Limited Traffic Area (LTA) in the heart of its city. This initiative, modeled after similar zones in other European cities such as Madrid, Milan, and Rome, aims to curb through-traffic and encourage public and eco-friendly modes of transportation within Paris’s 1st, 2nd, 3rd, and 4th arrondissements. The implementation of this restricted traffic zone is intended to reduce congestion and emissions, promoting a safer and more accessible city centre for pedestrians and cyclists.
Overview of the Limited Traffic Area (LTA)
The LTA, covering approximately 131 kilometres of roadways in central Paris, prohibits vehicles from using the area as a transit route to cross from one side of the city to another. Instead, only vehicles that have origins or destinations within the LTA’s boundaries are allowed to enter. Signage around the perimeter will inform drivers when they are approaching, entering, or exiting the restricted zone.
Key locations, including the Grands Boulevards in the north, the islands of the Cité and Saint-Louis, and the main quays on the Seine’s right bank, are excluded from the LTA, allowing traffic to flow around rather than through the center. According to city officials, approximately 350,000 to 550,000 vehicles cross this sector daily, highlighting the significant impact the LTA could have on reducing overall traffic within the city’s central zone
Gradual implementation and education phase
To ensure a smooth transition, the city has instituted a “pedagogical phase” that allows residents and visitors time to adapt to the new restrictions. During this phase, drivers will not face penalties, with authorities focusing on education and awareness. Fines will be enforced in 2025, following additional consultations with the Prefecture of Police. The city has also released informational materials, including a video, to help explain the LTA rules and answer frequently asked questions.
Who will be able to enter the LTA?
Access to the LTA is limited to motor vehicles with specific reasons to be in the area, including:
Residents or workers based within the LTA boundaries
Those making deliveries
Individuals visiting medical facilities, shops, or cultural locations such as cinemas
People providing professional services or maintenance within the area
Cyclists, pedestrians, scooters, and other active transportation modes are unaffected by these restrictions, as the LTA only applies to motorized vehicles.
Exemptions and special permissions
Certain vehicles and professionals are exempt from the LTA’s transit restrictions to ensure the continued safety, accessibility, and functioning of essential services within the city center. Vehicles permitted to bypass these rules include:
Public transportation vehicles and taxis
Priority and emergency response vehicles
Public service vehicles for road maintenance and operations
Professionals eligible for specialized parking permits, such as healthcare and mobile service providers
Car-sharing vehicles and vehicles transporting individuals with disabilities or special mobility needs
Additionally, vehicles belonging to the PAM mobility service—a public transport system managed by Île-de-France Mobilités to assist individuals with disabilities—are also permitted unrestricted access to the LTA.
Looking ahead
The Paris LTA is one of several traffic-calming initiatives being pursued by European cities, seeking to balance mobility needs with sustainability and livability goals. While restrictions may pose challenges for some drivers, the city anticipates that the LTA will foster a more pedestrian-friendly urban centre, reduce air pollution, and support a healthier, more vibrant Paris for all residents and visitors.
The Paris Region Institute has announced findings from its GPS Mobility (EMG) survey, conducted eighteen months after the COVID-19 pandemic.
This study looks at the mobility activities of Parisians from October 2022 to April 2023, compiled to help define and improve urban planning and transportation in the Île-de-France region, which houses the city of Paris and surrounding areas. The sample number of participants consisted of 3,337 residents aged 16-80, who used a GPS tracker to record their weekly mobility trips.
Estimated daily mobility numbers
The most traveling occurs during the working week of Monday to Friday, with 34.5 million trips taking place, which then decreases to 29 million on Saturday, then 19 million on Sunday, respectively.
Vehicle modes commonly used
The car is used the most in the outer suburbs, and for city residents, public transport is the most common form of transportation. In terms of the bicycle, this vehicle represents 30% of trips in the Île-de-France region, with more city residents using them than the car.
The unique nature of mobility on Friday
On Friday, the survey has found that the amount of people entering and leaving the Île-de-France region triples in comparison to Monday. Also, it is the day that the largest proportion of people work from home (40%), instead of commuting to work.
Weekend mobility results
It has been revealed that during this period, more residents use the car and less use public transportation compared to the working week. Modal use of the car rises from 34% to 42% and public transport use decreases from 26% to 18%.
Origin of users traveling on Paris’ BP ring road
The Boulevard Périphérique (BP) is a famous road that borders the city of Paris, and is thought to be one of the busiest roads in France. The study found that 80% of those that use it, live outside of the city itself.
More findings from the study can be accessed here. The Paris Region Institute also plans to conduct a weekly mobility study for 2024-2025, to expand on its mobility research.
According to official results from city hall, Parisian voters on Sunday approved a proposal by the city’s socialist mayor, Anne Hidalgo, to triple parking fees for large SUV-style vehicles.
In the recent vote, 54.55% of Parisians supported a proposal to increase parking charges for cars weighing 1.6 tonnes or more to €18 per hour in the city centre and €12 further out. However, only 5.7% (78,000) of the 1.3 million eligible voters participated at the 39 voting stations across the French capital.
Mayor Anne Hidalgo celebrated the outcome as a “clear choice of Parisians” in favour of a measure deemed “good for our health and good for the planet.” Exemptions include fully electric cars exceeding two tonnes, Paris residents or workers, taxi drivers, tradespeople, health workers, and people with disabilities.
Supporters, like Gregoire Marchal, emphasized the ecological and societal aspects of the measure, encouraging a reconsideration of personal behaviour regarding car use. Nevertheless, not all voters shared the sentiment, with some expressing dissatisfaction with what they perceived as Hidalgo’s dictatorial approach.
Under Hidalgo’s leadership, Paris has implemented measures such as pedestrianizing streets and building cycle lanes to discourage driving and reduce emissions. SUVs, labelled an “aberration” by environmental group WWF, have been singled out for their increased fuel consumption, safety concerns, and greater use of public space.
Critics argue against the imprecise targeting of SUVs, with concerns raised about the scheme’s classification and potential impacts on different types of vehicles. The opposition questions the transparency of the referendum, accusing the city government of manipulation.
Drivers’ groups and France’s Environment Minister, Christophe Bechu, criticize the SUV surcharge as punitive environmentalism, advocating for a focus on vehicle weight rather than a specific category. Hidalgo’s transport chief estimates that around 10% of Paris vehicles would be affected, generating up to €35 million annually.
The anti-SUV initiative in Paris has inspired similar plans in Lyon, where the Green party mayor intends to introduce a three-tier parking fee for residents and visitors starting in June. The recent referendum’s turnout echoes a trend seen in a previous vote on banning rental scooters, emphasizing the challenges of engaging citizens in local decision-making.
The French capital will have a vote on a new mobility policy regarding sports utility vehicles
Authorities have organised a referendum to take place on February 4th about whether parking price rates for sports utility vehicles (SUVs) should be increased.
SUVs are the largest type of private car, and are seen by many as heavy and bulky, causing high pollution on the roads and increased casualties, so voters will be asked if their owners should be charged specific rates for parking them around Paris.
Why are SUVs the target?
This is the second traffic and public space referendum that Paris’ local government has organised within 12 months. In April, the French capital caught the attention of European media and beyond with the news that it was letting its residents decide whether they’d like to ban publicly shared scooters from its streets.
The majority of votes said yes to this, and made Paris an interesting example of participatory democracy in daily matters. With a second referendum on the way, some are wondering if referendums will be a regular occurrence for traffic policy in Paris.
If the vote goes the same way for SUVs, local authorities have proposed tripling visitor (non-resident) parking rates. This would mean SUV parking in Parisian districts 1-11 would be €18 per hour, and for districts 12-20 it would be €12 per hour – if approved.
It’s possible that with new financial obstacles in place, the popularity of SUVs and 4x4s could decrease in France.
For 30 years, the average size and weight of cars in France has increased, taking up more and more space on the road, on sidewalks and in public spaces generally. Within this period, cars have reportedly become heavier by almost 250 kilos; in 1990, the average vehicle weight was 975 kg and today it is 1,233 kg.
The Mayor.EU highlights that even if the number of largest cars drop, then an issue still remains with the large sizes of the remaining cars on the streets that contribute to road pollution, which could counteract any positive effects, and therefore fail to benefit the environment.
Since the Parisian ban on self-service scooters came into force on 1 September, its city hall has called the move revolutionary in “an urban jungle”, while stakeholders have remain divided on the pros and cons.
In April, 7% of Parisians voted in a referendum on the future of pay-per-use eScooters, with 89% voting for their removal from the streets. As of 1 September 2023, the vehicles have been officially banned, making Paris the only European country with such a measure currently in force.
E-scooters are responsible for an “urban jungle”, with “very abusive usage of these e-mobility tools [having] created a strong sense of insecurity,” according to the Deputy Mayor of Paris in charge of transport, David Bélliard, in a press conference on 31 August.
He continued that a ban was the right way forward because even with tighter regulation, Parisians felt insecure. Furthermore, he explained that it was democratic because “130,000 voters for a public consultation is a consequent number,” although this amount only accounts for 5% of the population of Paris.
Amid growing controversy and concerns around e-scooters, three of the main companies providing these services in Paris presented proposals to the city hall, but Mayor Anne Hidalgo ultimately decided to put future usage of these vehicles in Paris to a vote.
The ban covers 15,000 self-service electric scooters. Operated by Dott, Lime and TIER, they have been redistributed during the summer to surrounding cities.
Meanwhile, personal e-scooters are still allowed to travel in bike lanes.
Opinion remains divided
Mohamed Mezghani, secretary-general at the International Association of Public Transport (UITP), told EURACTIV that “there should be a choice of mobility options for everyone, and excluding one mobility solution from a city is perhaps counter to that approach.”
Bélliard refutes this argument, pointing to the existence of other mobility solutions such as buses, the subway, bikes and walking. He also expressed a concern that “e-scooters are not a relevant mobility tool as they mainly replace walking,” that they create disturbance such as traffic hazards and congestion, and were used mainly by tourists and not by Parisians.
The EU industry association Micro-mobility For Europe wrote in a press statement that “moving away from shared e-scooters isolates Paris from the rest of the world.” Deputy Mayor Bélliard confirmed that he is in touch with his European counterparts, who are all “facing similar issues that revolve around congestion of the public spaces [and] insecurity.”
Safety concerns
Peter Staelens, head of mobility at Eurocities, an organisation representing local governments, explained to EURACTIV that “e-scooter usage has resulted in a recurring pattern of serious facial injuries that require surgery.”
While the ban will hopefully decrease the number of injuries, other stakeholders have concerns about increases in car usage.
Sylvain Delavergne, French coordinator at the Clean Cities Coalition, an organisation campaigning for zero-emission zones within European cities, explained that the Parisian ban will see car trips increase by 8,000 according to a 2022 study.
The ban is, therefore not a solution in his mind, as it will impoverish the air quality in the capital, which is already “responsible for an annual 2,500 premature deaths.”
Paris is now the only European city with a total ban on self-service e-scooters. Previously, Madrid and Copenhagen had similar bans, but they were eventually repealed. Barcelona has temporary restrictions in place and a decision on permanent prohibition or regulation is expected in the autumn.
Following the vote in April, an official joint statement from Dott, Lime and TIER Mobility noted: “We regret that Parisians will lose a shared and green transport option. The result of this vote will have a direct impact on the travel of 400,000 people per month, 71% of whom are 18-35 year old residents. It is a step back for sustainable transport in Paris ahead of the 2024 Olympics.”
An official statement from Bolt highlighted that Paris is taking a step backward: “Considering the potential of shared scooters to make a positive change in the city and the constantly evolving technologies that we’re using to make scooter operations safe for everyone, we believe that resigning from shared scooters would be a step backwards in building better cities.”
Meanwhile, operators look set to turn their attention to e-bikes to make up the shortfall in business as well as looking at other EU cities.
“While Lime e-scooters will depart Paris by the end of August for other cities in Europe, Parisian riders are already pivoting to our expanding fleet of e-bikes,” a Lime spokesperson told CNBC
After 4 years of electric scooter-sharing services in France’s capital city, the Mayor of Paris, Anne Hidalgo, has confirmed a vote to determine if the micromobility option will be banned in the city.
The referendum in April has been announced following a lengthy review by city officials, with the mayor herself in favour of the ban. What are the key issues facing the use of e-scooters in Paris?
National laws are vague in terms of regulation.
Residents feel that riders are reckless.
Excessive riding on sidewalks and in pedestrianised areas.
Poor parking and the free-floating nature of the service have created an eyesore.
Antisocial use of the devices, particularly by tourists.
It should be noted that steps have been taken to address some of these concerns, such as limiting speeds and releasing a clear code of conduct, but the e-scooters remain extremely divisive.
With 12 active bike and e-scooter sharing services in the city, Paris is one of the largest markets for micromobility services. The results of this referendum will therefore be watched closely by industry and consumers alike; the conclusion may well inform future decisions in comparable locations.
Comments Off on CAKE and Volta Trucks join forces to provide world’s first electric microhub for last-mile deliveries
LEVA-EU member CAKE and Volta Trucks have announced a joint initiative for providing global fashion giant the H&M Group with fully integrated, electric deliveries to its customers in Paris. Starting in February, the H&M Group will be able to deliver its orders all the way from the warehouses to the door of the customer, leveraging an unparalleled, efficient combination of electric trucks and electric two-wheelers. Tailored for future urban logistics, this solution aims to have a minimum impact on the city environment.
“As a majority of today’s last-mile delivery chains will soon be banned in many of the world’s largest cities, H&M seeks to engage in future-proof solutions already now. This will enable for contributions of lower emissions and less congestion, while benefiting from far more efficient deliveries all the way to the end customer, paving the way for both healthier cities and business advantages,” says Stefan Ytterborn, founder and CEO, CAKE.
Rolling hubs, and couriers on two wheels
CAKE and Volta Trucks were both founded to tackle the modern challenges of transportation. Coming from two different vehicle platforms, yet sharing the same objectives, the integration of the two technologies offers immediate opportunities for e-commerce and the fast-growing delivery industry, now on its way to meeting game-changing laws and regulations globally.
Volta Trucks, whose vehicles are electric trucks with industry-standard loading capacity, has developed a design that offers emission-free transportation and enhanced safety in urban environments. Allowed to pass through future city borders, the electric trucks make the perfect vessel for carrying full loads of parcels, and harbour in central locations while parcels are delivered last-mile by a set of CAKE bikes reaching the customers fast, without impacting the traffic, or struggling with parking.
“We’ve designed the full-electric Volta Zero to be the cleanest, safest and most efficient urban delivery vehicle. Most of our customers are using trucks to deliver from out-of-town warehouses to inner-city stores. But as a forward-thinking brand, we’ve always sought innovative partners to deliver new and industry-redefining solutions. The partnership between Volta Trucks, CAKE and H&M Group will showcase how a combination of zero tailpipe emission transport solutions can bring benefits to brands, customers, and city centre environments.” says Essa Al-Saleh, Chief Executive Officer of Volta Trucks.
“An important part of our approach is to work openly and closely with partners, including to reduce emissions throughout our value chain. Initiatives like those with Volta Trucks and Cake help us advance our sustainability goals faster than we could on our own and have a positive impact in leading the transformation to a better fashion future. This starts with improving sustainability performance in our own operations and demonstrating the resilience of a sustainable business direction”, Paul Ticehurst, H&M Group Logistics Transport Lead.
Paris leads the way
Paris is one of the first cities in the world to regulate city transportation in favour of congestion and the climate. The French capital is targeting a late 2023 introduction of legislation, effectively limiting the movement of cars in its city centre. CAKE electric mopeds and motorcycles will be exempt from the ban that is expected to remove approximately 100,000 cars from the streets each day. Additionally, two-wheelers using combustion engines will by September 1st be subject to parking fees, while electric alternatives continue to enjoy free parking on Paris streets.
