Tag Archive: regulations

  1. Türkiye tightens shared e-scooter rules

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    Source: Hürriyet Daily News, Daily Sabah

    Türkiye has introduced a new regulatory framework governing the deployment and operation of shared electric scooters, with the updates to existing regulations outlined in the Official Gazette, a journal which publishes new legislation and other official announcements. Geo-fencing, data-tracking and speed restrictions are all included in the updated regulations.

    Software-based controls will be used to implement geo-fencing, restricting e-scooters from entering specific areas, or limiting the actions which riders can take within certain zones. Riders will receive audible alerts when approaching restricted areas, and scooters will be automatically slowed to 6 km/h. The Transport Minister, Abdulkadir Uraloğlu, has stated that the rules on speed limits and restricted zones are mandatory, and will be enforced in collaboration with local traffic authorities.

    Fleet operators now need to ensure the recording of data on each scooter: serial, plate and ID numbers, and real-time location data will be logged in the national digital tracking and data-sharing platform U-Net. While in use, scooters will transmit location once every three minutes, and parked scooters once every ten minutes. Movement of a scooter outside of active use will be reported immediately, and fleet operators will report monthly on accident and complaints to U-Net.

    The operating conditions for e-scooter companies have been outlined. Permits will be valid for two years, and one-year extensions are available, upon fee payment, if no new permit applications are filed. Authorised quotas will be set for each district, in which operators must maintain at least 70% from March-October and 40% from November-February, and may not exceed 130%.

    Operators must provide a 24/7 call center, or an equivalent mobile app. The apps must display scooter locations, battery level, estimated range, restricted zone information, real-time pricing, and carbon-footprint comparison information.

    A requirement due to come into force on July 1, 2026, is that 30% of fleets must be manufactured in Türkiye.

  2. Spain introduces compulsory insurance for many electric scooters and bikes

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    Source: Majorca Daily Bulletin

    In Spain, owners of e-scooters or e-bikes which have motors over 250W that can reach speeds over 25 km/h must now obtain insurance for their vehicle. Additionally, they must register it in a national public database, and the vehicle must display an identification plate, carry a circulation permit and have a valid technical inspection (ITV). There is a transitional period, ending in January 2026, for owners to ensure their vehicle is compliant with the new rules.

    Many pedal-assist e-bikes fall below the power and speed limit, however owners of such e-bikes are being encouraged to take out voluntary insurance.

    The database for registration of qualifying vehicles is due to be implemented by the Spanish government by 2 January 2026. Owners of vehicles must arrange the required insurance and registration before 25 January 2026. Before this date, they will not face penalties; after this date, they could face fines of up to €1,000 for riding without the required insurance and registration.

    The minimum insurance coverage requirements are set at €6.45 million for personal injury, and at €1.3 million for property damage. These amounts will be updated annually, in line with the Consumer Price Index, to ensure ongoing adequacy.

    Those unsure about the status of their e-scooter, and how to go about registering a qualifying vehicle, can find more information here.

  3. Utrecht offers free light electric vehicle trials ahead of 2026 delivery restrictions

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    Source: Dockr , LPU Logistiek Platform Utrecht

    The Dutch city is inviting businesses to test this sustainable mode of transportation for one month, so they can explore zero-emission transport alternatives in advance of new delivery traffic regulations that will come into effect next year. LEVA-EU member Dockr’s cargo e-bikes are among the selected vehicles that are available for free trials as part of this scheme.

    From 1 January 2026, conventional trucks and vans will face restrictions in Utrecht’s city centre, which has prompted the municipality to encourage businesses to trial zero-emission transport alternatives.

    From now until 1 March 2026, companies are able to try out LEVs free of charge for one month. The initiative is open not only to businesses located in the city centre, but also to those that regularly deliver goods there.

    The trial includes three light electric vehicle types, including Dockr e-cargo bikes, to give businesses first-hand experience of cleaner, more manoeuvrable transportation alternatives to delivery vans.

    Dockr is offering its Urban Arrow L & XL , designed for urban logistics transportation, for testing. They offer volumes of 400L (L) and 570L (XL) and are equipped to carry a maximum load capacity of 250 kg.

    Businesses interested in participating can register or request further information through the city’s logistics brokers at logistiekmakelaar@utrecht.nl.

  4. Cyprus to tighten e-scooter regulations amid safety and enforcement concerns

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    Source: PHILENEWS

    The Cypriot government is preparing to introduce stricter regulations for electric scooters in response to growing safety concerns and widespread regulatory failures, with a particular focus on the role of e-scooter sharing companies operating across the island.

    E-scooter companies under scrutiny

    E-scooter sharing companies operating in Cyprus are now under increased scrutiny for their role in this unregulated landscape. These companies have been able to expand rapidly, often without adequate coordination with local authorities. As a result, scooters frequently appear in areas without proper infrastructure or oversight, and many exceed the legal speed limits.

    To address this, the government is working closely with stakeholders, including e-scooter rental firms and importers, to draft legislative amendments aimed at improving control and accountability.

    Proposed legislative changes

    • Key proposals currently under consultation include:
    • Mandatory registration by importers to declare whether scooters exceed the 20km/h speed limit.
    • Compulsory insurance coverage for both scooters and users.
    • Inclusion of electric bicycles used for professional purposes under existing personal mobility device (PMD) laws.
    • Introduction of geofencing technology to automatically limit speed or prevent scooters from operating outside designated zones.

    These proposals aim to modernize and strengthen enforcement mechanisms, particularly by leveraging technology to ensure compliance in real time.

    Calls for EU-wide best practices

    The European Transport Safety Council (ETSC) has supported Cyprus’s push for reform, advocating for mandatory rider training and a ban on e-scooter use on pavements. Geofencing is seen as a vital tool in achieving these goals, by limiting scooter operation to specific areas and ensuring speed compliance.

    Enforcement challenges remain

    Currently, penalties for non-compliance include fines ranging from €50 to €85 for violations such as riding without a helmet, speeding, or using scooters outside designated lanes. However, reportedly, these fines are rarely enforced, further weakening the impact of the legislation.

    To date, Cyprus has recorded two e-scooter-related deaths and several injuries. In 2022 alone, the EU saw 119 fatalities and 5,867 injuries involving PMDs, highlighting the urgency of effective regulation.

    Looking ahead

    As the revised framework is prepared for presentation to Parliament, authorities are urging municipalities and e-scooter companies to take greater responsibility. Effective collaboration between public bodies and private operators will be essential in helping to ensure the safe and sustainable integration of e-scooters into Cyprus’s urban mobility ecosystem.

  5. France enforces clearly defined regulations against pedelec tuning

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    Source: SAZ Bike

    France has in place stringent measures to curb illegal pedelec tuning to reinforce safety and compliance in its micromobility sector, which can be seen as a benchmark for other countries. Since April 1, 2016, Decree No. 2016-364 has established comprehensive safety regulations for bicycles and electrically assisted bicycles.

    Ernst Brust, a micromobility expert, has highlighted to SAZ Bike that France’s regulatory framework can be used as a model for other countries’ approach to regulating the sector. According to Brust, manufacturers and retailers are responsible for ensuring that essential safety components, such as brakes, steering, and drivetrain, are installed at the factory. Consumers are only permitted to modify non-safety-related parts, such as wheels, pedals, or the saddle, and must follow explicit manufacturer instructions. Additionally, permanent labeling, including manufacturer information and serial numbers, is mandated.

    The French decree requires pedelecs to be equipped with two independent braking systems, secure quick-release mechanisms, and mandatory lighting. Detailed user manuals specifying assembly, usage, and maintenance are also compulsory, with manufacturers obligated to document product safety for a minimum of ten years.

    A key aspect of the regulation is the clear distinction between different types of electrically assisted bicycles:

    • Pedelecs (Vélo à Assistance Électrique, VAE): These bicycles provide electrical assistance only when the rider is pedaling and have a maximum speed of 25 km/h. They are legally classified as bicycles.
    • Speed pedelecs: Unlike pedelecs, these vehicles can operate with an independent electric drive and are categorized as mopeds. They require a driving license, insurance, and registration.

    By enforcing this distinction, the French authorities aim to prevent legal ambiguities and enhance road safety for all users.

    Brust further underscores the consequences of pedelec modifications, stating that tampering with motor control systems or speed limitations is illegal and poses significant risks to both riders and other road users.

    Legal and financial consequences

    Violating the decree is classified as a fifth-class administrative offense, leading to penalties that may include:

    • Fines of up to €1,500 (increasing to €3,000 for repeat offenses)
    • Confiscation of the non-compliant product
    • Sales bans and market withdrawal of modified pedelecs

    Furthermore, a modified pedelec that exceeds the 25 km/h speed limit is reclassified as a moped under French law. This reclassification results in additional legal obligations, including:

    • Driving license requirement
    • Compulsory insurance
    • Registration and license plate requirements
    • Mandatory helmet use
    • Failure to comply with these requirements constitutes a criminal offense, with severe penalties such as:
    • Fines of up to 3,750 euros for driving without insurance
    • Fines of up to 15,000 euros, and potential imprisonment, for driving without a license
    • Immediate vehicle confiscation by law enforcement authorities
    • Personal liability for damages in accidents without valid insurance

    By implementing its latest defined measures, France aims to enhance road safety and regulatory clarity while deterring illegal pedelec tuning.

  6. UK government rejects proposed e-bike regulation changes amid industry opposition

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    Source: Cycling Industry News

    The recent consultation period on changing two key areas of e-bike regulations in the UK has come to a close, with no change to the 250W power output limit, or to allow ‘twist and go’ throttle assistance up to 15.5mph (25km/h) without the need for type approval.

    In early 2024, the UK government initiated a consultation proposing significant changes to e-bike regulations, including increasing the maximum continuous motor power from 250W to 500W, and permitting throttle assistance up to 15.5 mph without the need for pedalling. These proposals were met with substantial opposition from key industry bodies, notably the Bicycle Association (BA) and the Association of Cycle Traders (ACT).

    Industry concerns

    The BA and ACT outlined several concerns regarding the proposed changes:

    Unnecessary Alteration: They argued that the existing regulations function effectively, with ample potential for market growth as evidenced in other countries. They emphasised that enhancing e-bike adoption would be better achieved through improved cycling infrastructure and financial incentives to address affordability, rather than altering technical specifications.

    Safety and Regulatory Risks: The organisations highlighted that increasing motor power and allowing throttle use without pedalling could blur the distinction between e-bikes and mopeds. This shift might lead to calls for moped-like regulations, such as mandatory insurance, registration, and helmet use, potentially diminishing the appeal of e-bikes. Additionally, there were concerns about the safety implications of more powerful and heavier e-bikes sharing cycle lanes.

    Inappropriate Approach: The BA and ACT contended that the proposals did not offer a sustainable framework for emerging micromobility options. They have advocated for the introduction of new vehicle categories, like 500W throttle-assisted e-bikes or e-scooters, under a comprehensive Low-speed Zero Emission Vehicle (LZEV) framework, leaving the current Electrically Assisted Pedal Cycle (EAPC) regulations largely unchanged.

    Following the consultation, the government acknowledged the concerns raised by these stakeholders and decided not to proceed with the proposed changes. As a result, the existing e-bike regulations remain in effect, maintaining the classification of e-bikes as bicycles rather than mopeds, and preserving their associated regulatory benefits.

  7. Belgium’s WegCode releases brochure detailing speed pedelec regulations

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    Source: WegCode

    WegCode, the Belgian knowledge centre for road safety and mobility, recently published their new brochure on the speed pedelec, exploring all the essential information on traffic rules and planned changes for 2026.

    Whether you’re a speed pedelec user or just curious to learn more, this publication will help you understand your rights and responsibilities on the road while introducing you to this lesser-known mode of transport.

    The comprehensive brochure looks into numerous topics, including how speed pedelecs are defined, applicable regulations, licencing, minimum rider age, considerations for those considering purchasing a speed pedelec, and more.

    Read the brochure here.

  8. London tightens e-bike parking regulations to address growing congestion concerns

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    Source: Techcrunch

    Transport for London (TfL) has introduced stricter e-bike parking regulations in response to growing concerns about the obstructions caused by on-demand rental bikes from companies like Lime, Human Forest, and Dott.

    The new policy mandates that e-bikes can only be parked in designated areas on TfL land and high-traffic “red routes,” aiming to bring order to London’s congested streets.

    London has become a testing ground for e-bike services, as a template for assessing their business viability and environmental impact in urban settings. The city currently has at least 40,000 e-bikes in circulation from various providers, complementing TfL’s Santander cycle hire scheme. While e-bikes are praised for promoting sustainable, efficient urban travel, improper parking has drawn criticism for clogging sidewalks and impeding non-electric bike racks.

    An allocation of £1 million for 7,500 parking spaces

    The enforcement measures expand on prior localized policies to cover a broader area of the city. TfL has allocated £1 million (1,205,275 EUR) to create 7,500 parking spaces across London boroughs, adding to the 2,000 bays already in place. On red routes alone, 800 parking spaces are planned by next summer, with a total of 3,000 targeted by 2026. However, these measures still fall short of accommodating the full demand, as the current parking infrastructure addresses only a fraction of the bikes in circulation.

    E-bike providers required to incorporate regulations into their technology

    E-bike companies are required to implement technology-based restrictions to ensure compliance. For instance, rental apps will prevent users from ending trips outside designated parking zones. Operators who fail to adhere to the rules may face fines or legal action, although the policy does not yet specify penalty amounts or cover areas outside TfL land and red routes.

    Feedback from industry stakeholders

    Industry stakeholders have voiced mixed reactions. Caroline Seton, co-founder of Human Forest, commended the initiative, emphasizing the need for government-backed legislation to enforce uniform standards across operators. Lime echoed the sentiment, highlighting its investment in parking infrastructure and commitment to working with TfL to address urban challenges. The policy signals a shift toward stricter regulation of e-bike schemes while maintaining their role in advancing sustainable transportation. Kieron Williams, London Councils executive member for Climate, Transport, and Environment, expressed optimism, urging operators to take greater responsibility and collaborate on long-term solutions.

    As London adapts to its evolving transportation landscape, the balance between innovation and regulation remains a challenge in shaping the future of dockless e-bike systems in urban environments.

  9. LEVA-EU Assesses PMD-Report for Commission: Valuable Recommendations and Serious Flaws

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    LEVA-EU welcomes the report published by TRL and fka, at the request of the European Commission, regarding the need for harmonised rules for so-called Personal Mobility Devices (PMDs). The report formulates four regulatory options, with the fourth option being the development of a universal approval system for all PMDs. LEVA-EU also welcomes that this fourth option is recommended as “the solution which would provide the greatest benefit with the least disruption.“

    A separate technical regulatory framework for all so-called PMDs is a solution that LEVA-EU has pursued since its inception. Unfortunately, the researchers elsewhere in the report, undermine this solution by adding other illogical and inconsistent proposals to the fourth option.

    Contradictory proposals

    For example, they believe that Electrically Pedal Assisted Cycles (EPACs) should remain within their current legal framework and only later be included in the proposed new PMD framework. The only reason they provide for this is that the current rules for EPACs are working. They do not mention that this specific EPAC-legislation prevents any other solutions for electric bicycles beyond pedal assistance limited by speed (25 km/h) and maximum continuous power (250 W).

    These other solutions are now completely impossible because they fall under Regulation 168/2013. The reality clearly shows that type approval for these vehicles is unsuitable, as to date, no vehicles in this category, particularly L1e-A, are on the market. The call in the report to keep EPACs in their current legal framework is also directly contradicted by the researcher’s finding that “If both speed and acceleration are regulated, motor power is not relevant to the performance of the machine in any meaningful way.” Why they think that speed and acceleration should be regulated for some PMDs, while others should still have a motor power limit, is not explained in the study.

    Vital threat to heavy carrier cycles

    Another potentially very threatening proposal is to bring carrier cycles with a maximum permitted mass of more than 250kg under the L-category. By the way, there is no manufacturer of these vehicles listed among the stakeholders who provided feedback! If this plan is implemented, it would immediately spell the death of these types of vehicles, as they would be unable to comply with the technical rules of the L-category!

    It is also particularly painful that this study was released to the press just as we, together with many other experts, were working in TC 333 – WG9 on the final European standards for carrier cycles. This has required a great deal of effort and hard work from a large group of people over five years. The fact that the study dismisses all that work with one stroke of the pen, and without further argumentation, is, to say the least, painful.

    While fka and TRL were conducting their research into so-called PMDs for DG Grow, another department of the Commission, DG Move, was working on recommendations for future urban transport. Two historic recommendations were officially adopted, recognising Light Electric Vehicles (LEVs) as a separate vehicle category that warrants distinct technical requirements. These recommendations appear to have been overlooked by the researchers. LEVA-EU will urge the Commission to ensure that all decisions regarding technical legislation for LEVs (referred to as PMDs in the report) are made with due regard to these recommendations.

    On December 9, the report will be officially presented to the Motorcycle Working Group. LEVA-EU will listen attentively and, after the presentation, will formulate an extensive position on this research.

    Further information on the research and a link to the research are here: https://shorturl.at/3lW0M