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.
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.
Comments Off on LEVA-EU Assesses PMD-Report for Commission: Valuable Recommendations and Serious Flaws
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.
Interim study results have been published following the city’s reduction of the speed limit in certain areas from 50km/h to 30km/h in December 2023
Since Amsterdam’s introduction of this speed limit, the average speed on designated roads has decreased by 5%, with the majority of its residents supporting the new measure, according to an interim study by the city. Six months after the new speed limit was implemented on various major streets, Amsterdam officials have reported a notable reduction in vehicle speed, marking progress in the city’s goal to improve road safety and reduce traffic-related incidents.
The study compared traffic speeds from the first half of 2024 to the same period in 2023. On roads where the speed limit was reduced to 30 km/h, the average speed fell to 20 km/h, considering all traffic activities, including acceleration, braking, and waiting at traffic signals. In a focused sample of 24 road sections without regular traffic stops, speeds dropped by 10%, from 40 km/h to 36 km/h. Amsterdam’s alderman for traffic, Melanie van der Horst, expressed optimism about the findings. “These results confirm what we already expected: there is quieter driving in traffic, but not everyone still sticks to the speed limit. Yet 10 percent slower is good news, because every kilometer slower is a gain for road safety,” she said.
Interestingly, the study also noted a 4% reduction in average speed on roads where the speed limit remained 50 km/h. The municipality has not determined whether this is due to increased congestion, widespread citywide adherence to slower driving, or potential driver confusion regarding speed limits on specific roads.
Public transportation services also experienced minor delays, with 26 bus and tram lines reporting slight increases in travel times of one to three minutes. However, these delays were less significant than originally forecasted by the GVB, Amsterdam’s public transport operator.
In a survey conducted among 1,500 residents, 817 responses revealed strong public support for the measure, with 60% of participants expressing positive views, and even higher among non-car owners, who showed a 75% approval rate. Respondents cited improved safety and a calmer road environment as key benefits. Conversely, critics highlighted issues with drivers not adhering to the new speed limit and frustrations over scooters and e-bikes frequently traveling faster than cars. Some also questioned the suitability of the 30 km/h limit on certain road designs.
The city has initiated efforts to improve compliance, including a pilot program by the Public Prosecution Service aimed at enforcing the 30 km/h limit. In addition, Amsterdam has launched a public awareness campaign, “We Do 30 for Each Other,” to encourage adherence to the speed limit. Road line adjustments are also underway to further reinforce the changes.
A full evaluation is scheduled for next year to assess the measure’s impact on road safety, quality of life, and emergency response times, providing more comprehensive data on Amsterdam’s shift toward a slower, safer urban environment.
Amsterdam has announced that from January 1, 2025, no new petrol mopeds or scooters can be sold or registered there, and has set out a timeline for its zero emission zone
The January 1st date marks the initial phase of Amsterdam’s zero emission plan to improve air quality. In regards to older petrol moped vehicles, there is a timeline for transitional arrangements:
until 1 January 2028, fossil fuel-powered mopeds and scooters with a Date of First Admission from 1 January 2011 to 31 December 2024 will retain access to the zero-emission zone;
until 1 January 2030, fossil fuel-powered mopeds and scooters with a Date of First Admission from 1 January 2018 to 31 December 2024 will retain access to the zero-emission zone;
From 1 January 2030, only zero-emission mopeds and scooters will have access to the zero-emission zone.
Lawmakers cite the negative health effects of air pollution as the motivation behind the regulations, where missions of nitrogen oxides (NOx) and particulate matter (PM10 and PM2.5) continue to present a significant health risk. These substances are linked to respiratory issues and cardiovascular diseases, with children, the elderly, and individuals with pre-existing respiratory or cardiovascular conditions being particularly vulnerable. According to estimates by the GGD, air pollution in Amsterdam reduces the average resident’s life expectancy by about 11 months and has a health impact comparable to smoking 4.4 cigarettes per day. This highlights the importance of further improving air quality in the city.
The start of phase one in 3 months will mark a clear transition in Amsterdam’s mobility future. With the Netherlands electrifying over 75% of its moped market, the banning of petrol mopeds seems a natural next step in recent mobility activity there.
Where the popularity of electric scooters continues to grow in South Korea, so too does the number of related accidents. Despite their increasing use, regulations governing e-scooters remain in the early stages of development. In response, the Ministry of the Interior and Safety recently announced that a collaborative effort between the public and private sectors is underway to enhance safety management measures aimed at preventing further incidents.
This announcement follows the government’s signing of a business agreement in July with key stakeholders, including ten major personal mobility rental companies, the Ministry of Land, Infrastructure and Transport, and the National Police Agency. The agreement focuses on strengthening safety protocols for e-scooters across the country.
One of the central measures introduced is a reduction in the maximum speed limit for e-scooters from 25 kilometers per hour to 20 kilometers per hour in a newly launched pilot program. This reduction is expected to play a significant role in decreasing the number of accidents and related injuries. According to recent analyses, lowering the speed from 25 kph to 20 kph can reduce the stopping distance by 26 percent and decrease the severity of impact by 36 percent.
The pilot program is being implemented autonomously by personal mobility rental companies, taking into account the specific operational areas and business conditions of each company. The Ministry of the Interior and Safety plans to thoroughly analyze the results of this pilot program, including accident statistics, by the end of December. Based on the findings, the ministry will consider revising relevant laws and regulations to enhance safety further.
In addition to the speed limit reduction, the government has initiated intensive enforcement efforts, which will continue through the end of September. These crackdowns will target major violations, with significant fines imposed on those found in breach of the rules. For instance, operating an e-scooter without a license or while under the influence will incur a fine of 100,000 won (approximately $74.89). Riding with two or more people will result in a 40,000 won fine, and not wearing a safety helmet will attract a 20,000 won penalty.
“The government will continue to improve the regulatory framework,” stated Kim Yong-gyun, Director General of the Interior Ministry’s National Disaster and Safety Control Center. He emphasized the importance of users adhering to e-scooter regulations to ensure their safety and that of others.
Comments Off on European city study finds that more flexible regulations increase e-scooter popularity
Deloitte has conducted a survey of 155 cities across the continent and found that the cities with the most flexible regulations for electric scooters resulted in more affordable pricing and a higher uptake level among customers.
Deloitte’s findings report that in cities with higher regulations that involve public tenders, users are found to pay roughly 19% more per ride.
Since e-scooters were first launched in the mid-2010s, there has been a wide range of regulatory models that have been applied in various European cities however since then there has been a lack of research that examines the results and impacts of each model.
Deloitte divided the regulatory models of various cities into three categories:
Light regulation refers to open markets, meaning that e-scooter services don’t have to comply with regulatory restrictions, resulting in no restrictions for vehicle fleet sizes and an unlimited amount of e-scooter operators being allowed to enter the city market and offer their services freely.
Medium Regulation means that e-scooter operators must obtain a permit from authorities to operate in the city. In this type of model, operators may have to comply with specific operational requirements such as redistributing vehicles that have been poorly parked within a set time and they may have to pay fees to the city.
High Regulation refers to the involvement of tenders, which is when cities invite e-scooter operators to enter competitive proposals, which detail their planned offering on fleet size, pricing and fee structures, service quality, sustainability measures, and operational plans.
Stijn Vandeweyer, ITRG sector leader at Deloitte Belgium, said: “There has recently been a trend among European cities toward stricter e-scooter regulations due to a perception among policymakers that the more stringent regulatory models enable better monitoring and management of shared e-scooter services in their cities, thereby improving the quality of the services for their citizens. However, the research for this report has shown that Light Regulation models (especially MoUs) and Medium Regulation models can both provide cities with the degree of control needed to ensure quality and responsiveness to the needs of their citizens.”
Findings
Deloitte have found that more European cities have changed their regulatory approach in adopting stricter e-scooter regulations rather than making them more flexible.
Cities with lighter or medium regulations including Vilnius, Dusseldorf and Lisbon had a higher take-up of e-scooters, due to there being more competition between e-scooter operators, resulting in more affordable prices and therefore a higher usage rates from customers.
Deloitte has also suggested five recommendations for optimising micromobility in cities, including the suggestion that at least four e-scooter companies should operate in each European city to enable competition for lower consumer pricing, so that more citizens are able to take up this sustainable form of mobility.
Comments Off on Cabinet wants a ban on the possession and use of performance sets
The Dutch government will soon announce that the possession and use of booster sets for electric bicycles on public roads will be prohibited, RTL News reports.
This measure is intended to improve road safety and reduce nuisance, due to complaints about fast-moving electric bicycles, especially fat bikes, which are popular among young people because of their fat tyres and large saddle. Souping up e-bikes is popular and is done, for example, by adding a throttle or by removing the speed limiter, which leads to a lot of inconvenience and safety problems.
At the end of last year, many municipalities urged the government to take measures, such as a minimum age for the use of electric bicycles or a ban on performance sets. In 2022, the House of Representatives also called for a ban on electric bicycle performance sets, with a majority of VVD, GroenLinks-PvdA, NSC and BBB supporting the ban. The Ministry of Infrastructure subsequently had a consultancy firm investigate how the increase in electric bicycles could best be tackled. The advice is to introduce a ban on the possession and use of such hardware and software on public roads, comparable to the existing ban on the use of mopeds and scooters.
According to the consultancy, this would provide clarity and enable better information campaigns about the risks of using souped-up electric bicycles, such as the fact that the driver may be uninsured. Currently, speeding on a souped-up e-bike on public roads is already prohibited, but installing a booster kit in itself is not. These sets and performance apps are sold in stores and online. Riders turn off the booster when they see the police, causing the bike to return to its normal maximum speed. However, this will change, because if the police detect a performance set on a bicycle, the driver will be punished.
Citing safety and environmental concerns, cities across Europe are following Paris’ lead with new laws aiming to discourage citizens from buying SUVs
Paris SUV parking charge
In a recent referendum, the majority of Parisians voted to increase parking fees for SUVs in an attempt to discourage more users from choosing this mode of transport. Due to their larger size, SUVs emit more emissions and pollute the environment more than other vehicles, as well as being a concern for road safety. Other cities have since taken action following the Paris vote, and a report also highlights the dangers these vehicles can pose to other road users.
Recent report on SUVs causing increased injuries in road collisions
Belgian knowledge institute Vias has also reported on the vehicle characteristics that affect injury severity after analysing all collisions between 2017 and 2021, involving 300,000 car occupants and vulnerable road users. The results show that vehicle mass plays an important role in the impact of a collision, with drivers of heavier vehicles more likely to be protected by the vehicle (injury risk in a collision decreases by 25% for SUV drivers), but individuals hit by them being more likely to suffer serious or fatal injuries (injury risk increased by 20% for car occupants that collided with an SUV).
These findings also have concerning implications for the safety of other road passengers such as cyclists and pedestrians. Vias reported that the risk of fatal injuries increases by 30% if either a cyclist or pedestrian gets hit by a car with a hood that is 10cm higher than average.
Cities in Europe also implementing policies to curb SUV sales.
With reports on sales of SUV vehicles on the increase, Paris is not alone in its bids to decrease the popularity of heavier SUV vehicles:
Paris’ SUV referendum originally followed the initiative of fellow French city Lyon, which had already announced a similar policy to enforce higher parking charges for heavier vehicles, which will be applied next June.
Another city in France, Grenoble, has already enforced a higher environmental tariff for heavier vehicles in car parks and is now also considering taxing SUVs as an additional initiative, as confirmed by the mayor’s spokesperson to CNBC.
French city Grenoble, meanwhile, has already implemented a higher environmental tariff in car parks for heavier vehicles, and a spokesperson from the mayor’s office in Bordeaux told CNBC that the city and the mayor are “at the reflection stage on the subject of taxing SUVs.”
Meanwhile in Germany, the city of Tübingen has introduced a six-fold increase in the annual cost of resident parking permits to 180 euros for vehicles with a combustion engine, that weigh over 1.8 metric tons.
The mayor of Hannover in Germany, told CNBC that after the Paris vote, residents of the city would “also have to face the question of how we deal with vehicles that take up more space.”
Meanwhile, London’s mayor Sadiq Khan implied that he would be paying attention to the effectiveness of these policies. It will be interesting to see the ongoing effects of these SUV policies, and if other cities will also join on trying to mitigate SUV usage due to road safety and environmental concerns.
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