The UK government has revealed its intentions for a partial extension of the Plug-in Motorcycle Grant (PIMG) specifically for motorcycles. However, it has advised that the scheme will cease for new L1e moped orders by the end of the current financial year (5th April 2024).
The government announcement states “The PIMG was intended to bridge the cost between zero emission models and petrol/diesel equivalents, to encourage early market growth. The grant has successfully provided more than £7m to support the purchase of over 12,000 vehicles.
“With the market share for electric mopeds at over 40% in 2022, up from 1.8% in 2016, the Government has decided to close the PIMG for mopeds. The grant remains available for new L1e moped orders to be placed until 5 April 2024 only.
“The government has always been clear that all plug-in vehicle grants would eventually end and previously confirmed funding until the 2023/24 financial year. However, the government recognises that continued support for motorcycles is needed in its transition to zero-emission.
“We are therefore pleased to confirm that the PIMG will continue to be available for L3e-category vehicles (motorcycles) into the next financial year (2024/25), with no change to the grant rate.
“The guidance on the GOV.UK website will be updated to reflect this announcement in due course. All plug-in vehicle grants will remain under review to deliver the greatest value for money for the taxpayer.”
Guidance includes information on how to safely buy, store and charge e-cycles and e-scooters.
Information around how to safely purchase, charge and use e-bikes and e-scooters has been published by the UK government to improve consumer safety.
After thorough consultation with the industry, guidance on battery safety has been developed for both e-scooters and e-bikes, which aims to enhance awareness among owners regarding the safe purchase of e-cycles or e-scooters, ensuring compliance with manufacturing requirements, and promoting transactions with reputable sellers. The documents cover information on secure storage and charging, the warning signs for fire risk and how to address them, and responsible battery disposal. The guidance also emphasises that legal use of e-scooters on roads is restricted unless they are part of an official rental trial.
Minister Anthony Browne, responsible for Technology and Decarbonisation, affirmed that “Safety has always been our top priority, which is why our latest guidance aims to improve the awareness of e-bike and e-scooter users in the trial areas where they’re authorised.”
This announcement follows the Home Office’s advice on fire safety for e-scooters and e-bikes published last year. To further understand the safety of lithium-ion batteries used in e-cycles and e-scooters, the Office for Product Safety and Standards (OPSS) is presently conducting a safety study and taking enforcement measures when unsafe products are found.
The extension of e-scooter trials until May 2026 will facilitate further insights across various areas, including usage, safety and environmental impacts, and the exploration of travel behaviour changes since the onset of the COVID-19 pandemic.
In a recent article, TRL notes that UK speed limits are in the news once again, with articles featuring a common narrative. While those implementing the new ‘default 20mph’ policy in Wales have been discussing its safety benefits, parties that oppose it are describing it as a ‘war on the motorist‘.
TRL believes that when UK politicians use the phrase ‘war on the motorist,’ they may assume they are using a phrase that is commonly used or that it has been revealed in focus groups as doing the best job of appealing to different viewpoints. The advisory organisation doubts that many using this phrase stop to think about its connotations, and gives examples of two ways the phrase is misguided and perhaps can be offensive.
Firstly, it uses a word – ‘war’ – that is seen as synonymous with violence, with the meaning directed at car drivers who are relatively safe from harm in lower-speed collisions, instead of pedestrians and other vulnerable road users who are more likely to suffer violent injuries. TRL adds that injuries sustained by some vulnerable road users in collisions with vehicles can be similar to injuries sustained by combatants in wars and are often substantial (even at 30mph). They suggest that UK politicians can improve their credibility through language in this context. Instead of talking about a 20mph speed limit as a (figurative) ‘war on the motorist,’ they could discuss a 30mph limit as a (literal) ‘war on the pedestrian’ in terms of the injuries sustained from collisions.
Secondly, TRL analyses data on deaths in service for the UK armed forces – on the people who fight in wars – and notes that historically ‘land traffic accidents’ are one of the top causes of death, even in years with active conflicts like the war in Afghanistan. When there is a backdrop of active conflict, the use of the word ‘war’ to describe the inconveniences of car drivers driving at 20mph could be seen as inappropriate, as road traffic collisions are a significant source of danger for people employed in real wars to protect national interests.
TRL notes that if politicians advocate for higher speed limits, it could be seen as advocating for more collisions, and more severe injury outcomes. By using the phrase ‘war on the motorist’ it is suggested they not only offend but also draw attention away from the substantial injuries caused by road traffic collisions. It’s advised that more needs to be done in a wider debate about how language is used in this context by stakeholders.
TRL states further that the real debate is larger than language. The question of why violence and injury from road traffic is not treated in the same way as violence and injury from other sources needs to be addressed – using a true systems-based approach with known evidence-based interventions. Others have also written on this broad challenge. In 2002 for example a whole issue of the British Medical Journal was devoted to it (editorial here). This paper from 2013 discusses the topic, focusing on societal acceptance of road traffic injury as an inevitable consequence of cars, and how its a necessary narrative for cars to stay dominant in the transport mix. TRL adds that, in 2023 there is now a more even narrative with, for example, emphasis on pedestrian protection being a core part of vehicle safety. In a world where road traffic collisions are killing around 5-6 times more people a year than asbestos-related diseases, a field in which it took decades for clear evidential links to be acted upon, there is clearly still a lot to be done.
And even if the debate is larger than language, language is still important in the debate. TRL concludes that in British society, injury and death should be seen as avoidable violence, rather than use metaphors that defend a resistance to change. And it is hoped that those who walk and cycle around traffic all the time will see it literally slow down.
More than 50 organisations have signed a letter to the UK Prime Minister Rishi Sunak, calling on the government to establish a timeline for e-scooter legislation.
Environmental charities, local authorities, disabled people’s organisations, micromobility operators, and retailers have signed a joint letter from Now Collaborative Mobility UK (CoMoUK) to encourage the government to expedite the progression of this legislation.
Currently, rental e-scooters are exclusively accessible through government-approved trials available in approximately 23 towns and cities across England, while the use of privately-owned e-scooters on public roads remains prohibited by law.
The UK stands as the only developed nation lacking either permanent legal frameworks for e-scooters or definitive commitments towards plans to legalise them.
The letter sent to Mark Harper MP, Transport Secretary and Jesse Norman MP, Minister of State reads: “Currently e-scooter trials are due to end after May 2024. These trials are ingrained into local transportation systems enabling thousands of people to get to work, higher education and to run errands. Yet there is no certainty of these trials beyond spring next year now the ability of additional towns or cities to introduce these services.
“The lack of certainty combined with the fact an estimated 750,000 privately owned and unregulated e-scooters are on UK roads underscored the importance of e-scooter legislation being included in this year’s king’s speech.
“Another extension to shared e-scooters does not address private e-scooters. These private vehicles are unlikely to undergo regular maintenance by trained professionals or have government mandated safety features.
“Private e-scooters can cause concern for road users particularly disabled people in addition to potentially being unsafe for riders, however, this is where legislation and regulation can make a positive difference.”
Among the signatories include the Campaign for Better Transport, Clean Cities Campaign, London Cycling Campaign, Major Trauma Group, Northamptonshire Police, Pure Electric, Southampton Sight, Sustrans, Thomas Pocklington Trust, Transport Action Network, Urban Transport Group, and Women in Transport.
Local authorities include Essex County Council, Milton Keynes City Council, North Northamptonshire Council, Somerset Council, West Northamptonshire Council, and West Yorkshire Combined Authority have also lent their support.
Leading micromobility operators such as Voi, Beryl, Dott, Ginger, Lime, Superpedestrian, Tier, and Zwings have additionally signed the initiative.
In a statement to Zag Daily, Richard Dilks, the Chief Executive of CoMoUK, emphasized, “While we appreciate the government’s prior inclusion of this commitment in the Queen’s Speech, it is disheartening that we are yet to witness the enactment of legislation establishing a distinct class for powered light vehicles. Consequently, the UK now finds itself significantly trailing neighboring nations with comparable circumstances.”
A recent independent survey conducted by Voi, involving 2,000 respondents aged between 18 and 64, found that more than 80% of the general public support new regulatory measures for e-scooters, while over 70% expressed a desire for the implementation of these regulations prior to the next General Election, which is likely to be held next year.
The regulation of private e-scooters continues to be a discussed topic, one on which UK Transport Minister Jesse Norman believes more data and public consultation is required.
During a Transport Select Committee hearing, UK Transport Minister Jesse Norman was questioned by MPs about the next government steps. Norman’s response was that the department still requires, “non-pandemic large-scale e-scooter usage data” in addition to the public’s views on any legislation. Norman continued, “We need to talk to people and say, ‘Look, here are insurance alternatives. What do you think? Here’s the evidence on helmets. What do you think? Here’s the evidence on safety. What do you think? We certainly don’t have a consolidated basis of consultative evidence.”
In response, opposing Labour MP for Exeter, Ben Bradshaw, commented that enough time has already been spent: “I think the government wants to regulate and agrees with us on this. I don’t think you’re getting a lot of opposition, so please just get on with it.”
According to Norman, the decision on when to send the Transport Act to Parliament is currently being considered by MPs: “It wouldn’t be an immediate action even if there was time in Parliament now. But even if that were available, there are still several intermediate steps, potentially another round of consultation, an extension of some trial work, more focused trial work potentially, before we get to that stage.”
Safety concerns are being considered alongside the benefits of e-scooters that include connecting communities hampered by public transport. Norman talked of a balance that was required, further commenting, “My goal is to continue to push ahead with this, pull out the lessons we’re getting on the issues I’ve raised and then try to put them in front of the public to have a proper conversation about it and take that debate forward another stage.”
E-scooter legislation
In May 2022, Parliamentary Under Secretary of State at the Department for Transport (DfT) Baroness Vere of Norbiton, announced that the UK Government would be creating a new low-speed zero-emission vehicle category and the bill would be submitted in the current parliamentary session. However, last December, the DfT postponed the Transport Bill details, part of the forthcoming Future of Transport legislation. Trials are now extended to May 2024.
The review commissioned by the Department for Transport (DfT) covers the 32 e-scooter rental schemes run across the UK between July 2020 and early 2022.
The report highlights both the positive areas and any areas for concern created by the e-scooter schemes. Of particular interest, the report notes a “progressive increase in mode shift away from private vehicles as trials matured“, with the majority of residents seeing the introduction of the schemes as a positive thing.
A key concern is that surrounding the safety of the relatively new technology, with data indicating e-scooter collisions to be more common than those of either conventional bikes or e-bikes. Further concerns regard the technical elements of the scooters (audibility, viability, and acceleration), as well as the behavior of users in shared pedestrian and road spaces.
The trials have seen shifts in policy throughout their operation, including mandatory identification numbers, and increased campaigning for helmet usage, parking responsibility, and care while riding.
In response to the report, the DfT said: “To maximise the benefits of the e-scooter trials evaluation report, DfT will learn lessons from this evaluation and we look forward to releasing further information on the future policy around e-scooters and similar light electric vehicles.”
The Road Safety Investigation Branch (RSIB) has been established to provide insight into incidents occurring on the UK’s roads
A specialized team of inspectors will aid in making the streets safer while advising on how new technologies can be implemented across the road system.
The RSIB will monitor all electric and self-driving vehicles, as well as the safety trends of e-scooters. From here, UK ministers and police will obtain independent safety recommendations that may influence the future of road safety policy.
Roads minister Baroness Vere shared, “The UK may have some of the safest roads in the world, but tragedies still happen and any injury or death on our road network is one too many. That’s why we’re establishing the road safety investigation branch, so we can boost safety for road-users even further and also bring safety measures in line with other modes of transport and the future of travel.”
Until now, the UK road network has lacked such an independent body; air, rail, and maritime networks all have long had established investigative branches. The Department for Transport plans to include the launch of the RSIB in the upcoming Transport Bill, which will also create a new vehicle category for electric scooters, paving the way for the legalization of private-use e-scooters on public roads.
The ‘Cycling made e-asy’ scheme runs from 2022 into 2023, offering free e-bike loans to citizens in 5 pilot areas, beginning with Greater Manchester
The UK Department for Transport has provided £8 million of investment to the ‘cycling made e-asy’ scheme, which is run by Cycling UK. The primary goal is to make e-bikes accessible to those who do not have access to, or would not consider, cycling as a form of transport.
Confirmed ‘Cycling made e-asy’ partners, supporting the delivery of the initiative, include Evans Cycles, Raleigh Bikes, Specialized, Tier Mobility, Islabikes, Cycling Projects, Bikeworks, Fusion Media, Modeshift, Cyclescheme, Cycle Confident, Big Issue e-bikes, Bicycle Association, and Transport for Quality of Life.
The program delivers a part of the ‘Cycling and Walking Plan (Gear Change)’. The plan was created with the ambitious vision of half of all journeys in UK urban areas being walked or cycled by 2030.
Cycling UK is a well-established organization in the UK, holding extensive experience in engaging with underrepresented groups and breaking down societal barriers. Utilizing a network of over 400 community cycling organizations will allow the scheme to rapidly engage with non-regular cyclists who may be interested in e-bike commuting.
Sarah Mitchell, Cycling UK’s chief executive said:
“The project is a unique opportunity for Cycling UK to offer free and easy loans of electric cycles to communities across England. Each of our chosen locations will have a variety of e-cycles available to suit a variety of participants’ needs. At Cycling UK, we understand that taking the first step to start cycling can be a difficult prospect for many people. This project will allow them to access an e-cycle without obstacles holding them back, to help them make real changes to their travel habits.”
Cycling minister Trudy Harrison said:
“The £8 million we have provided for this scheme will help make cycling the natural first choice for many journeys – a key Government commitment from the Prime Minister’s Walking and Cycling plan. I’m grateful to Cycling UK for delivering this scheme on our behalf, giving people across the UK the opportunity to try something new whilst doing good for the planet.”
European Transport Safety Council (ETSC) member, PACTS, has set out recommendations for private e-scooter use in the UK if the vehicles are to become legal. This includes mandatory helmet use and a minimum rider age of 16. Recommendations were based on a nine-month research project.
At present, e-scooter use in the UK is limited to city-specific rental schemes. Private usage is restricted to private land, despite this over a million such vehicles have entered the UK in recent years and it is not uncommon to see them in a public setting. Many users are either ignorant of or ignore the ban on public use and face fines or confiscation.
Following its research, PACTS has published a comprehensive report looking at many aspects of e-scooter design and use which took into account research and experience from across the rest of Europe, where e-scooters are legal in most countries. This is seen by PACTS as the ideal legal scenario in which to launch private e-scooter ownership in the UK. Recommendations are as follows:
Maximum possible top speed of between 10mph-12.5mph (16-20km/h)
Maximum continuous rated motor power 250 W
Anti-tampering mechanisms should be included in the construction. Tampering should be prohibited by law
A maximum unladen weight of 20kg
A minimum front wheel size of 12 inches (30.5cm) and minimum rear wheel size of 10 inches (25.5cm)
Two independently controlled braking devices
Lighting to be mandatory at all times
An audible warning device to be mandatory
Helmet wearing to be mandatory
Rider age limit of at least 16 years
Riding on the pavement to be prohibited
Carrying of a passenger to be prohibited
Drink driving, dangerous or careless riding, and mobile phone use to be prohibited
In-person rider training recommended
e-scooters should be regulated as motor vehicles
Public liability insurance for riders recommended
The rider should inform the police if there is a collision involving an injury
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