Ahead of the UK State Opening of Parliament and the 2026 King’s Speech on 13 May, shared mobility charity CoMoUK has delivered an open letter to the Prime Minister, urging the legalisation of e-scooters after years in which trial schemes have been the only legal way to use them in public.
The UK stands out as the only European country which has yet to legalise e-scooters, a series of shared-use trial schemes have taken place since 2020, and the government has repeatedly given a commitment to addressing legalisation “when parliamentary time allows”. The CoMoUK letter – which is signed by various shared-mobility operators including LEVA-EU member Lime, local council representatives, and environmental charities and campaign groups – calls for urgent legislation for the creation of a new powered light vehicle class, covering e-scooters and other light e-mobility options.
The letter states, “The current delay, despite commitments to legislate when parliamentary time allows, is having a significant adverse impact on investment and is limiting the flexible, affordable, low-carbon travel options available to people in the UK. The opportunity must be taken in the King’s Speech to include this legislation in the programme for the new Parliamentary session.”
Legalisation would set standard technical and safety requirements for e-scooters, and would also help address problems caused by the use of unregulated private devices which are being ridden illegally. It would also allow shared-mobility operators and local authorities to plan investment, and would help the UK meet net-zero and air quality targets.
Richard Dilks, chief executive of CoMoUK, said: “The UK stands alone in Europe by failing to legalise e-scooters, and these continuing delays directly contradict the government’s own goals for integrated transport. We know from the trials that shared e-scooters are a key part of the system in the areas where they operate, with 44 per cent of users combining rides with public transport. There is a huge opportunity for integration with local bus services and Great British Railways, but this potential simply cannot be realised under current legislation.”
The UK city region has announced a new scheme which will enable eligible citizens to save between £300 to £1,000 when purchasing an electric bike, e-cargo bike, or an adapted e-cycle bike, and associated accessories.
The TfGM (Transport for Greater Manchester) vouchers are available through specialist retailers on a first-come, first-served basis, courtesy of the UK Government’s body Active Travel England.
Vouchers for making e-biking more accessible
The subsidy scheme is targeted at residents in the Greater Manchester area who are over the age of 16 for individuals with:
Lower incomes
Living in high-deprivation areas
Limited access to affordable transport
Less likelihood to be part of typical cycling demographic groups
About the voucher eligibility, the Beeactive Transport for Greater Manchester website says, “The e-bike voucher scheme actively aims to increase access to e-bikes for those who stand to benefit the most. Higher value vouchers may be offered to applicants with greater need, helping to reduce cost barriers and support more people to begin or sustain cycling.”
Transport for Greater Manchester adds “You may be able to use your TfGM e‑bike subsidy voucher with a Cycle to Work scheme. This depends on whether the retailer supports both the voucher and Cycle to Work scheme and accepts them together.”
At the same time, residents can test e-bikes for free for the short-term before committing to a purchase by applying for a “Borrow an e-bike” scheme.
Voucher exclusions
The terms and conditions of the scheme mean that e-bike conversion kits aren’t eligible for purchasing, nor any vehicle that is throttle-controlled (and therefore unlikely to be an e-bike outside of certain exceptions). For lock purchases using the funds, they must be a diamond-rated security item.
E-bike media, Cycling Electric, are also playing a role in encouraging e-bike awareness in the UK by holding free testing events in Bath, Leeds and London this year.
The UK’s plug-in motorcycle grant (PiMG), which has supported over 15,000 purchases in the region, recently expired on April 5. The UK’s Motorcycle Industry Association (MCIA) is urging the government to reactivate and broaden it, after WPI Economics forecasted a £50 million loss to the market by 2030 without the grant.
The PiMG purchasing incentive was first launched in 2016, initially offering £1,500 (€1,721) on road-registered battery bikes or a 20% discount (whichever amount was smallest at the point of sale). Then the incentive value decreased to a 35% discount of a maximum value of £500 (€573) for electric motorcycles priced at £10,000 (€11,476) and below.
And more recently, since April 5 2026, there has been no financial incentive available, highlighting that mopeds and motorcycles are the only individual transport modes without zero-emission subsidies in the UK.
Having supported the purchases of over 15,000 electric motorcycles, the UK motorcycle industry is concerned that the end of the grant will negatively affect the amount of new e-motorcycle customers.
Effects of the PiMG grant on electric two-wheeler registrations
The MCIA’s CEO Tony Campbell has highlighted the link between previous changes to the PiMG policy and its impact on new electric two wheeler registrations.
After the grant amount was reduced in 2023, e-motorcycle registrations reduced by 38.6%. Then, when the grant excluded support for electric moped purchases, registrations decreased by another 39.2%.
For the first two months of 2026, the MICA revealed that just 250 electric motorcycles were registered in the UK, a decrease from 299 in 2025. With the absence of the subsidy, it looks likely that numbers will keep declining.
Campbell said the following about the correlation of the grant and electric motorcycle uptake.
“These numbers show the market responds immediately when support is withdrawn. Without action, we risk a sharp drop in uptake just as the transition to low- and zero-emission transport should be accelerating.”
Industry predictions if the grant is not extended
To anticipate a reality without the grant, the MCIA commissioned WPI Economics to forecast predictions about how much the adoption of zero-emission two-wheelers could slow down with the absence of the PiMG.
The WPI predicted that it could result in around 6,500 fewer e-motorcycles being sold by the end of the decade, which is the equivalent to the market losing 2 and a half years of current growth, eliminating as much as £50 million from the sector.
Campbell emphasises his concerns for the industry as he acknowledges the contrast in funding for e-motorcycles and the heavier electric car.
“The expiry of the Plug-in Motorcycle Grant represents a clear policy cliff edge. At a time when government is investing heavily in the transition to electric cars, it makes little sense for smaller, more energy-efficient vehicles to be left without any form of support.”
The lack of financial assistance for two-wheelers could drive more individuals and businesses to opt for larger combustion vehicles, increasing urban congestion and emissions. A possible consequence could also be road safety concerns from a potential rise in high-speed, illegally modified e-bikes.
Urging the government for assistance
The MCIA has led a coalition of manufacturers, dealers, logistics operators and road safety organisations to urge the government to avoid an “avoidable policy shock”. The coalition has written a letter to ministers at the HM Treasury, the Department for Transport, and the Department for Business and Trade.
The letter asks the UK government to:
Extend the PiMG for at least 12 months
Evaluate the £10,000 price cap to better reflect current market realities
Reintroduce mopeds and extend eligibility with the inclusion of L6 and L7 light electric vehicles
Industry stakeholders emphasise that even a short-term extension would help to stabilise the market as a longer-term policy framework is developed.
The Executive Director of the National Motorcyclists Council, Craig Carey-Clinch, states that with the current policy imbalance, there is a risk of undercutting the UK’s broader decarbonisation effort. “Consumers will need support whether they are in a car or on two wheels. The plug-in motorcycle grant remains one of the few meaningful incentives encouraging riders to switch to zero-emission vehicles.”
What’s next?
Tony Campbell had explained that in March, the MCIA had meetings with a sub-department of DfT, the OZEF (Office for Zero Emission Vehicles), and plans to put together a thorough 360 plan ahead of the Autumn budget to clarify how the electric motorcycle sector can be incentivised.
When recently asked by media outlet Motorcycle News about extending the grant, a spokesperson for the Department for Transport (DfT) said the following: “This grant supported over 15,000 riders to switch to electric, but we need to focus funding on vehicles that have the highest impact to our environment.”
Based on an analysis of 30 million shared e-scooter trips in the UK between 2020 and 2025, transport research specialist TRL has concluded that serious injuries in the region are extremely rare.
From analysing 30 million Voi shared e-scooter trips between August 2020 and October 2025, TRL noted the recording of 23 serious injuries.
The results come amid an ongoing e-scooter safety debate, which remains a “major question on the minds of policymakers, industry and members of the public since the launch of the shared e-scooter trials in 2020,” shared TRL’s Head of New Mobility, Dr. George Beard, to Zag Daily.
Other micromobility analysis implications
From studying Voi’s UK shared mobility schemes, TRL also concluded that there is a greater risk of injury with e-bikes, and that overall casualty rates are higher than in European countries.
TRL has shared that the risk of injury is 1.5 times higher for electric bikes than for e-scooters.
Overall, casualty figures for both e-bikes and e-scooters in the UK are higher than those of other shared micromobility schemes in Europe, indicating that lessons could be learned from its European neighbours.
The UK is one of the last European countries to enforce permanent e-scooter legislation. Currently, use is only permitted through government-backed trials as private e-scooter use on public roads or pavements is still illegal.
The LEVA-EU member has announced a major expansion of its accessibility programme, confirming that holders of the National Disability Card and National Carers Card will be eligible for 50% off e-bike and e-scooter rides across the UK. It is estimated that the expansion will provide discounted travel to approximately 200,000 people, helping reduce access barriers to shared mobility in the region.
Lime established the shared mobility industry’s first large-scale affordability scheme in 2018, and has supported more than 850,000 discounted trips, making a significant difference in making its trips more affordable to users in various cities.
The initiative that aims to reduce transport barriers and improve everyday mobility is estimated to provide discounted travel to approximately 200,000 National Disability & Carers Card holders nationwide.
The expanded scheme aims to make everyday journeys more accessible and affordable, covering travel for work, education, healthcare appointments, shopping, and social activities.
By reducing the cost of short journeys, Lime Access seeks to provide greater flexibility and independence, particularly for trips that may be indirect, physically demanding, or expensive using traditional public transport.
Nationwide rollout of discounted rides
From February 2026, holders of National Disability Cards and National Carers Cards will receive 50% off on both the unlock fee and per-minute ride cost on all Lime e-bikes and e-scooters. The discount will be available across all current UK operating areas, including London, Oxford, Milton Keynes, Salford (Greater Manchester), and Nottingham.
The offer will also extend across the West Midlands from 1 April 2026, coinciding with Lime’s launch in the region. Locations included in this rollout are Birmingham, Coventry, Dudley, Sandwell, Solihull, Walsall, and Wolverhampton.
Once approved, riders will be able to use the discount both locally and in neighbouring cities, ensuring continued affordability when travelling between areas.
Stakeholders welcome scheme introduction
Edward Herbert, Director of the National Disability & Carers Card scheme, welcomed the partnership, saying:
“We are delighted to partner with Lime to make e-scooter and e-bike rental more accessible and affordable for National Disability Card and National Carers Card holders. For many people with hidden disabilities, long walks across city centres or reliance on crowded public transport can present significant barriers to daily life — from getting to work to socialising and staying independent.“
“For carers, being able to move quickly and flexibly — whether to attend medical appointments, travel between clients, or run essential errands for the person they support — is vital. This partnership represents a meaningful step forward in improving daily life for our card holders.”
Alice Pleasant, Senior Public Affairs Manager at Lime, added:
“We’re really excited to be working with the National Disability Card and National Carers Card team, who do such important work to support people with disabilities and those who care for them.“
“This partnership means more people can access affordable, flexible transport for everyday journeys, from getting to work or education, to healthcare appointments, shopping and social activities.”
“By extending Lime Access to National Disability Card and National Carers Card holders, we’re helping to remove cost barriers and give people greater independence when moving around their city, particularly for shorter trips that can be difficult or expensive using other transport options. Through our Lime Access programme, we’re focused on making sure everyone in the cities we serve has access to affordable and sustainable transportation.”
Lime Access eligibility in the UK
In addition to National Disability and National Carers Card holders, Lime Access is also available to Jobcentre Plus Travel Card holders, Blue Light Card holders, students with NUS or institution-issued cards, and individuals using local travel concession schemes in London, Greater Manchester, and Milton Keynes.
In London, eligibility further extends to holders of 18+ Student Oyster cards, Apprentice Oyster cards, 60+ London Oyster Cards, Freedom Passes (including Disabled Persons Freedom Pass), Veterans Oyster photocards, and the Wandsworth Access for All digital card.
How to access discount
Eligible riders can apply for Lime Access through the Lime website from 1 February 2026. Once approved, the discount will automatically apply to all qualifying journeys.
The UK government has opened a consultation on improving the definition and regulating what can be categorised as a powered mobility device, as it calls for feedback from those with limited mobility or a disability.
With electric bike and trike brands increasingly becoming more popular among riders with reduced mobility, industry trade associations and mobility charities have called for this subject to be reviewed in view of technological developments and debates over the ease and right to public access.
The consultation, which started at the beginning of 2026 and will be live until March 31st, is looking at updating legal terminology to better reference powered wheelchairs and mobility scooters. The government has pledged to look at it in July, with its main objective being to establish a transport system that allows “everyone to travel easily and with dignity”.
Potential results of the consultation could include powered wheelchair and mobility scooter users being allowed in cycle lanes and/or e-bikes and e-scooters being more clearly defined as mobility devices for disabled people.
Consultation survey details
Consultation questions revolve around topics including whether wheelchairs, electric mobility devices should be permitted in cycle lanes or other shared use infrastructure , the amending of speed limits, as well as the usage of conventional bikes, electric bikes and e-scooters in the disabled community.
It also requires collective insight on size, speed and age for usage of larger devices, and if a passenger should be allowed aboard the same vehicle, and “whether other types of devices should be allowed on public roads or pavements when used by disabled people or a person with reduced mobility”. Participants will also be asked to detail their own physical and mental health conditions.
Sir Stephen Timms MP, Minister for Social Security and Disability, has said the following about the consultation:
“Powered mobility devices give people independence and freedom and the law should enable their safe use. This consultation is a chance for users and organisations to help us modernise these outdated rules and ensure they meet today’s needs.”
The UK’s Bicycle Association said the following about the rules consultation:
“If implemented, modernised rules could allow the UK cycle industry to leverage e-bike technology to develop and provide even more innovative products to improve mobility options for disabled people.”
The UK Chancellor, Rachel Reeves, is reported to be considering placing a cap on the amount employees can spend on bikes under the Cycle to Work scheme, as stories of individuals spending large amounts on high-end electric leisure models make headlines.
The plan has prompted heated discussion in the cycling and wider transport industries, with many highlighting that electric bikes, including cargo models enabling zero-emission family transport, may have a higher price tag than traditional bikes, but are highly effective in providing green commuting options.
Under the Cycle to Work scheme, employees can purchase a bike and accessories through an interest-free loan via their employer, which they pay back through payroll deductions. When the scheme was introduced in 1999, an upper limit of £1,000 was in place, but this was removed in 2019. The government’s own figures show that the vast majority of purchases made through the scheme come under the £2,000 mark, with only 6% over £2,000.
The argument and counter-arguments
A headline-grabbing statement by an unnamed government figure has been countered with insights from cycling and transport industry representatives. The government official said, “Cycle to work should be about helping ordinary commuters switch to greener travel, not giving tax breaks to high earners buying £4,000 e-bikes for weekend rides in the Surrey Hills. Taxpayers shouldn’t be footing the bill for luxury leisure.” The available HM Revenue & Customs (HMRC) figures show there were approximately 209,000 scheme claimants in 2023-24 with a baseline cost of £130 million, an increase from 167,000 in 2019-20 with a cost of £55 million.
Sarah McMonagle, Director of External Affairs at Cycling UK, highlighted the successes of the scheme, while pointing out its current limitations in only being available to PAYE employees, which excludes those such as the self-employed or in less formal working situations. “The Cycle to Work scheme plays a really important role in encouraging people to travel in a healthy and more affordable way – but we need a more progressive plan to support more people on lower incomes, or in unstable work, to cycle. While capping the scheme may sound like a sensible way for Ministers to save money, in reality, it will cost the government a lot more. For every £1 spent on the Cycle to Work scheme, we see over £4 in returns: boosting productivity, reducing sick days, and saving households money.
“With the popularity of e-bikes and cargo bikes soaring, supporting these trends is not just good for individuals, but for the economy as a whole. Any proposal to cap the scheme must consider people who require higher-cost cycles, such as cargo bikes or assisted cycles for disabled people. If the government is serious about providing equal access to active travel, it needs to tailor the scheme to take into account women, families, those with disabilities and people in lower paid or unstable work.”
A cycle retailer perspective comes from Will Pearson, co-owner of Pearson Cycles. “Customers are far more likely to consistently use their bikes if they are of a certain quality, reliable and efficient – and that often comes at a higher price tag. The government should leave the scheme alone or, ideally, improve the incentives rather than restrict them.”
Jamie Milroy, CEO and Founder of cycle-to-work platform Dash, responded with data gleaned from the platform: “Just 1.25% of transactions are for more than £5k, with many including adapted cycles or family/cargo-style bikes.
“These are the bikes which arguably deliver the highest benefit for the scheme!
“Let’s also remember the scheme has a powerful self-regulating mechanism in that employers must fund/guarantee employee activity, providing natural checks while allowing discretion for higher value purchases where there’s need.”
A recent 2024 ranking of European e-bike sales in 30 countries saw Norway and Denmark lead with 36.2 and 36.1 e-bikes sold per 1,000 people, while the UK lagged far behind with only 2.1 per 1,000. Cycling Electric has evaluated the reasons behind this and how change can be achieved.
Generally speaking, a country’s e-bike uptake corresponds with its prosperity – the higher the GDP, the greater the adoption of e-bikes. However, there are three key underlying factors which influence e-bike adoption, and have been effectively deployed by the leading nations:
Financial support in the form of incentives such as grants and rebates which can help remove or reduce an initial barrier.
Investment in bike-focused infrastructure such as protected bike lanes, which can help reassure those looking to purchase an e-bike that there is a practical and safe route for daily riding.
Clear product regulation and robust enforcement help to boost consumer confidence, and reduce the concerns of building managers – whether residential or commercial – regarding parking and charging of e-bikes.
Financial incentives
Incentives which go beyond salary-sacrifice models, such as the UK’s Cycle to Work scheme, can enable more people to make the decision to purchase an e-bike. Salary-sacrifice schemes can be beneficial for many people, but are not feasible for the self-employed, or those who cannot afford to reduce their income. Alternative models such as grants or VAT relief on everyday transport or commuting bikes would assist in making the barrier to purchase less insurmountable.
Improved, connected infrastructure
Some improvements to cycle infrastructure are seen in individual cities, but there is a lack of consistency. For potential riders new to cycling in urban environments, one junction that’s difficult to navigate could put them off cycling altogether. Those European nations that are leading in e-bike uptake have made cycling infrastructure consistency a priority.
Product confidence
The UK has seen a lot of negative news stories highlighting illegal or modified electric bikes, leading to confusion on the topic. Clearer communication through such initiatives as the E-bike Positive campaign about what constitutes a legal e-bike, and robust enforcement of regulations against illegal, dangerous products, will help boost confidence.
E-bike security
E-bike theft is on the rise, and for those considering commuting by e-bike, inconsistent employer attitudes to parking and charging can be a barrier. Those employers who have implemented trials for secure parking and charging policies can help remove this barrier and encourage two-wheeled commuting. It is also noted that a larger share of insurance policies now include e-bikes, indicating that more riders are starting to treat e-bikes as a daily transport mode.
How does the future look?
Retailers are seeing increased awareness of the everyday benefits of e-bikes, and the company which authored the research into Europe’s e-bike uptake, Paul’s Cycles, has seen strong year-on-year e-bike revenue in the first half of 2025.
Policies are quick to implement if the will is there. A combination of clear, simple, well-publicised subsidies with workplace incentives, parking and charging, and infrastructure planning and investment, would be likely to boost uptake, particularly for those facing a longer ride, multiple hills, or poorly interconnected public transport.
The UK’s All-Party Parliamentary Group for Cycling & Walking (APPGCW) warns of a “fake e-bike” safety crisis and calls for urgent Government action.
APPGCW has published a report titled “Unregulated and Unsafe: The Threat of Illegal E-Bikes”, which outlines “How fake e-bikes pose a safety risk and undermine the UK’s active travel efforts”. APPGCW also made an announcement to accompany the report’s release, which is shared in full below. APPGCW has also written to the head of Amazon UK, calling on the business to immediately stop sales of non-road legal cycles which are capable of travelling at 40 mph, as well as all equipment used to turn legitimate e-bikes into so-called “fake e-bikes”.
Similar concerns are being aired in Australia, where an increased use of electric-powered bikes for food delivery has been noted, and industry bodies are campaigning for legal changes to be made. “The rules are already there under the Road Vehicle Standards Act. But they’re being ignored by overseas sellers, by delivery platform operators, and increasingly by riders who use these bikes for commercial gain,” said Peter Jones, CEO of the Victorian Automotive Chamber of Commerce.
APPGCW Announcement
Unsafe e-bike products linked to fires and gig economy exploitation prompt calls for online marketplace regulation, scrappage schemes, and stronger protections for riders.
A new report from the All-Party Parliamentary Group for Cycling & Walking (APPGCW) warns of a growing public safety and fire risk caused by the widespread use of unsafe, illegally modified e-bikes, referred to as “fake e-bikes”, purchased through online marketplaces and frequently used in the gig economy.
The cross-party report follows a detailed inquiry that took both written and oral evidence from fire services, police, industry bodies, gig economy workers, academics, and regulators. It finds that the UK’s lack of regulation and enforcement around e-bike safety is putting lives at risk, particularly among delivery riders operating in low-paid, high-pressure environments.
The report heard evidence that the current food delivery systems are comparable to the ‘sweated labour’ of England’s 1840s industrial revolution and that witnesses had “never seen people on a daily basis as badly exploited as food delivery riders”.
During the inquiry, the APPGCW was able to easily find e-bikes sold by major online retailers with 40 mph speeds described as ‘for city commutes’, and a 2000W bike with a throttle pictured being used on city streets; both are illegal. Another search on Amazon found an unsafe charger with an unfused clover leaf plug, and multiple charging cables supplied, both of which are considered a fire risk by experts.
Among the key issues identified in the report “Unregulated and Unsafe: The Threat of Illegal E-Bikes”:
– A surge in battery fires caused by unregulated e-bike conversion kits, low-cost batteries, and poor-quality imports.
– Exploitation of gig economy riders, who are incentivised to use faster, often illegal bikes to meet delivery targets.
– Online marketplaces selling unsafe products with little or no oversight, enforcement, or legal liability.
– Confusion for landlords, insurers, and transport operators, leading to blanket bans that affect users of legitimate e-bikes, including disabled people.
The report makes urgent recommendations, including:
– Calling on online retailers to immediately withdraw unsafe e-bike items from sale.
– Making online marketplaces legally accountable for unsafe listings.
– Working to create a government-backed e-bike safety kitemark in order to enable transport authorities and insurance companies to confidently lift e-bike bans.
– Reinstating ‘worker’ status for gig economy riders to guarantee rights and protections.
– Ending the Road-Legal Loophole that allows illegal vehicles to be sold under the guise of off-road use.
– Enforcing compliance from delivery platforms. Require delivery companies to run real-time compliance checks on the bikes used by couriers.
– Equipping police with new, simpler powers to seize unsafe e-bikes.
– Introducing a scrappage scheme for dangerous bikes used by couriers, funded by delivery companies.
Fabian Hamilton MP, Chair of the APPGCW, said:
“This is a crisis hiding in plain sight. While responsible cycling businesses continue to meet high safety standards, the rise of illegal and unsafe e-bikes, often bought online and used in the gig economy, has created serious risks for riders, the public, and the future of active travel. We need urgent action from Government and industry to stop unsafe products entering the UK and to protect those being exploited while trying to earn a living.”
The report highlights the need for a cross-departmental response and urges Government to act decisively through an amendment to the Employment Rights Bill and take on board the report’s recommendations for the upcoming Product Regulation and Metrology Bill to close dangerous loopholes, improve enforcement capacity, and support the shift to safe, sustainable transport.