Tag Archive: united kingdom

  1. How London is paving the way to UK e-scooter legislation

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    Source: Fluctuo EU Weekly Recap

    Transport for London (TfL) published its Phase 3 e-scooter tender towards the end of February 2026, offering the opportunity for up to two operators to be active across 11 boroughs, for a period that extends potentially to September 2032. The latest tender and its stipulations can be seen as demonstrating the requirements for UK-wide legislation.

    Micromobility enablement company Fluctuo has examined the details of the TfL tender, and assessed how, with the UK remaining without permanent e-scooter legislation, the London model could be used as a blueprint for national regulations.

    Where it started

    The first UK shared e-scooter trials commenced in 2020, and the London scheme was launched in June 2021, initially as a one-year experiment. In the intervening period, the Department for Transport (DfT) has extended the national trial framework a total of five times, with the latest extension due to end in May 2028. The repeated extensions have prompted much discussion among shared e-scooter operators, with them highlighting that the lack of national legislation is hampering investment and, in turn, the flourishing of sustainable shared transport.

    Why the latest London tender matters

    The shared e-scooter story in the capital city is one of success. There have been 7 million trips since its launch, with 2 million of those in the last year, showing a 54% year-on-year increase. On average, there were 1.5 trips per vehicle, with a high of 2 per vehicle in the summer.

    The Phase 3 tender includes several stipulations which dictate how the operators must act:

    • Operators bear the full revenue risk, with their own fares.
    • Safety accounts for 45% of the total evaluation score, with strict minimum thresholds for each question. A precedent has been set by the TfL Phase 2 results, with serious injuries in only 0.0007% of trips and zero fatalities.
    • The Service Level Agreement (SLA) framework has high requirements: Fleet availability (a minimum of 80% on-street daily); Parking compliance (a minimum of 85% of trips must end in a designated bay); Hazardous vehicle removal within 1 hour; Real-time tracking of SLA compliance via a mandatory API; Applicable penalties up to £200 per percentage point, per day; Ending of the contract in the case of persistent breaches.
    • Operators must pay an annual administration charge, plus a fee of £100 per bay, per year. If fleet utilisation exceeds 3 trips per vehicle, per day for six consecutive periods, TfL may increase its charges to the operators.
    • Innovation is an integral part of the tender submission. Operators must submit a joint proposal for a minimum of three technology pilots – such as pavement detection, speed management or helmet compliance – before going live.

    Fluctuo state that the design of the Phase 3 tender “is explicitly designed to generate the evidence base for permanent legislation.” A bill which was introduced in July 2025 would set the foundations for cities to license shared mobility, including e-scooters if they are legalised, with the TfL Phase 3 contract term to 2032 helping to bridge the gap.

  2. UK pilot project boosts disabled people’s confidence in using shared mobility

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    Sources: Smart Cities World, Cities Today

    A pilot programme in the UK has demonstrated the success of outreach, targeted training and practical support in introducing people with disabilities to the use and benefits of shared e-scooters and e-bikes. The project, led by shared transport organisation CoMoUK and delivered by charity Cycling UK, saw over 50% of participants going on to ride independently within a month of the project’s completion.

    The programme consisted of a series of in-person training sessions in Salford, Greater Manchester, working with 41 disabled participants, and addressing some of their common concerns about using shared mobility options. Sessions included off-road practice in using vehicles, supported on-street riding, and guidance on using scheme apps, and were designed to boost confidence and familiarity with their locally available shared e-bike and e-scooter services.

    Increased confidence

    Before the pilot, many participants had not used shared mobility services, with concerns about safety and uncertainty on using apps to the fore. After the sessions, 71% of participants said they were likely to use e-bikes independently, and 43% likely to use e-scooters. Feedback on the nature of the sessions was also positive, with the opportunity to gain hands-on experience in a safe space being crucial in building confidence.

    Addressing barriers to access

    A report following the pilot highlighted some of the obstacles which continue to exist for many disabled people in accessing, and enjoying the benefits of, shared mobility – primarily the need for users to have a provisional or full driving licence.

    Richard Dilks, chief executive of CoMoUK, said, “This pilot project has provided crucial evidence that disabled people are keen to use shared e-scooters and e-bikes once they are provided with the right support and training. It is very encouraging that over half of participants felt confident enough to ride independently shortly after their training sessions, overcoming any initial misgivings.

    “However, there is much work still to be done at both a national and local level if we are to make shared micromobility truly accessible to all. For example, the current requirement for a driving licence to access shared e-scooters acts as a barrier that disproportionately excludes disabled people. To ensure nobody is left behind, the UK Government must remove this requirement, while operators should continue developing inclusive marketing and accessible apps.”

    Rohan Kakad, transport solutions manager at the Motability Foundation, which funded the pilot project, also spoke about ways to scale up, and address barriers. “This pilot shows that, with the right training and support, shared micromobility services can help more disabled people make everyday journeys. It also highlights barriers that still need to be addressed – from accessible training and safe infrastructure to the lack of a clear regulatory framework to support inclusive use. That’s why we’re continuing our research and leading work to inform the future of micromobility regulation in the UK.”

    James Scott, director of behaviour change and development at Cycling UK, said, “When we offer people support to build skills in a safe, practical setting, we also provide greater freedom to travel for everyday journeys. With practical training, clear information, and a focus on real user experience, shared e-bikes and e-scooters can become a genuinely inclusive part of our transport system, supporting independence rather than excluding it.”

  3. UK young adults keen on e-bikes but ownership remains low

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    Source: Cycling Electric

    Recently published YouGov UK survey results show some general interest in the use of e-bikes, but that there are contrasts between younger and older age groups, with price being a key concern.

    The online survey polled 2,187 UK adult residents, asking about their experiences, preferences and barriers in relation to e-bike use. Approximately 85% of survey participants reported never having tried an e-bike.

    Access and ownership

    People in the 18-24 age bracket are the largest group responding that they have ridden an e-bike at some point, at 22%. Renting of e-bikes is the most popular method of access for all respondents at 39%, rising to 52% among the 25-34 age group. Purchase of either a new or second-hand e-bike is the second-most common access method at 31%, rising to 49% in the 55-and-over age group.

    Reasons for e-bike use

    Leisure is the primary reason for e-bike use, with 66% of former or current users citing leisure or recreation as the main motive for getting into the saddle. Exercise and commuting follow at 24% and 21% respectively, though the gender split is large in the commuting section – men at 26% compared to women at 14%. Shopping or errands come in at 14%.

    Barriers to e-bike use

    A preference for other forms of transport was the most cited reason among those who have not tried an e-bike, at 38%, while 25% simply have not had the opportunity to try one. Safety concerns and high prices were the next most-cited reasons, at 20% and 19% respectively. On the topic of price, this was the key concern among the 25-34-year-old age group, with 27% citing the up-front cost of an e-bike as a problem.

    Low uptake

    As recently reported, the comparatively low uptake of e-bikes in the UK could be addressed with a systematic implementation of a range of measures including financial incentives and improved infrastructure.

  4. Bristol study links e-scooters to improved road safety as UK trial is extended

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    Source: Bristol Live

    The UK’s ongoing e-scooter trial has been extended once again, until May 2026, amid growing evidence that the vehicles may be making roads safer for cyclists. Originally launched in 2020 for a one-year period, the UK’s Department for Transport (DfT) initiative has now seen four extensions, as officials continue to assess the implications of legalising e-scooters nationwide.

    One of the most significant developments in the debate comes from the University of Bristol, where researchers have found that the introduction of shared e-scooter schemes appears to reduce the risk of cycling collisions. The study, funded by the National Institute for Health and Care Research, analysed police data from 2015 to 2023 and revealed a 20% decline in bicycle-related collisions in areas where e-scooter trials are active.

    Study findings

    The findings suggest that e-scooters may enhance safety on urban roads, possibly due to a “safety in numbers” effect. According to the researchers, the presence of more vulnerable road users—including cyclists and e-scooter riders—could lead to increased caution among drivers.

    “Although there have been similar findings from previous studies, this is the first natural experiment to look at micromobility ‘safety in numbers’. It gives stronger evidence than we have had before. Combining cycle and e-scooter collisions together did not change the results. This suggests that the reduction in bicycle collisions did not come at the cost of more e-scooter collisions,” says a spokesperson from the University of Bristol.

    Stakeholder perspectives

    The study has been welcomed by active travel advocates in Bristol. Brian O’Kelly, manager of Bristol Road Club, commented that motorists tend to adjust their behaviour when more cyclists and e-scooters are visible. Zoe Banks Gross, founder of East Bristol Kidical Mass, said the findings reinforce the case for dedicated micromobility infrastructure, such as segregated lanes and protected road space.

    Despite this positive research, concerns remain. Critics of the trial cite ongoing issues such as injuries sustained by e-scooter riders, fire risks associated with lithium-ion batteries, and the problem of pavement clutter, which can pose hazards to visually impaired pedestrians. These concerns are among the reasons why some trial areas have opted out, either due to local opposition or operational challenges faced by e-scooter providers.

    Current road law of e-scooters in the UK

    Currently, only rental e-scooters within authorised trial zones are legal to use on public roads in the UK. Privately owned e-scooters remain banned on roads, pavements, and cycle paths. The DfT is yet to make a final decision on their broader legalisation, with several options on the table—from a complete ban to introducing new regulations for private ownership akin to those governing mopeds.

    As the trial continues, researchers and policymakers alike will be watching closely to determine whether e-scooters could form a safe, sustainable component of the UK’s future transport landscape.

  5. 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.