E-scooters have become a common sight in many UK towns and cities. December 2022 saw the publication of the Department for Transport’s National Evaluation of E-Scooter Trials, which intends to inform future micromobility legislation.

So what are the key findings, and what’s next for e-scooters in the UK?

The e-scooter trials evaluation

An independent evaluation of the e-scooter trials, commissioned by the Department for Transport, has now been published, along with an official government response. The evaluation looked at data from July 2020 to December 2021, and found that:

• 14.5 million rental e-scooter trips took place.

• E-scooters were increasingly being used for “purposeful journeys” such as commuting.

• As trials matured, there was a progressive increased mode shift away from private vehicles.

• E-scooters were providing new travel options for some people, with those from ethnic minority groups and on low incomes more likely to use them regularly.

• The majority of residents in trial areas were positive towards e-scooters.

Points of learning for e-scooters

The government also acknowledged the following learning points, which will shape future legislation:

• The frequency of collisions was higher than for pedal cycles in 2021, though this was probably partly due to the novelty of e-scooters.

• There were design concerns around audibility, visibility and acceleration.

• There were concerns about rider behaviour, with pavement riding a particular issue for pedestrians with mobility or vision impairments.

The government has already used certain findings to make changes to the e-scooter trials, including introducing mandatory identification numbers for rental scooters and increasing guidance to operators around helmet usage.

The current regulatory framework for e-scooters

Micromobility vehicles or ‘powered transporters’, such as e-scooters, Segways, hoverboards, and even powered unicycles, are lauded for their potential to provide an environmentally friendly and healthy alternative to cars in our congested cities. Yet currently, unlike electrically-assisted bicycles and mobility scooters, they are categorized as ‘mechanically propelled vehicles’ under the Road Traffic Act 1988, making them subject to the same licensing, insurance and registration requirements as cars.

However, in practice, it is impossible to fulfill these requirements. Therefore, while it is legal to buy and sell e-scooters, it remains illegal to ride them on the roads, cycle paths or pavements unless part of an approved rental trial. Those caught riding private scooters anywhere other than on private land face penalties including fines and points on their driving licence.

Ongoing e-scooter trials

In 2020, in response to the COVID-19 pandemic, the Department for Transport accelerated its plans to review micromobility legislation. It launched a consultation, to which BSI and its technical committee contributed, as well as e-scooter trials across England.

Operators of these trials, some of which are ongoing, are subject to strict rules around insurance and scooter design, while riders must have at least a provisional driving licence. It remains illegal to ride private e-scooters on public roads, to ride any e-scooters on the pavement, to carry passengers, or to allow children to ride.

Addressing the sustainability of e-scooters

Meanwhile, the e-scooter industry is also taking steps to address sustainability concerns around the manufacture, management, usage and disposal of e-scooters, all of which produce greenhouse gases.

In the early days of the industry, the average lifespan of a rental e-scooter was reported to be a matter of months. As their manufacture consumes energy and raw materials, this meant that the carbon footprint per ride was high, raising questions about their true environmental credentials.

Now one major operator, Voi, has published a third-party report demonstrating that it has improved its design and maintenance practices, raising the average lifespan of an e-scooter to 4.6 years, with the battery lasting 3.7 years. Its latest new model is estimated to last five years.

Furthermore, there have long been criticisms that people largely use e-scooters instead of walking, cycling or taking public transport. However, the independent survey for the Department for Transport found that the modal shift away from cars improved as the trials matured.

At the beginning, just 12% of respondents said they would have made their e-scooter trip by private vehicle if a scooter had not been available. By the end, that figure was 21%. And a report on the Lime-operated hire scheme in Salford, Greater Manchester, found that around half of riders had taken a trip on an e-scooter for which they would previously have travelled by car or taxi.

E-scooters: the next steps

It is probable that e-scooters will soon be legalised in the UK. Many people believe that micromobility vehicles should be regulated in line with e-bicycles, with additional restrictions around speed, power, weight and so on.

However, pertinent questions remain.

• How could rental schemes be integrated into the public transport system to provide that all-important ‘first and last mile’ solution and encourage people out of their cars?

• How do we protect road users when it comes to legalizing private scooters or allowing people without driving licences to ride them?

• How can we ensure that people with disabilities are not disadvantaged by e-scooters parked – or ridden – on pavements?

BSI will continue to contribute to the development of regulations and safety standards in this area. In the meantime, two BSI standards are relevant:

• BS EN 15194:2017 Cycles. Electrically power assisted cycles. EPAC Bicycles

• BS EN 17128:2020 Light motorized vehicles for the transportation of persons and goods and related facilities and not subject to type-approval for on-road use. Personal light electric vehicles (PLEV). Requirements and test methods

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