Policy paper

Rental e-scooter trials

Published 21 July 2025

Applies to England

Background 

The Department for Transport (DfT) made regulations allowing trials of rental e-scooters in July 2020. 

This page explains the historic timelines and legal changes made to enable the trials. 

Timeline 

The e-scooter trials launched in July 2020 and were initially intended to run until November 2021. They have since been extended 5 times and are currently due to end in May 2028.

Extension	Reason for extension
To March 2022	To allow time for gathering evidence following a slower than expected start to trials during the COVID-19 pandemic.
To November 2022	After DfT issued updated guidance in February 2022 designed to enhance existing safety measures.
To 31 May 2024	To allow DfT to reflect on the further analysis or evidence that may be needed and would be beneficial.
To May 2026	To enable DfT to build on current learning across areas including usage, safety, and environmental impacts, and to explore changing travel patterns since the coronavirus pandemic and as e-scooters become more embedded in public life.
To May 2028	To help fill evidence gaps and gather new learning around: - e-scooter safety - the impact of local area characteristics - how e-scooters contribute to meeting new government missions This will ensure we have the best possible evidence base to inform how to legislate.

In December 2022, the first national evaluation of the e-scooter trials was published.

A second national evaluation of the trials is now underway and is due to conclude in 2026.

Regulatory changes to allow trials to be implemented 

During trials, e-scooters continue to be classed as motor vehicles, meaning requirements to have insurance and the correct type of driving licence continue to apply. 

The regulations and guidance put in place are designed to enable these new journeys and learning in a safe way. 

Private e-scooters remain illegal to use on public roads. 

The guidance below sets out the legal requirements and changes made to enable the trials. There is separate guidance for operators and local authorities, and for users of the e-scooter trials. 

Vehicle design: regulatory position 

An e-scooter continues to fall within the statutory definition of a motor vehicle. We have defined the sub-category of an e-scooter as being a motor vehicle that: 

• is fitted with no motor other than an electric motor with a maximum continuous power rating of 500W and is not fitted with pedals that are capable of propelling the vehicle 
• is designed to carry no more than one person 
• has a maximum speed not exceeding 15.5mph 
• has 2 wheels, 1 front and 1 rear, aligned along the direction of travel 
• has a mass including the battery, but excluding the rider, not exceeding 55kg 
• has means of directional control via the use of handlebars that are mechanically linked to the steered wheel 
• has means of controlling the speed via hand controls and a power control that defaults to the ‘off’ position 

In addition, to achieve this, and in agreement with trial areas, we have issued vehicle orders under s44 and s63(5) to (7) of the Road Traffic Act 1988 for vehicles of particular operators assessed as being suitable to participate in trials.

For more details, see:

• section 44 of the Road Traffic Act 1988
• section 63(5)-(7) of the Road Traffic Act 1988
• the section on minimum technical requirements for e-scooters in separate guidance for local authorities and rental operators 

E-scooters that already meet vehicle construction and approval requirements can also be used in trials. 

In this definition, after considering consultation responses, we decided to allow e-scooters to be used up to a maximum speed of 15.5mph. This matches the speed limit for electrically assisted pedal cycles (EAPCs). Geo-fencing technology could allow for greater flexibility for lower speeds, where appropriate, across trial areas. 

We also increased the permitted vehicle mass from 35kg to 55kg and removed from the original definition that an e-scooter should have ‘no provision for seating’ to allow seated variants to participate where they comply with other requirements. 

Finally, we introduced a maximum motor power. We increased this from 350W to 500W after considering the consultation responses.

Rules for users 

There are 2 requirements in primary legislation that will continue to apply to e-scooters: 

• e-scooters in trials need to be covered by a motor vehicle insurance policy, therefore a minimum of third-party cover should be provided by operators
• e-scooter users need to have a valid driving licence

Anyone with a full or provisional driving licence can use a trial e-scooter (categories AM, A1, A2, A and B) by permitting those licence holders to ride category Q vehicles. 

Users are not required to complete a mandatory training course (such as the compulsory basic training (CBT) course required for motorcycles and mopeds), but e-scooter operators must provide training to users and local authorities should include provision of training in their agreement(s) with operators. 

To achieve this, we have amended the various existing requirements in the Motor Vehicles (Driving Licences) Regulations 1999 that currently require users to hold a full category A, AM licence, a full category B licence pre-2001 or later full category B licence plus CBT certificate. 

We recommend wearing a cycle helmet for e-scooter journeys but do not propose that wearing helmets is mandatory.  

The government considered mandatory use of cycle helmets in detail as part of its Cycling and Walking Investment Strategy safety review in 2018. We believe these considerations are broadly applicable to e-scooters with a similar speed limit to EAPCs and we continue to recommend usage of cycle helmets. 

To achieve this, we amended the existing requirement in the Motor Cycles (Protective Helmets) Regulations 1998, removing the requirement for a motorcycle helmet to be worn, as it relates to e-scooters. 

Local authorities may wish to include the provision of helmets or availability at the point of hire in their agreement(s) with operators. 

Use on the road 

We have allowed rental e-scooters to use the same road space as cycles and EAPCs. This means e-scooters are allowed on the road (except motorways) and in cycle lanes and tracks where possible. 

The controls over where e-scooters can be used are split between central government and local authorities. We have made the necessary regulatory changes to allow e-scooters to be used in cycle lanes. But, to have full effect, local authorities hosting trials need to ensure that their traffic regulation orders (TROs) – either temporary, experimental or permanent – are updated and allow e-scooter use. 

Cycle lanes - regulatory changes by DfT 

We have made amendments to the Traffic Signs Regulations and General Directions 2016 (that apply to England only) to include e-scooters within the definition of vehicles permitted to use cycle lanes. 

We have amended the definition of cycle lane to read ‘part of a carriageway of a road reserved for pedal cycles and/or electric scooters that is separated from the rest of the carriageway—’ or similar. This will permit e-scooters to be used in cycle lanes. It also means that the cycle symbol on signs will apply to e-scooters. 

Cycle lanes - actions required by local authorities 

Following the regulatory change, local authorities hosting trials need to amend their TROs that apply to cycle lanes. These should reflect the change in regulations that the cycle lane is for use by pedal cycles or e-scooters. 

Cycle tracks -regulatory changes by DfT 

The definition of cycle track is contained in primary legislation so we cannot amend this for trials. 

Cycle tracks - actions required by local authorities 

Local authorities can designate road space as either cycle lanes or cycle tracks. To enable e-scooter use, cycle tracks would need to be redesignated as cycle lanes. This then allows the process above to be used for cycle tracks. We are aware that some cycle tracks were made under the Cycle Tracks Act 1984. 

TROs can be amended through the experimental, temporary and permanent TRO processes. Local authorities should take advice from their legal teams to ensure that the correct orders are in place for trials in their areas. 

Other regulations that apply 

There are other regulations that apply to e-scooters that we do not consider relevant to running trials. Therefore, we have exempted trial e-scooters from vehicle registration and licensing (vehicle excise duty). To achieve this, we have amended the Road Vehicles (Registration and Licensing) Regulations 2002. 

We have also exempted trial e-scooters from the requirements for vehicle type approval. To achieve this, we have exempted e-scooters from the type approval requirements in the Road Traffic Act 1988. 

Non-regulatory trial controls 

In addition to the regulatory provisions above, local authorities may wish to specify their own additional requirements for trials.

It should be noted that these arrangements are for the duration of the trial period only. The ongoing legal and regulatory basis for e-scooters will be considered by DfT based on findings from the trials. 

DfT considers that the option to set out local requirements and controls within appropriate contractual arrangements, together with the time-limited nature of trials and likelihood of well aligned incentives on all sides, should reassure participants. 

As set out above, DfT, in agreement with trial areas, has issued vehicle orders under s44 and s63(5) of the Road Traffic Act 1988 for vehicles and operators assessed as being suitable to participate in trials. DfT retains its legal ability to revoke the administrative orders that allow e-scooter vehicles to operate where e-scooter use is not in accordance with regulations, agreements with local authorities or the effective conduct of the trial.