Transport and Covid-19: responses and resources

10 Recommendations for Safe Micromobility

A new study by the International Transport Forum examines safety aspects associated with e-scooters and other micro-vehicles.

Existing urban traffic patterns are being challenged by a new phenomenon: Micromobility – the electric scooters, e-bikes, motorised skateboards and other light personal mobility devices that have become hugely popular, along with traditional bicycles, for short trips.

But is micromobility safe? A new report published by the International Transport Forum finds that:

  • E-scooter riders do not face significantly higher risk of road traffic death or injury than cyclists.
  • Motor vehicles are involved in 80% of fatal crashes with e-scooters and bicycles.
  • Traffic will be safer if e-scooter and bicycle trips replace travel by car or motorcycle.
  • The fast-paced evolution of micro-vehicles challenges governments to put in place safety regulations that are future-proof.

 How can authorities help ensure that micro-vehicle riders and pedestrians will not become crash victims?

 The report offers ten recommendations for policy makers, city planners, operators and manufacturers:   

1.   Allocate protected space for micromobility

Create a protected and connected network for micromobility. This can be done by calming traffic or by creating dedicated spaces. Micro-vehicles should be banned from sidewalks or subject to a low, enforced speed limit.

2.   To make micromobility safe, focus on motor vehicles

The novelty of e-scooters should not distract from addressing the risk motor vehicles pose for all other road users. Where vulnerable road users share space with motor vehicles, speed limits should be 30 km/h or less.

3.   Regulate low-speed micro-vehicles as bicycles

Micromobility can make urban travel more sustainable. To prevent over-regulation, low-speed micro-vehicles such as e-scooters and e-bikes should be treated as bicycles. Faster micro-vehicles should be regulated as mopeds.

4.   Collect data on micro-vehicle trips and crashes

Little is known about micro-vehicles’ safety performance. Police and hospitals should collect accurate crash data. Road safety agencies should collect trip data via operators, travel surveys and on-street observation. The statistical codification of vehicle types must be updated and harmonised.

5.   Proactively manage the safety performance of street networks

Many shared micro-vehicles possess motion sensors and GPS. These can yield useful data on potholes, falls and near crashes. Authorities and operators should collaborate to use them for monitoring and maintenance.

6.   Include micromobility in training for road users

Training for car, bus and truck drivers to avoid crashes with micro-vehicle riders should be mandatory. Cycle training should be part of the school curriculum. Training programmes should be regularly evaluated and revised.

7.   Tackle drunk driving and speeding across all vehicle types

Governments should define and enforce limits on speed, alcohol and drug use among all traffic participants. This includes motor vehicle drivers and micromobility users.

8.   Eliminate incentives for micromobility riders to speed

Operators of shared micromobility fleets should ensure their pricing mechanisms do not encourage riders to take risks. By-the-minute rental can be an incentive to speed or to ignore traffic rules.

9.   Improve micro-vehicle design

Manufacturers should enhance stability and road grip. Solutions could be found in pneumatic tyres, larger wheel size and frame geometry. Indicator lights could be made mandatory and brake cables better protected.

10. Reduce wider risks associated with shared micromobility operations

The use of vans for re-positioning or re-charging micro-vehicles should be minimised, as they impose additional risks on all road users. Cities should allocate parking space for micro-vehicles close to bays for support vans.

Download the report for free:
The “Safe Micromobilty” study was carried out in the context of a project initiated and funded by the ITF Corporate Partnership Board (CPB). CPB projects are designed to enrich policy discussion with a business perspective. Led by the ITF, work is carried out in working groups consisting of CPB member companies, external experts and ITF researchers. The CPB member companies involved in this project were Bird, Bosch, Grin, Incheon Airport, Kapsch TrafficCom AG, Michelin, PTV Group, Toyota and Uber.

Media contact:
Michael KLOTH 
Head of Communications 
M +33 (0)6 15 95 03 27 


Who we are
The International Transport Forum is an intergovernmental organisation with 60 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is administratively integrated with the OECD, yet politically autonomous.

What we do
ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy.

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ITF organises global dialogue for better transport. We act as a platform for discussion and pre-negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy.

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