The rapid rise of electric scooters in our urban centres has profoundly changed everyday mobility, but it has also created a palpable climate of tension between the various users of public space. What was meant to embody an ecological solution to congested cities has, for many, become a symbol of road chaos. This sense of disorder stems above all from behaviour perceived as carefree, in which users seem to shrug off the constraints imposed on motorists while disregarding the fragility of pedestrians. Yet, contrary to the widespread belief that there is a legal vacuum, these vehicles are now strictly regulated: in France by the Highway Code, and in Switzerland by the Federal Road Traffic Act, even if this framework suffers from a lack of visibility and, above all, enforcement on the ground.

The rule is nevertheless unambiguous on both sides of the border: the electric scooter has no place on the pavement, which is reserved for pedestrians, and riding on it is an offence punishable by a fine. Using cycle paths and cycle lanes is a legal obligation whenever they are available. In Switzerland, the scooter is classified as a “light moped” and is subject to the same rules as conventional bicycles, with a maximum speed set at 20 km/h and engine power capped at 500 watts, thresholds that are stricter than in France, where the limit is 25 km/h with no power restriction. At that speed, the scooter is neither a toy nor a leisure accessory: it is a motor vehicle in its own right. That is precisely where the most dangerous confusion lies. The frequent disregard for red lights, running through no-entry streets or weaving between vehicles reflects a persistent psychological misconception: the user still sees themselves as a pedestrian with enhancements rather than as the driver of a motorised vehicle subject to ordinary road law. This confusion leads to dramatic situations, notably when carrying a passenger, a practice formally banned in both Switzerland and France because it destabilises the vehicle and multiplies the risk of serious falls. Non-compliance with basic right-of-way rules is no longer merely a visual or noise nuisance: it has become a major public safety issue, the consequences of which are now measured in human lives.

The danger reaches its peak at nightfall or on poorly lit roads, where the silhouette of a scooter becomes almost invisible to a motorist if the required equipment is not scrupulously respected. The law requires front and rear lights to be switched on at all times, even during the day in Switzerland, as well as reflectors and the wearing of a high-visibility reflective vest whenever visibility decreases. Too often, one encounters users dressed in dark clothing, with no active lighting device, moving like shadows along main roads or ring roads. The situation in Geneva illustrates the scale of the problem with particular force. The cantonal police impound an average of one hundred scooters a month, or nearly 1,500 vehicles a year, none of which has been reclaimed by its owner. The reason is stark: almost all models sold on the market are technically impossible to bring into compliance. Most reach 45 km/h, some as much as 100 km/h, and can be derestricted within seconds through a brake manipulation, a Bluetooth remote control or a simple smartphone app. The fine is set at 300 francs, followed by immediate impoundment and the systematic destruction of the vehicle. This level of non-compliance reveals a structural flaw: the market itself is at fault, with manufacturers selling vehicles designed to circumvent legal standards, leaving the often uninformed user responsible for an impossible task of compliance.

Faced with the multiplication of accidents and seizures, a collective awakening is needed before the legislation becomes even more coercive. The question of mandatory registration and helmet use in urban areas, which is not currently compulsory in Switzerland for scooters, regularly returns to public debate as a lever for greater accountability. Some European metropolises have already taken the step: Paris ended the concession of free-floating scooters in 2023 after a consultative vote, while other capitals are experimenting with geofencing systems that automatically limit speed as vehicles approach pedestrian zones. In Switzerland, the Federal Council introduced a revision of the regulation on light mopeds on 1 July 2025, without however changing the thresholds applicable to scooters kept at 20 km/h, signalling a clear desire to distinguish these vehicles from the others in the category. Without more systematic enforcement against risky behaviour, without stronger road safety education for young users and without greater accountability from distributors, public resentment toward these vehicles will only intensify.

The future of the electric scooter in cities will ultimately depend on users’ ability to make a decisive mental shift: from individual opportunism to fully embraced road citizenship. Sharing the road is possible. It simply cannot come at the expense of other people’s lives.

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