LONDON — Shared e bikes have become a major part of getting around the capital, with millions of journeys now taking place every month. Operators say demand continues to grow, and Forest recorded 3 million rides in July alone, which it described as a new high.
Supporters say the bikes are helping Londoners make cleaner and healthier trips, while reducing dependence on private cars. The argument comes as new research has linked improved air quality from the ultra low emission zone to better lung health in children.
But the rapid growth has also brought complaints about badly parked bikes. Cluttered pavements have become a frequent source of frustration, and campaigners say they can create real dangers for pedestrians, especially disabled people and others with access needs.
Operators say the problem is parking, not demand
The case being made by shared bike operators is that London does not need fewer bikes, but better places for them to stop when they are not in use. They argue that the city now has to answer a simple question: where should shared bikes go once the ride ends?
London’s Cycleway network has expanded to 450km, but the street environment remains crowded. Roads still have to accommodate buses, taxis, pedestrians, scooters, cyclists, private vehicles and mopeds, often in the same limited space.
That, according to the industry, means the next phase of planning should focus on parking as much as riding. Without dedicated space, bikes are more likely to end up on pavements, where they can block movement and undermine public support for the schemes.
Paris shows how converting car space can free room for bikes
Paris is being held up as the clearest example of how to manage the issue. Under the former mayor Anne Hidalgo, the city did more than build cycle lanes. It also rethought how public space should be used after people had finished travelling.
The administration converted tens of thousands of on street car parking spaces into Vélib’ docking stations and bays for bikes and other shared micromobility vehicles. Those changes also helped make room for wider pavements and more trees.
Proponents of the approach point out that a single car parking space can hold about 10 bicycles. In their view, that means one fixed space can serve hundreds of people a day, instead of storing one stationary car.
TfL licensing plans could make parking a central issue
The debate in London is becoming more relevant because car ownership in the capital is falling. Almost half of London households now do not own a car, and that rises to nearly two thirds in inner London.
At the same time, about 18% of households in inner London still have two or more vehicles. That contrast is being used to question whether scarce kerbside space should keep being reserved for second cars rather than transport used by thousands of people every day.
Transport for London has also been told to design a pan London licensing framework for shared micromobility under the English Devolution and Community Empowerment Act. That framework is expected to bring more regulation to a market that has expanded quickly over the past five years, with parking likely to be one of its most important parts.
A wider rethink of street space is being urged
Those backing the change say the capital could solve its parking problem quickly if the mayor, Transport for London, boroughs and operators worked together. One suggestion is to convert even 15% of on street parking now used by second cars into dedicated micromobility bays.
That, they say, could create space for almost 1 million shared e bikes, far more than the estimated 50,000 already in London and more than the city would ever realistically need. The key point is that the bikes would be parked on the carriageway rather than on the pavement.
The wider argument is that London should treat shared e bikes as part of the transport system, not as an awkward add on. If the city wants the benefits of cleaner journeys and lower car use, advocates say it must also provide the space needed to park them safely.
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