Starting May 20, 2025, users of electric bikes and scooters in Mexico City must obtain a driver’s license and are prohibited from riding in ciclovías under the new Electromobility Law, with strict classifications and safety measures to protect pedestrians and cyclists. “electric bikes scooters CDMX bike lanes ban”
Mexico City authorities announced that, effective May 20, 2025, electric bicycles and scooters will no longer be permitted to circulate on the city’s extensive bike lane network, known as ciclovía. Under a proposed Electromobility Law presented by Head of Government Clara Brugada, electric micromobility devices—classified as “Vehículos Motorizados Eléctricos Personales” (VEMEPE)—must now meet strict technical requirements, and their users will need a valid driver’s license to operate them legally on public roads. The reform aims to curb speed-related risks on ciclovías and ensure safer coexistence between pedestrians, traditional cyclists, and other road users.
The decision emerged after authorities observed that many electric bikes and scooters routinely exceed the 25 km/h speed limit originally designed for bike lanes. According to the Electromobility Law draft, VEMEPEs are vehicles equipped with handlebars, a seat, an electric motor, and an independent accelerator—specifically those that can surpass 25 km/h. By classifying these devices separately, officials intend to distinguish them from non-motorized cycles and prevent high-speed devices from posing hazards.
Under the new regulation, two categories for VEMEPEs will apply. “Tipo A” includes electric devices with motors between 250 and 1,000 watts, equivalent to roughly 1.34 horsepower; “Tipo B” covers heavier units over 35 kilograms up to a maximum of 350 kilograms. These classifications delineate which vehicles must comply with licensing, registration, and safety equipment requirements, such as plates, registration cards, and helmets—rules similar to those for internal combustion motorcycles.
Specifically, the reform stipulates that both Tipo A and Tipo B VEMEPEs will no longer be allowed in any designated ciclovía or confined bike lane. Instead, permitted users include pedestrians, traditional unmotorized cyclists, and electric micromobility devices that cannot exceed 25 km/h. This exclusion aims to reduce speed differentials that have led to collisions and near-misses on bike paths, prioritizing safety on corridors heavily used during rush hours and weekend bike festivals like “Muévete en Bici.”
To operate an electric bicycle or scooter on public roads, users must now apply for and carry a valid driver’s license issued by Mexico City’s Secretaría de Movilidad. In addition, VEMEPEs must display official license plates and a registration card, wear approved helmets, and keep headlights on at all times—measures designed to enhance visibility and accountability. The government highlights that nearly half of all traffic fatalities in 2024 involved motorized two-wheelers, underscoring the urgency to tighten regulations for emerging micromobility options.
While the ban in ciclovías takes effect May 20, 2025, local legislators must still debate and approve the reform for full incorporation into the city’s Mobility Law. Deputies from Morena (the National Regeneration Movement) have stressed that these changes are not intended to stigmatize riders of electric devices, but rather to protect all vulnerable parties by fostering responsible use and reducing accidents. News outlets note that in the first half of 2024 alone, authorities recorded over 19,000 traffic accidents in CDMX, with scooters and e-bikes increasingly cited among the causes of severe injuries when colliding with pedestrians.
Critics argue that forcing electric bike and scooter users off bike lanes could compel them to share narrow vehicle lanes with cars and buses, potentially increasing risks. However, proponents respond that many of these micromobility devices reach speeds above 50 km/h on flat roads—well beyond the designed 25 km/h threshold for bike corridors—and often lack proper braking systems. Data from 2024 indicates that motorized accidents involving riders without protective gear contributed to a 12 percent uptick in serious injuries on major thoroughfares.
Additional limitations under the proposal prohibit VEMEPEs from riding on sidewalks, pedestrian areas, and confined bus or rapid-transit lanes. Riders found in violation may face fines and compulsory impoundment of their devices. Enforcement will involve collaboration between CDMX’s traffic police units and mobile patrols, which have intensified checks at junctions known for high micromobility traffic—such as Reforma, Insurgentes, and Polanco. Authorities emphasize that clearer separation of roles—pedestrian zones, ciclovías, and mixed-traffic avenues—will improve overall mobility flow and reduce conflicts.
Meanwhile, established bicycle-sharing systems like Ecobici will remain unaffected, as the program uses traditional, non-motorized cycles restricted to speeds under 25 km/h. However, users of the public network should continue exercising caution when entering shared lanes. According to the latest Ecobici performance report, over 22 million trips were recorded in 2024, with an average of 70,000 daily rides—figures that underline the city’s reliance on safe, non-motorized transport in colisions.
Advocates for sustainable transport stress that regulating electric micromobility does not hinder first- and last-mile connectivity. “The goal is not to discourage eco-friendly travel but to channel it responsibly,” said a mobility NGO representative. Meanwhile, urban planners foresee that the reform will prompt greater investment in separate micromobility corridors and charging infrastructure. As cities worldwide adopt similar rules—like Jalisco and the State of Mexico, which introduced fines ranging from 565 to 2,262 pesos for unregistered electric scooters in 2024—CDMX aligns with broader national trends toward safer, integrated urban mobility.
For many electric bike entrepreneurs, the new law also imposes compliance costs. Business owners of rental fleets report needing to retrofit vehicles with higher-grade brakes, headlights, and retroreflective markings. They must also manage licensing processes for dozens of clients, raising questions about economic viability for small-scale operators. Nonetheless, city officials emphasize that such measures will professionalize the micromobility sector, providing data on usage patterns and vehicle safety records, which can guide future infrastructure investments.
