tag:theconversation.com,2011:/au/topics/e-scooters-61795/articlesE-scooters – The Conversation2024-03-13T02:02:14Ztag:theconversation.com,2011:article/2248442024-03-13T02:02:14Z2024-03-13T02:02:14ZE for equity? E-scooter and e-bike schemes can help people on low incomes and with disabilities<p>Interest in shared e-bikes and e-scooters, or “micromobility” devices, has skyrocketed in Australia. Every capital city and over 25 local councils <a href="https://micromobilityreport.com.au/infrastructure/bike-scooter-share/scooter-and-bike-share-schemes-are-growing-fast-across-australia/">have trialled</a> shared e-scooter systems through private operators including Lime, Beam and Neuron. </p>
<p><a href="https://www.tandfonline.com/doi/abs/10.1080/14649357.2021.1919746">Public perceptions of these programs</a> are extremely mixed. Some people still think of these small electric personal vehicles as a passing fad. Or, worse, they see them as a source of transport system disruption, public space anarchy and <a href="https://theconversation.com/e-scooters-are-linked-with-injuries-and-hospital-visits-but-we-cant-say-they-are-riskier-than-bikes-yet-222148">traffic injury</a>.</p>
<p>The truth is more nuanced. Shared scooters and bicycles are gradually being integrated into the transport system of our cities. <a href="https://theconversation.com/five-years-on-brisbanes-e-scooters-and-e-bikes-are-winning-over-tourists-and-residents-as-they-open-up-the-city-212464">Brisbane</a> has <a href="https://public.ridereport.com/regions/australia">led the way</a>, followed by Melbourne. </p>
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<p>Yet some are still wondering whether shared micromobility systems are simply a fun form of transport for young, mostly male and high-income tourists, or do they benefit a broader set of users?</p>
<p>Our <a href="https://linkinghub.elsevier.com/retrieve/pii/S295010592400007X">new research</a> across cities in three different countries paints a very different picture. Our findings suggest subsidised micromobility programs can provide significant benefits to vulnerable user groups. </p>
<p>Most shared operators provide discounted rides to low-income customers. In partnership with Lime, we were able to find out how “<a href="https://www.li.me/why/community/lime-access">Lime Access</a>” customers use shared e-scooters and e-bikes and how this compares to non-subsidised customers.</p>
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Read more:
<a href="https://theconversation.com/five-years-on-brisbanes-e-scooters-and-e-bikes-are-winning-over-tourists-and-residents-as-they-open-up-the-city-212464">Five years on, Brisbane's e-scooters and e-bikes are winning over tourists and residents as they open up the city</a>
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<h2>These schemes can help ease disadvantage</h2>
<p>We surveyed more than 1,000 respondents in Australia, New Zealand and the United States. We found Lime Access customers were five times as likely as non-subsidised riders (35% versus 7%) to use shared scooters and bicycles for daily travel. They were twice as likely to use them for essential trips (such as shopping or commuting) and to connect with public transport (44% versus 23%). </p>
<p>Half of Lime Access customers said one benefit of micromobility was that it allowed them to “get somewhere without a car”. This finding suggests these programs can help support a car-free or car-light lifestyle. This, in turn, makes transport systems more sustainable. </p>
<p>These benefits were highlighted by open-ended survey responses, such as:</p>
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<p>As someone on a low income who does not own a car, it feels very liberating to be able to take a scooter to an area that is not serviced by public transport whenever I like. (Melbourne, Australia)</p>
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Read more:
<a href="https://theconversation.com/thinking-of-swerving-high-fuel-prices-with-an-e-scooter-or-e-bike-5-crucial-questions-answered-179563">Thinking of swerving high fuel prices with an e-scooter or e-bike? 5 crucial questions answered</a>
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<h2>People with disabilities also benefit</h2>
<p>In our study, we did not directly ask about disability. However, a number of Lime Access customers wrote about how the program allows them mobility despite medical conditions or physical disability. </p>
<p>Many of those disabilities are “invisible” – the casual observer is unlikely to notice them. Yet for the riders, the electric motor of the e-scooter or e-bike reduced the fatigue and strain they would experience walking or riding a standard bike.</p>
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<p>I have kidney problems so the scooter saves me from fatigue of long walks. (Christchurch, New Zealand) </p>
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<p>For some respondents, their physical disability prevented them from driving a car. Shared micromobility filled the gap, helping them get to essential destinations.</p>
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<p>I’m ADA, which basically is handicapped, and I cannot walk all over like I used to be able to. Lime provides me independence I wouldn’t have without it! With the low-income program you offer, it literally saves me! I wouldn’t be able to get groceries or run errands or do most anything I do because of Lime. (San Francisco, California)</p>
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<img alt="Two e-bikes parked at the edge of a city street" src="https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=423&fit=crop&dpr=1 600w, https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=423&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=423&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=532&fit=crop&dpr=1 754w, https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=532&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/580635/original/file-20240308-18-slblqs.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=532&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
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<span class="caption">The assistance of an electric motor enables people with a wider range of abilities to use e-bikes and e-scooters.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/sydney-australia-on-march-10-2019-1335274913">ArliftAtoz2205/Shutterstock</a></span>
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Read more:
<a href="https://theconversation.com/the-old-road-rules-no-longer-apply-how-e-scooters-challenge-outdated-assumptions-129074">The old road rules no longer apply: how e-scooters challenge outdated assumptions</a>
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<h2>What can governments do to maximise the benefits?</h2>
<p>Our study found shared e-scooters and bikes aren’t just for tourists to go joyriding. With the right frameworks and incentives in place, they can benefit vulnerable groups in society. In this way, they help create more equitable transport systems. </p>
<p>Yet these subsidised programs are relatively unknown and little-advertised. Only 24% of our respondents had ever heard of them.</p>
<p>The challenge remains: how to reach more travellers who could benefit from reduced-fare programs, without undermining the financial viability of operators? Unlike public transport services and <a href="https://www.vic.gov.au/multi-purpose-taxi-program">even taxi services</a>, there is no government support to encourage shared micromobility operators to expand their programs. </p>
<p>In the United States, city governments have been proactive in <a href="https://pdxscholar.library.pdx.edu/trec_reports/238/">embedding equity requirements</a> into service contracts with micromobility providers. For example, <a href="https://www.dcregs.dc.gov/ContentSearch.aspx?searchText=3314.31&DocType=DCMR">Washington DC</a> reduces the fees it charges micromobility operators, with the reduction based on the proportion of travel by low-income customers.</p>
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Read more:
<a href="https://theconversation.com/e-bike-incentives-are-a-costly-way-to-cut-carbon-emissions-but-they-also-promote-health-equity-and-cleaner-air-224312">E-bike incentives are a costly way to cut carbon emissions, but they also promote health, equity and cleaner air</a>
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<p>In Australia, local and state governments should be moving beyond how to regulate these programs to also focus on how to better integrate them into our transport system. With the right incentives in place, we can maximise the benefits of micromobility for people who are most in need of affordable and accessible transport solutions.</p><img src="https://counter.theconversation.com/content/224844/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Alexa Delbosc conducted this project in collaboration with Lime. Calvin Thigpen, an author on the research paper, is an employee of Lime. Lime provided access to distribute the survey to Lime customers and did not provide any financial support for the study. Dr Thigpen only became involved in the project during late-stage paper writing and qualitative data analysis.</span></em></p>Low-income customers who qualify for subsidised rates are five times more likely to use shared e-scooters and e-bikes for daily travel. People with disabilities also value them.Alexa Delbosc, Associate Professor in Transport, Monash UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/2226672024-02-06T13:28:37Z2024-02-06T13:28:37ZSelf-extinguishing batteries could reduce the risk of deadly and costly battery fires<figure><img src="https://images.theconversation.com/files/573199/original/file-20240203-17-od3sxj.jpeg?ixlib=rb-1.1.0&rect=7%2C3%2C1270%2C674&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Cutaway view of a Nissan Leaf electric vehicle showing part of its battery array (silver boxes).</span> <span class="attribution"><a class="source" href="https://en.wikipedia.org/wiki/Electric_vehicle_battery#/media/File:Nissan_Leaf_012.JPG">Tennen-gas/Wikipedia</a>, <a class="license" href="http://creativecommons.org/licenses/by-sa/4.0/">CC BY-SA</a></span></figcaption></figure><p>In a <a href="https://doi.org/10.1038/s41893-024-01275-0">newly published study</a>, we describe our design for a self-extinguishing rechargeable battery. It replaces the most commonly used electrolyte, which is highly combustible – a medium composed of a lithium salt and an organic solvent – with materials found in a commercial fire extinguisher. </p>
<p>An electrolyte allows lithium ions that carry an electric charge to move across a separator between the positive and negative terminals of a lithium-ion battery. By modifying affordable commercial coolants to function as battery electrolytes, we were able to produce a battery that puts out its own fire.</p>
<p>Our electrolyte worked well across a wide temperature range, from about minus 100 to 175 degrees Fahrenheit (minus 75 to 80 degrees Celsius). Batteries that we produced in the lab with this electrolyte transferred heat away from the battery very well, and extinguished internal fires effectively. </p>
<p>We subjected these batteries to the nail penetration test, a common method for assessing lithium-ion battery safety. Driving a <a href="https://belltestchamber.com/why-do-we-need-to-do-the-nail-penetration-test.html">stainless steel nail through a charged battery</a> simulates an internal short circuit; if the battery catches fire, it fails the test. When we drove a nail through our charged batteries, they withstood the impact without catching fire.</p>
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<span class="caption">When a lithium-ion battery delivers energy to a device, lithium ions – atoms that carry an electrical charge – move from the anode to the cathode. The ions move in reverse when recharging.</span>
<span class="attribution"><a class="source" href="https://flic.kr/p/8Erh2x">Argonne National Laboratory/Flickr</a>, <a class="license" href="http://creativecommons.org/licenses/by-nc-sa/4.0/">CC BY-NC-SA</a></span>
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<h2>Why it matters</h2>
<p>By nature, a battery’s temperature changes as it charges and discharges, due to <a href="https://data.energizer.com/pdfs/batteryir.pdf">internal resistance</a> – opposition within the battery to the flow of lithium ions. <a href="https://www.latimes.com/business/story/2023-07-13/how-a-heat-wave-will-hurt-your-ev-battery">High outdoor temperatures</a> or uneven temperatures within a battery pack seriously threaten batteries’ safety and durability. </p>
<p>Energy-dense batteries, such as the lithium-ion versions that are widely used in electronics and electric vehicles, contain an electrolyte formulation dominated by organic molecules that are highly flammable. This worsens the risk of <a href="https://www.sciencedirect.com/topics/chemistry/thermal-runaway">thermal runaway</a> – an uncontrollable process in which excess heat inside a battery speeds up unwanted chemical reactions that release more heat, triggering further reactions. Temperatures inside the battery can rise by hundreds of degrees in a second, <a href="https://www.youtube.com/watch?v=kHTlVmBbnPA&t=5s">causing a fire or explosion</a>.</p>
<p>Another safety concern arises when lithium-ion batteries are charged too quickly. This can cause chemical reactions that produce very sharp lithium needles called dendrites on the battery’s anode – the electrode with a negative charge. Eventually, the needles penetrate the separator and reach the other electrode, short-circuiting the battery internally and leading to overheating.</p>
<p>As scientists studying <a href="https://scholar.google.com/citations?user=jCXInTYAAAAJ&hl=en">energy generation</a>, <a href="https://scholar.google.com/citations?user=KsW8rMMAAAAJ&hl=en">storage and conversion</a>, we have a strong interest in developing energy-dense and safe batteries. Replacing flammable electrolytes with a flame-retardant electrolyte has the potential to make lithium-ion batteries safer, and can buy time for longer-term improvements that reduce inherent risks of overheating and thermal runaway. </p>
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<figcaption><span class="caption">Lithium-ion battery fires in vehicles have become a major concern for firefighters because the batteries burn at very high temperatures for long periods.</span></figcaption>
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<h2>How we did our work</h2>
<p>We wanted to develop an electrolyte that was nonflammable, would readily transfer heat away from the battery pack, could function over a wide temperature range, was very durable, and would be compatible with any battery chemistry. However, most known nonflammable organic solvents contain fluorine and phosphorus, which are expensive and can have <a href="https://www.usgs.gov/special-topics/water-science-school/science/phosphorus-and-water">harmful effects</a> <a href="https://www.stormwater.com/home/article/21146477/examining-the-impact-of-fluorine-on-soil-and-plant-health">on the environment</a>.</p>
<p>Instead, we focused on adapting affordable commercial coolants that already were widely used in fire extinguishers, electronic testing and cleaning applications, so that they could function as battery electrolytes. </p>
<p>We focused on a mature, safe and affordable commercial fluid called <a href="https://www.3m.com/3M/en_US/p/d/b40044871/">Novec 7300</a>, which has low toxicity, is nonflammable and does not contribute to global warming. By combining this fluid with several other chemicals that added durability, we were able to produce an electrolyte that had the features we sought and would enable a battery to charge and discharge over a full year without losing significant capacity. </p>
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<figcaption><span class="caption">Standard lithium-ion batteries failing the nail penetration test.</span></figcaption>
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<h2>What still isn’t known</h2>
<p>Because lithium – an alkali metal - is scarce in our Earth’s crust, it is important to investigate how well batteries that use other, more abundant alkali metal ions, such as potassium or sodium, fare in comparison. For this reason, our study focused predominantly on self-extinguishing potassium-ion batteries, although it also showed that our electrolyte works well for making self-extinguishing lithium-ion batteries. </p>
<p>It remains to be seen whether our electrolyte can work equally well for other types of batteries that are in development, such as <a href="https://www.pnnl.gov/news-media/new-sodium-aluminum-battery-aims-integrate-renewables-grid-resiliency">sodium-ion, aluminum-ion</a> and <a href="https://www.technologyreview.com/2023/09/06/1079123/zinc-batteries-boost-eos/">zinc-ion</a> batteries. Our goal is to develop practical, environmentally friendly, sustainable batteries regardless of their ion type. </p>
<p>For now, however, since our alternative electrolyte has similar physical properties to currently used electrolytes, it can be readily integrated with current battery production lines. If the industry embraces it, we expect that companies will be able to manufacture nonflammable batteries using their existing lithium-ion battery facilities.</p>
<p><em>The <a href="https://theconversation.com/us/topics/research-brief-83231">Research Brief</a> is a short take on interesting academic work.</em></p><img src="https://counter.theconversation.com/content/222667/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Apparao Rao receives funding from the R. A. Bowen Endowed Professorship funds at Clemson University.</span></em></p><p class="fine-print"><em><span>Bingan Lu does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>Lithium-ion battery fires are becoming increasingly common as electric vehicles spread, and are hard to extinguish. A new approach uses an electrolyte based on a commercial fire extinguisher.Apparao Rao, Professor of Physics, Clemson UniversityBingan Lu, Associate Professor of Physics and Electronics, Hunan UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/2221482024-02-01T19:04:50Z2024-02-01T19:04:50ZE-scooters are linked with injuries and hospital visits – but we can’t say they are riskier than bikes yet<figure><img src="https://images.theconversation.com/files/572055/original/file-20240130-19-6isy51.jpg?ixlib=rb-1.1.0&rect=20%2C40%2C6689%2C4426&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://unsplash.com/photos/girl-in-pink-dress-riding-kick-scooter-on-road-during-daytime-7f6dk5M2XMs">JavyGo/Unsplash</a></span></figcaption></figure><p>E-scooters are a popular new feature of urban mobility, offering an <a href="https://www.sciencedirect.com/science/article/pii/S1361920922001560">eco-friendly</a> solution with <a href="https://www.nature.com/articles/s41560-022-01135-1">zero exhaust emissions</a> and agility in city spaces. They make an attractive option for <a href="https://www.sciencedirect.com/science/article/pii/S0965856420306522">“last-mile” commuting</a> — bridging the gap between public transport and final destinations. </p>
<p><a href="https://theconversation.com/five-years-on-brisbanes-e-scooters-and-e-bikes-are-winning-over-tourists-and-residents-as-they-open-up-the-city-212464">Tourists</a> like them, too, as <a href="https://theconversation.com/wallets-on-wheels-city-visitors-who-use-e-scooters-more-spend-more-161886">a convenient way to explore new cities</a>.</p>
<p>Launched in Singapore in 2016, the global electric scooter market is valued at more than <a href="https://www.grandviewresearch.com/industry-analysis/electric-scooters-market">US$33.18 billion</a> (A$49 billion) and is growing each year by around 10%.</p>
<p>More than 600 cities globally have embraced e-scooter sharing programs, yet reactions to these micro-mobility vehicles vary, making them a <a href="https://x.com/cyclecollective/status/1519180314853011456?s=20">contentious</a> urban planning issue. </p>
<p>Cities such as <a href="https://www.levyelectric.com/resources/cities-that-have-banned-electric-scooters%3A-a-comprehensive-list">San Francisco and Madrid</a> initially banned e-scooters, citing safety and public space concerns, but later introduced regulations for their use. <a href="https://x.com/guardian/status/1593352770521899010?s=20">Paris</a> conducted a <a href="https://x.com/AFP/status/1642725442556932096?s=20">referendum</a>, resulting in an e-scooter ban. </p>
<p>In Australia, the response has been more welcoming, though regulations differ across states and territories. What do we know about how safe e-scooters are? And what can we learn from other cities?</p>
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Read more:
<a href="https://theconversation.com/e-scooters-are-becoming-wildly-popular-but-we-have-to-factor-in-the-weather-190917">E-scooters are becoming wildly popular – but we have to factor in the weather</a>
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<h2>More e-scooters means more injuries</h2>
<p>The growing popularity of e-scooters worldwide, including in Australian cities, has been mirrored by a significant rise in related <a href="https://onlinelibrary.wiley.com/doi/full/10.1111/ans.18814">injuries and hospital admissions</a>. </p>
<p>Most of <a href="https://jamanetwork.com/journals/jamanetworkopen/article-abstract/2795144">these incidents</a> involve males in their late 20s or early 30s, commonly sustaining head, face and limb injuries. There is consistently low helmet use in those injured. Also, about 30% of people who go to hospital with e-scooter injuries have <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC8204371/">elevated blood alcohol levels</a>. Crashes involving <a href="https://www.nature.com/articles/s41598-022-25448-z">riders under the influence of alcohol</a> are associated with more severe head and face injuries.</p>
<p><a href="https://onlinelibrary.wiley.com/doi/full/10.1111/ans.18814">A study</a> examining data from the Royal Melbourne Hospital reported 256 e-scooter-related injuries in the year to January 2023 – including nine pedestrians – with a total hospitalisation cost of A$1.9 million. </p>
<p>In <a href="https://www.racq.com.au/latest-news/news/2023/12/ns191223-data-shows-e-scooter-riders-still-not-taking-safety-seriously">Queensland</a>, e-scooter-related presentations to hospitals rose from 279 in 2019 to 877 in 2022. By September of 2023, this figure had already reached 801 (full-year figures weren’t available yet). Similar trends are seen in almost every city that has introduced e-scooters. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=369&fit=crop&dpr=1 600w, https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=369&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=369&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=464&fit=crop&dpr=1 754w, https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=464&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/571795/original/file-20240129-15-jxxvsl.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=464&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Data source: Royal Automobile Club of Queensland.</span>
<span class="attribution"><a class="license" href="http://creativecommons.org/licenses/by-sa/4.0/">CC BY-SA</a></span>
</figcaption>
</figure>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/thinking-of-swerving-high-fuel-prices-with-an-e-scooter-or-e-bike-5-crucial-questions-answered-179563">Thinking of swerving high fuel prices with an e-scooter or e-bike? 5 crucial questions answered</a>
</strong>
</em>
</p>
<hr>
<h2>But are e-scooters riskier than other transport?</h2>
<p>All modes of transport come with inherent safety risks. While <a href="https://onlinelibrary.wiley.com/doi/10.1111/ans.18538">trauma patient records in Western Australia</a> show an almost 200% annual increase between 2017 and 2022 in e-scooter related admissions, these figures still remain well below those for cyclist injuries.</p>
<p>We need to understand the <em>relative risk</em> of e-scooters – a newcomer to the mobility market – and compare it to other established forms of transport. A proper assessment also considers <em>exposure</em> – the total number of trips and the distance covered.</p>
<p>A <a href="https://www-sciencedirect-com.wwwproxy1.library.unsw.edu.au/science/article/pii/S0033350622000646?ref=cra_js_challenge&fr=RR-1">study</a> in the United Kingdom, incorporating exposure factors using data from an e-scooter rideshare operator and hospital admissions combined, indicates that although hospital presentations increased during the e-scooter trial period, the injury rate was comparable to that of bicycles.</p>
<p>But it might be a different story when it comes to the severity of injuries. Some studies suggest a higher incidence of <a href="https://injuryprevention.bmj.com/content/29/2/121.abstract">severe trauma among e-scooter users</a> compared to cyclists. One <a href="https://jamanetwork.com/journals/jamanetworkopen/article-abstract/2806716">study</a> of more than 5,000 patients treated at a major trauma centre in Paris found that, while the mortality rate from e-scooter crashes wasn’t higher than that of bicycles or motorbikes, the risk of severe traumatic brain injuries was slightly higher than bicycles (26% compared to 22%).</p>
<p>There is <a href="https://jamanetwork.com/journals/jamanetworkopen/article-abstract/2795144">evidence</a> e-scooter riders tend to engage in significantly more risky behaviour than cyclists. Compared to injured bicyclists, those injured while riding e-scooters: </p>
<ul>
<li>tend to be younger </li>
<li>are more frequently found to be intoxicated </li>
<li>exhibit a lower rate of helmet use </li>
<li>and are more commonly involved in accidents at night or on weekends.</li>
</ul>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/whos-liable-if-youre-injured-or-killed-riding-an-e-scooter-187436">Who's liable if you're injured or killed riding an e-scooter?</a>
</strong>
</em>
</p>
<hr>
<h2>We can make them safer</h2>
<p>Mitigating safety risks of e-scooters requires consistent <a href="https://www.sciencedirect.com/science/article/pii/S2210670722006175">regulation</a>, stricter enforcement of rules, and <a href="https://theconversation.com/if-e-scooter-riders-are-breaking-the-law-its-mostly-because-they-dont-know-what-it-says-219453">user education</a> about safe scootering. This includes restrictions on usage times, rider age restrictions, mobile phone and headphone use, riding under the influence of drugs or alcohol, speed limits, helmet use and carrying passengers.</p>
<p>The cooperation of e-scooter companies is crucial in enhancing safety. They could curb risky behaviours and enforce the rules. This could be done with simple devices to make scooters automatically stick within speed limits, <a href="https://www.tiktok.com/@abcnewsaus/video/7322301343421451527">sobriety tests before operation</a> or detecting and preventing <a href="https://www.theguardian.com/australia-news/2023/aug/11/melbourne-e-scooters-will-shout-at-riders-in-no-go-areas-deputy-mayor-says">tandem riding</a>. More advanced options could include technology to require helmet use for scooter activation.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="bank of e-scooters on city footpath" src="https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/572057/original/file-20240130-24-4cw8wc.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Better infrastructure could make e-scooters safer.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/melbourne-australia-november-20-2022-shared-2281810191">Shutterstock</a></span>
</figcaption>
</figure>
<h2>Safety in numbers</h2>
<p>Data on the total number of rides and coverage, as well as recording of accidents, is needed. Access to this detailed information would offer a clearer understanding of the actual accident and injury risks associated with e-scooters than the news headlines.</p>
<p>And let’s not overlook the “<a href="https://injuryprevention.bmj.com/content/21/4/271.short">safety in numbers</a>” effect. In the world of urban mobility, e-scooters are currently “the small fish in a big pond”. As the demand for e-scooters grows, they may find their place in our city planning and infrastructure design. </p>
<p><a href="https://www.sciencedirect.com/science/article/pii/S0014292123002210">Across Europe</a> cities with limited cycling infrastructure have seen the largest increase in e-scooter accidents. Cities with lots of bike lanes showed no significant effect. </p>
<p>The path to safer e-scootering might lie in the development of more friendly infrastructure. As the ridership grows, safety investments should follow, and that can make the future of e-scootering less risky for everyone.</p><img src="https://counter.theconversation.com/content/222148/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Milad Haghani receives funding from the Australian Research Council (Grant No. DE210100440).</span></em></p><p class="fine-print"><em><span>Clara Zwack does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>The growing popularity of e-scooters has seen a surge in related injuries. They may not be more common than cycling injuries – but they may be more serious.Milad Haghani, Senior Lecturer of Urban Mobility, Public Safety & Disaster Risk, UNSW SydneyClara Zwack, Lecturer in Physiotherapy, Swinburne University of TechnologyLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/2093592023-09-26T12:24:07Z2023-09-26T12:24:07ZLithium-ion battery fires are a growing public safety concern − here’s how to reduce the risk<figure><img src="https://images.theconversation.com/files/549853/original/file-20230924-31-w9syu7.jpg?ixlib=rb-1.1.0&rect=17%2C35%2C5973%2C3952&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">In June 2023, a fire started at this e-bike shop in New York City and spread to upper floors of the building.</span> <span class="attribution"><a class="source" href="https://newsroom.ap.org/detail/EBikeBatteriesFires/832138180d9d4e699f17a2629753f9fd/photo">AP Photo/Bebeto Matthews</a></span></figcaption></figure><p>In today’s electronic age, rechargeable lithium-ion batteries are ubiquitous. Compared with the lead-acid versions that have dominated the battery market for decades, lithium-ion batteries can charge faster and store more energy for the same amount of weight.</p>
<p>These devices make our electronic gadgets and electric cars lighter and longer-lasting – but they also have disadvantages. They contain a lot of energy, and if they catch fire, they burn until all of that stored energy is released. A sudden release of huge amounts of energy can lead to explosions that threaten lives and property.</p>
<p>As scientists who study <a href="https://scholar.google.com/citations?user=jCXInTYAAAAJ&hl=en">energy generation</a>, <a href="https://scholar.google.com/citations?user=KsW8rMMAAAAJ&hl=en">storage</a> and <a href="https://scholar.google.com/citations?user=z7C3_h8AAAAJ&hl=en">conversion</a>, and <a href="https://scholar.google.com/citations?user=4WwXknoAAAAJ&hl=en">automotive engineering</a>, we have a strong interest in the development of batteries that are energy-dense and safe. And we see encouraging signs that battery manufacturers are making progress toward solving this significant technical problem.</p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/yRPW8zN_c0E?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">Avoiding overcharging is one way to reduce the risk of lithium-ion battery fires.</span></figcaption>
</figure>
<h2>A new fire hazard</h2>
<p>Urban transportation is undergoing a transformative shift toward electrification. As concerns grow in cities around the world about climate change and air quality, <a href="https://theconversation.com/boosting-ev-market-share-to-67-of-us-car-sales-is-a-huge-leap-but-automakers-can-meet-epas-tough-new-standards-203663">electric vehicles</a> have taken center stage. </p>
<p>At the same time, e-bikes and electric scooters are transforming urban transit by providing convenient, low-carbon ways to navigate crowded streets and reduce traffic congestion. From 2010 through 2022, shared e-bikes and e-scooters – those owned by rental networks – accounted for <a href="https://nacto.org/2022/12/01/half-a-billion-rides-on-shared-bikes-and-scooters/">more than half a billion trips</a> in U.S. cities. Privately owned e-bikes add to that total: In 2021, <a href="https://www.nationalgeographic.com/environment/article/electric-bike-sustainable-transportation">more than 880,000 e-bikes were sold in the U.S.</a>, compared with 608,000 electric cars and trucks. </p>
<p>Battery-powered vehicles account for <a href="https://www.vox.com/the-highlight/2023/1/17/23470878/tesla-fires-evs-florida-hurricane-batteries-lithium-ion">a small share</a> of car fires, but <a href="https://www.cbsnews.com/news/lithium-ion-battery-fires-electric-cars-bikes-scooters-firefighters/">controlling EV fires is difficult</a>. Typically, an EV fire burns at roughly 5,000 degrees Fahrenheit (2,760 Celsius), while a gasoline-powered vehicle on fire burns at 1,500 F (815 C). It takes about 2,000 gallons of water to extinguish a burning gasoline-powered vehicle; putting out an EV fire can take <a href="https://www.bostonglobe.com/2023/01/20/metro/tesla-fire-takes-over-two-hours-20000-gallons-water-extinguish-after-wakefield-crash-police-say/">10 times more</a>.</p>
<p>This is a major concern in large cities where electric vehicles are popular. Fire departments in New York City and San Francisco report handling <a href="https://www.cbsnews.com/news/lithium-ion-battery-fires-electric-cars-bikes-scooters-firefighters/">more than 660 fires</a> involving lithium-ion batteries since 2019. In New York City, these fires caused <a href="https://www.nyc.gov/office-of-the-mayor/news/195-23/mayor-adams-plan-combat-lithium-ion-battery-fires-promote-safe-electric-micromobility#/0">12 deaths and more than 260 injuries</a> from 2021 through early 2023. Clearly, there is a need for safer handling and charging practices, as well as technical improvements to batteries.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="An e-bike with an Uber Eats bag hanging from the handlebars leans against a building." src="https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/549854/original/file-20230924-27-qr7gss.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">E-bikes are popular for urban delivery services, which means that many users rely on them for income.</span>
<span class="attribution"><a class="source" href="https://www.gettyimages.com/detail/news-photo/uber-eats-electric-bike-parked-on-sidewalk-manhattan-new-news-photo/1428511600">Lindsey Nicholson/UCG/Universal Images Group via Getty Images</a></span>
</figcaption>
</figure>
<h2>Many batteries in an EV</h2>
<p>To understand lithium-ion battery fires, it’s important to know some basics. A battery holds chemicals that contain energy, with a separator between its positive and negative electrodes. It works by <a href="https://engineering.mit.edu/engage/ask-an-engineer/how-does-a-battery-work/">converting this energy into electricity</a>.</p>
<p>The two electrodes in a battery are surrounded by an electrolyte – a substance that allows an electrical charge to flow between the two terminals. In a lithium-ion battery, for example, lithium ions carry the electric charge. When a device is connected to a battery, chemical reactions take place on the electrodes and create a flow of electrons in the external circuit that powers the device.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Infographic showing the parts of lithium-ion battery" src="https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=564&fit=crop&dpr=1 600w, https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=564&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=564&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=708&fit=crop&dpr=1 754w, https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=708&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/549855/original/file-20230924-27-91vn7.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=708&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">When a lithium-ion battery delivers energy to a device, lithium ions – atoms that carry an electrical charge – move from the anode to the cathode. The ions move in reverse when recharging.</span>
<span class="attribution"><a class="source" href="https://flic.kr/p/8Erh2x">Argonne National Laboratory/Flickr</a>, <a class="license" href="http://creativecommons.org/licenses/by-nc-sa/4.0/">CC BY-NC-SA</a></span>
</figcaption>
</figure>
<p>Cellphones and digital cameras can operate on a single battery, but an electric car needs much more energy and power. Depending on its design, an EV may contain <a href="https://www.samsungsdi.com/column/all/detail/54344.html">dozens to thousands of single batteries</a>, which are known as cells. Cells are clustered together in sets called modules, which in turn are assembled together in packs. A standard EV will contain one large battery pack with many cells inside it.</p>
<h2>What causes battery fires</h2>
<p>Typically, a battery fire <a href="https://doi.org/10.1038/s41557-023-01254-6">starts in a single cell</a> inside a larger battery pack. There are three main reasons for a battery to ignite: mechanical harm, such as crushing or penetration when vehicles collide; electrical harm from an external or internal <a href="https://www.thespruce.com/what-causes-short-circuits-4118973">short circuit</a>; or overheating. </p>
<p>Battery short circuits may be caused by faulty external handling or unwanted chemical reactions within the battery cell. When lithium-ion batteries are charged too quickly, chemical reactions can produce very sharp lithium needles called dendrites on the battery’s anode – the electrode with a negative charge. Eventually, they penetrate the separator and reach the other electrode, short-circuiting the battery internally. </p>
<p>Such short circuits heat the battery cell to over 212 F (100 C). The battery’s temperature rises slowly at first and then all at once, spiking to its peak temperature in about one second. </p>
<p>Another factor that makes lithium-ion battery fires challenging to handle is oxygen generation. When the metal oxides in a battery’s cathode, or positively charged electrode, are heated, they <a href="https://www.osti.gov/servlets/purl/1526722">decompose and release oxygen gas</a>. Fires need oxygen to burn, so a battery that can create oxygen can sustain a fire. </p>
<p>Because of the electrolyte’s nature, a 20% increase in a lithium-ion battery’s temperature causes some unwanted chemical reactions to occur much faster, which releases excessive heat. This excess heat increases the battery temperature, which in turn speeds up the reactions. The increased battery temperature increases the reaction rate, creating a process called <a href="https://spectrum.ieee.org/first-xray-views-into-overheating-lithiumion-batteries">thermal runaway</a>. When this happens, the temperature in a battery can rise from 212 F (100 C) to 1,800 F (1000 C) in a second. </p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/kHTlVmBbnPA?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">In thermal runaway, a lithium-ion battery enters an uncontrollable, self-heating state that can lead to fire or explosion.</span></figcaption>
</figure>
<h2>Managing the thermal runaway problem</h2>
<p>Methods to ensure battery safety can focus on conditions outside or inside of the battery. External protection typically involves using electronic devices, like temperature sensors and pressure valves, to ensure that the battery isn’t subjected to heat or force that could cause an accident.</p>
<p>However, these mechanisms make the battery larger and heavier, which can reduce the performance of the device it powers. And they may not be reliable under extreme temperatures or pressures, such as those produced in a car crash.</p>
<p>Internal protection strategies focus on using intrinsically safe materials for battery components. This approach offers an opportunity to address potential hazards at their source.</p>
<p>Making a thermal runaway in a battery pack less intense requires a mix of <a href="https://doi.org/10.1016/j.ensm.2017.05.013">software and hardware improvements</a>. Scientists are working to develop cathodes that release less oxygen when they break down; nonflammable electrolytes; <a href="https://doi.org/10.1007/s40820-023-01178-3">solid-state electrolytes</a>, which do not catch fire and also may help alleviate dendrite growth; and separators that can <a href="https://doi.org/10.1002/adma.202302280">withstand high temperatures without melting</a>. </p>
<p>Another solution is already in use: <a href="https://www.synopsys.com/glossary/what-is-a-battery-management-system.html">battery management systems</a>. These are hardware and software packages built into battery packs that can monitor vital battery parameters, such as the state of charge, internal pressure and the temperature of the cells in the battery pack. </p>
<p>Just as a physician uses a patient’s symptoms to diagnose and treat their illness, battery management systems can diagnose conditions within the battery pack and make autonomous decisions to shut off batteries with hot spots, or to alter the load distribution so that any individual battery does not get too hot. </p>
<p>Battery chemistries are evolving rapidly, so new designs will require new battery management systems. Many battery producers are <a href="https://www.graphene-info.com/nanotech-energy-soteria-battery-innovation-group-and-voltaplex-energy-join">forming partnerships</a> that bring together manufacturers with complementary battery expertise to tackle this challenge. </p>
<p>Users can also take steps to <a href="https://www.usfa.fema.gov/prevention/vehicle-fires/electric-vehicles/">maximize safety</a>. Use manufacturer-recommended charging equipment and outlets, and avoid overcharging or leaving an EV plugged in overnight. Inspect the battery regularly for signs of damage or overheating. Park the vehicle <a href="https://www.latimes.com/business/story/2023-07-13/how-a-heat-wave-will-hurt-your-ev-battery">away from extremely hot or cold surroundings</a> – for example, park in shade during heat waves – to prevent thermal stress on the battery. </p>
<p>Finally, in the event of a collision or accident involving an EV, follow the manufacturer’s safety protocols and disconnect the battery if possible to minimize the risk of fire or electrocution.</p><img src="https://counter.theconversation.com/content/209359/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>The authors do not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and have disclosed no relevant affiliations beyond their academic appointment.</span></em></p>Lithium-ion batteries power many electric cars, bikes and scooters. When they are damaged or overheated, they can ignite or explode. Four engineers explain how to handle these devices safely.Apparao Rao, Professor of Physics, Clemson UniversityBingan Lu, Associate Professor of Physics and Electronics, Hunan UniversityMihir Parekh, Postdoctoral Fellow in Physics and Astronomy, Clemson UniversityMorteza Sabet, Research Assistant Professor of Automotive Engineering, Clemson UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/2124642023-09-11T02:26:13Z2023-09-11T02:26:13ZFive years on, Brisbane’s e-scooters and e-bikes are winning over tourists and residents as they open up the city<figure><img src="https://images.theconversation.com/files/547148/original/file-20230908-15-9hz65x.jpeg?ixlib=rb-1.1.0&rect=0%2C352%2C4538%2C2998&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><span class="source">Authors, courtesy of Brisbane City Council</span></span></figcaption></figure><p>Five years after being the <a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">first Australian city</a> to introduce rideshare e-scooters, Brisbane is leading the way after many <a href="https://theconversation.com/why-e-bikes-can-succeed-where-earlier-bike-share-schemes-failed-151844">growing pains</a> and a <a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">lot of learning</a>.</p>
<p>Our <a href="https://business.uq.edu.au/article/2023/08/e-scooters-pave-way-memorable-brisbane-tourism-experience">latest research</a> explored tourists’ and residents’ perceptions and experiences of the city. We surveyed both users and non-users of e-scooters and e-bikes in a first-of-its-kind <a href="https://business.uq.edu.au/files/104406/micromobility-in-brisbane-report.pdf">study</a>. We received nearly 1,000 responses, with 29 follow-up interviews. </p>
<p>Cities around the world are making micromobility, such as e-scooters and e-bikes, part of their transport plans. They hope to reap the <a href="https://www.sciencedirect.com/science/article/pii/S1361920921000389">widely proven benefits</a> of encouraging active transport such as walking and cycling, reducing car trips and traffic congestion, cutting greenhouse gas emissions, improving access throughout cities and promoting residents’ overall wellbeing. </p>
<p>Still, micromobility is very much up for public debate. With more and <a href="https://theconversation.com/when-1-in-3-users-are-tourists-that-changes-the-bike-share-equation-for-cities-152895">more tourists</a> using rideshare bikes and scooters and some cities <a href="https://www.bbc.com/news/world-europe-66682673">banning them</a>, important questions have been overlooked. How do these devices shape visitor experiences and a city’s image? How do residents view their use? And, what do non-users think? </p>
<p>Well, we found out. In Brisbane, these new forms of transport are being seen in an increasingly positive light as alternatives to private cars, public transport and ridershare services. Comparable to when <a href="https://www.theguardian.com/australia-news/2021/mar/15/australian-e-scooters-bumpy-ride-like-when-automobiles-appeared-on-streets-filled-with-horses">cars replaced horses</a>, micromobility options offer a convenient and improved transport experience that showcases the best parts of the city.</p>
<p><div data-react-class="Tweet" data-react-props="{"tweetId":"1661643365409234944"}"></div></p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Limes not lemons: lessons from Australia’s first e-scooter sharing trial</a>
</strong>
</em>
</p>
<hr>
<h2>Micromobility services are good for a city’s image</h2>
<p>When tourists arrive in a new city, they face a common challenge: where to go, what to see and, more importantly, how to get there?</p>
<p>Public transport is considered too stressful, confusing and at times unpleasant. Rideshare cars and taxis are easy and familiar, but they don’t provide an experience and miss out on the nooks and crannies of a destination. </p>
<p>A clear majority of the visitors in our study (83% users, 42% non-users) agreed e-scooters and e-bikes enhanced their tourism experience and their view of the city. This was because these forms of transport greatly increased the places they were able to see and experience. As a result, they regarded Brisbane as an active, modern city. </p>
<p>For many, riding e-escooters was itself one of the best aspects of visiting the city. One tourist told us:</p>
<blockquote>
<p>Having an opportunity to use e-scooters while we visit Brisbane allows us to take in the beautiful environment that we would normally miss in a taxi or Uber.</p>
</blockquote>
<figure class="align-center ">
<img alt="person rides an e-scooter through botanic gardens" src="https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/547115/original/file-20230908-19-io327w.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">An e-scooter or e-bike easily gets you to places you might miss if using a taxi or Uber.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/e-scooters-are-becoming-wildly-popular-but-we-have-to-factor-in-the-weather-190917">E-scooters are becoming wildly popular – but we have to factor in the weather</a>
</strong>
</em>
</p>
<hr>
<p>Another tourist said:</p>
<blockquote>
<p>I really enjoyed using it [an e-scooter]. It was a highlight of our trip actually.</p>
</blockquote>
<p>Common reasons for such positive views included: accessibility, convenience, sustainability, independence, novelty, spontaneity, maintaining a healthy lifestyle, being outside, sense of community and ease of use.</p>
<p>Similarly, non-user visitors largely view e-scooters as a benefit to the city. They see them as good for its image and/or are indifferent but see the appeal for others. </p>
<p>One tourist, a non-user of e-scooters, said:</p>
<blockquote>
<p>I’d say right now, I don’t think it’s giving a bad image at all. On the contrary, I feel it gives an image of providing alternatives to cars.</p>
</blockquote>
<p>Brisbane’s robust cycling infrastructure, referred to as “scooter highway” by study participants, was a factor in these positive views for all groups. </p>
<p>Another non-user tourist said:</p>
<blockquote>
<p>I feel like most people are generally responsible about riding them, and not in the middle of the sidewalk. I would say they’re a good resource for sure.</p>
</blockquote>
<figure class="align-center ">
<img alt="e-scooters lined up at the edge of a city street" src="https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/547116/original/file-20230908-27-c5ry5k.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Brisbane’s rideshare operators appear to be overcoming concerns about their e-scooters and bikes blocking footpaths.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/when-1-in-3-users-are-tourists-that-changes-the-bike-share-equation-for-cities-152895">When 1 in 3 users are tourists, that changes the bike-share equation for cities</a>
</strong>
</em>
</p>
<hr>
<h2>How do tourist and resident riders’ views differ?</h2>
<p>We asked both tourists and residents for their views. All groups largely viewed e-scooters and e-bikes as alternatives to public transport rather than a supplement. Only a minority used e-scooters in combination with public transport. </p>
<p>Visitors to Brisbane who were not familiar with the public transport system found micromobility options incredibly useful. They were able to explore more attractions more quickly using e-scooters and e-bikes, without the hassle of buying travel cards and working out public transport timetables.</p>
<p>For visitors, micromobility itself is a tourism experience comparable to traditional attractions such as shopping and landmarks. For residents, it’s a convenient, independent, reliable and efficient way to commute, run errands, or go out and meet friends for dinner.</p>
<p><div data-react-class="Tweet" data-react-props="{"tweetId":"1429788242136559621"}"></div></p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/wallets-on-wheels-city-visitors-who-use-e-scooters-more-spend-more-161886">Wallets on wheels: city visitors who use e-scooters more spend more</a>
</strong>
</em>
</p>
<hr>
<h2>What about non-users?</h2>
<p>We found differences between users and non-users. Users have overwhelmingly positive views (74%) of the benefits for themselves and others. Non-users either see the benefits to others, or are sceptical and worried about safety. </p>
<p>However, most non-users (65%) still viewed shared e-scooters and e-bikes as a public resource. Only a minority (35%) saw them as a nuisance. </p>
<p>So, what’s stopping more people using them? Commonly cited barriers included:</p>
<ul>
<li>safety concerns</li>
<li>not knowing how to ride</li>
<li>expensive</li>
<li>self-image – not seeing themselves as e-scooter/e-bike riders</li>
<li>lack of cycling-friendly infrastructure in some areas</li>
<li>post-COVID hygiene concerns</li>
</ul>
<p><div data-react-class="Tweet" data-react-props="{"tweetId":"1686941245002657792"}"></div></p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/thinking-of-swerving-high-fuel-prices-with-an-e-scooter-or-e-bike-5-crucial-questions-answered-179563">Thinking of swerving high fuel prices with an e-scooter or e-bike? 5 crucial questions answered</a>
</strong>
</em>
</p>
<hr>
<h2>Micromobility is gaining ground</h2>
<p>The <a href="https://business.uq.edu.au/files/104406/micromobility-in-brisbane-report.pdf">results of our study</a> are clear: micromobility is a win for urban transport and tourism. Visitors and residents who are able and willing to use e-scooters and e-bikes are rewarded with a better way to get around and experience all the city has to offer. Users have strongly positive views of these transport modes and the general city impact. </p>
<p>Efforts to improve safety and access, by lowering personal barriers, would likely improve perceptions of micromobility and of the city. Further innovations in e-scooter design, supported by education campaigns, complementary infrastructure and policy, are likely to lead to greater uptake and more positive views.</p><img src="https://counter.theconversation.com/content/212464/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Richard Buning receives funding from Brisbane City Council. He is affiliated with Bicycle Queensland. </span></em></p><p class="fine-print"><em><span>Wendy Pham does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>Brisbane was the first Australian city to accept rideshare e-scooters. After some growing pains, residents, visitors and the city itself are enjoying the benefits, a new study finds.Richard Buning, Senior Lecturer in Tourism, School of Business, The University of QueenslandWendy Pham, Post-doctoral Researcher, Business School, The University of QueenslandLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1976202023-01-19T19:13:00Z2023-01-19T19:13:00ZVictorians won’t miss myki, but what will ‘best practice’ transport ticketing look like?<p>With fewer people using public transport and more working from home due to the COVID pandemic, public transport agencies need to do everything they can to encourage more people to use their services. An essential step is to make the ticketing and payment process as easy as possible. That means it needs to keep pace with emerging technology and trends.</p>
<p>Some agencies, such as Singapore’s <a href="https://www.lta.gov.sg/content/ltagov/en/getting_around.html">Land Transport Authority</a>, have done so. Others have not – the <a href="https://www.ptv.vic.gov.au/tickets/myki">myki card system</a> in Victoria falls into this category. The state government has announced a “<a href="https://www.theage.com.au/politics/victoria/andrews-backs-smartphone-and-card-payments-over-myki-20230110-p5cbk2.html">best practice</a>” system will replace myki when its operator’s contract expires later this year.</p>
<p>Myki represented state-of-the-art technology when it <a href="https://www.theage.com.au/national/victoria/the-end-is-nigh-for-metcard-20120119-1q8f4.html">replaced paper tickets</a> a decade or so ago. It’s the ticketing system for travelling on trains, trams and buses in Melbourne, on trains from Melbourne to certain regional destinations, and on buses in major regional centres. However, the system now <a href="https://www.theage.com.au/politics/victoria/finally-an-opportunity-to-fix-all-that-s-wrong-with-myki-20230110-p5cbls.html">clearly needs to be updated</a>. </p>
<p>This article outlines what a “best practice” replacement should look like. The new system must overcome the limitations that have emerged with myki, add the best features developed in other cities and build in the flexibility to keep up with the evolution of urban transport. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/electric-on-demand-public-transport-is-making-a-difference-in-auckland-now-it-needs-to-roll-out-further-189438">Electric on-demand public transport is making a difference in Auckland – now it needs to roll out further</a>
</strong>
</em>
</p>
<hr>
<h2>What’s wrong with myki?</h2>
<p>The first problem with myki is its restricted payment options. It does not allow direct payment with a credit or debit card when getting onto a train, tram or bus. </p>
<p>In 2019, the system was updated to allow direct payment for a trip using a digital myki on Android phones, but not Apple phones. This means about half of Victoria’s potential public transport users cannot use their phones to pay for their trip. (Nationally, the split is <a href="https://www.statista.com/statistics/245191/market-share-of-mobile-operating-systems-for-smartphone-sales-in-australia/#:%7E:text=As%20of%20March%202022%2C%20Android,share%20over%20the%20past%20decade.">54% Android and 46% Apple</a> – no city-level data are available.) </p>
<p>While Apple users can now automatically top up their myki card using their phones, they must still buy a physical myki card for $6, or $3 concession. </p>
<p>Second, while not directly impacting users, the myki terminals at public transport stations and on buses and trams use 3G wireless technology. This wireless network is due to be shut down in June 2024. Terminals will have to be updated to the 5G network.</p>
<p>Third, it is not easy for visitors to Victoria to understand the system. Before they can board public transport, they must first stop to buy a myki card for $6 (available at <a href="https://www.ptv.vic.gov.au/tickets/myki/buy-a-myki-and-top-up/where-to-buy-and-top-up/">only some stations and retail outlets</a>) and add money to cover the fare.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/we-subscribe-to-movies-and-music-why-not-transport-119538">We subscribe to movies and music, why not transport?</a>
</strong>
</em>
</p>
<hr>
<h2>What is current best practice?</h2>
<p>Contactless payment with a credit card, smartphone or smart watch is becoming standard practice on public transport. The pandemic accelerated this trend because operators wanted to minimise contact points associated with either cash payments or buying a physical ticket or card. </p>
<p>Two large public transport systems in London and Amsterdam are now contactless and cashless. In Australia, Sydney and Adelaide have contactless payment in place. </p>
<figure class="align-center ">
<img alt="Woman holds phone as she uses a card to pay for her bus trip" src="https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=436&fit=crop&dpr=1 600w, https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=436&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=436&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=547&fit=crop&dpr=1 754w, https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=547&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/505253/original/file-20230118-21616-regee0.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=547&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Contactless payment systems typically allow people to pay with a credit or debit card or a phone.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<p>Sydney’s example is worth noting because, while upgrading to contactless payment options, it has maintained the use of the <a href="https://transportnsw.info/tickets-opal/opal#/login">Opal card</a> as well as the option of buying a single-trip ticket. Thus, Sydney has kept the payment options as broad as possible so as not to disadvantage any potential users. Many systems lack this flexibility — particularly those that have gone contactless and cashless.</p>
<p>Something that is often overlooked, but is a critical feature of exemplary public transport systems, is a well-designed seamless website or app that supports the payment system. Infrastructure Victoria highlighted this issue in its report, <a href="https://www.infrastructurevictoria.com.au/wp-content/uploads/2021/03/Fair-Move-Better-Public-Transport-Fares-for-Melbourne-FINAL-1.pdf">Better Public Transport Fares for Melbourne</a>.</p>
<h2>And how will public transport evolve?</h2>
<p>Mobility as a service (MaaS) is one of the <a href="https://theconversation.com/all-your-transport-options-in-one-place-why-mobility-as-a-service-needs-a-proper-platform-157243">emerging trends</a> in public transport. The goal is to allow users to have access to a range of transport options in a single app. However, COVID has slowed <a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">its progress</a>. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/all-your-transport-options-in-one-place-why-mobility-as-a-service-needs-a-proper-platform-157243">All your transport options in one place: why mobility as a service needs a proper platform</a>
</strong>
</em>
</p>
<hr>
<p>Most of the cities that have implemented mobility as a service are in Europe. They include: Vienna, Austria; Antwerp, Belgium; Turku, Finland; the West Midlands region in Britain; the Flanders region of Belgium; and all of Switzerland. Tokyo also has it. </p>
<p>However, many cities across the globe are hopeful of implementing the idea. Among them is Sydney, which is trialling the bundling of transport services – including taxis, ride-share vehicles and e-bikes – in one transaction. Public transport agencies are attempting to provide access to the full range of traditional public transport (trains, trams, buses and ferries) and non-traditional options (taxis, e-bikes, e-scooters, rideshares and so on).</p>
<p>Another innovation being trialled in Singapore is <a href="https://www.smartnation.gov.sg//initiatives/transport/contactless-fare-payment">“hands free” ticketing</a>. It uses radio frequency identification technology to detect a commuter’s fare card when passing through a sensor. This will do away with the need for pausing to tap on with a phone, card or watch.</p>
<figure class="align-center ">
<img alt="Person holds their smart watch against a scanner to pay for their trip on public transport." src="https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=381&fit=crop&dpr=1 600w, https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=381&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=381&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=479&fit=crop&dpr=1 754w, https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=479&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/505258/original/file-20230118-15-4s5mz5.jpeg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=479&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">While some public transport systems allow users to pay with a smart watch, Singapore is going a step further to eliminate the need to pause at a scanner.</span>
<span class="attribution"><a class="source" href="https://www.flickr.com/photos/160866001@N07/49586372688/">Marco Verch/Flickr</a>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">For Mobility as a Service (MaaS) to solve our transport woes, some things need to change</a>
</strong>
</em>
</p>
<hr>
<h2>3 things Victoria’s new system must deliver</h2>
<p>Victoria’s next public transport ticketing contract should deliver the following:</p>
<ol>
<li><p>multiple payment options, including smartphones, smart watches, bank cards and single-ticket cash purchases, so users who don’t have smart devices or credit cards aren’t disadvantaged (though this represents a small minority of riders, they are often the most dependent on public transport)</p></li>
<li><p>5G wireless technology to connect the ticketing network</p></li>
<li><p>the flexibility to accommodate a MaaS model that allows third-party integration with a single interface where users can pay for all their transport options.</p></li>
</ol>
<p>Only a system that does all of the above will deliver on the promise of a “best practice” replacement for myki.</p><img src="https://counter.theconversation.com/content/197620/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Neil G Sipe has received funding from the Australia Research Council. </span></em></p>The Victorian government has announced it is replacing the state’s public transport ticketing system. So what essential features should a state-of-the-art system offer users?Neil G Sipe, Honorary Professor of Planning, The University of QueenslandLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1909172022-09-27T04:23:46Z2022-09-27T04:23:46ZE-scooters are becoming wildly popular – but we have to factor in the weather<figure><img src="https://images.theconversation.com/files/486698/original/file-20220927-26-aprxc2.jpg?ixlib=rb-1.1.0&rect=0%2C14%2C4992%2C3061&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><span class="source">Shutterstock</span></span></figcaption></figure><p>The first rental electric scooters quietly appeared on the streets of Brisbane in late 2018. Four years later, distinctively coloured e-scooters are seemingly everywhere, with trial schemes popping up in Melbourne, Sydney, Adelaide, Darwin and Perth. </p>
<p>Outside Australia, scooter share schemes are now operating in <a href="https://www.factmr.com/report/e-scooter-sharing-market">dozens of cities worldwide</a>, and growth is expected to continue. </p>
<p>E-scooters offer commuters and tourists a way to cover shorter distances quickly – and without breaking a sweat. It’s for this reason Australian cities are trialling these schemes as part of broader interest in micromobility – small, light and often electric ways of getting around, such as bikes, e-bikes and e-scooters. </p>
<p>But one question previously unanswered is: what about the weather? If the skies open, do e-scooter users switch to cars or public transport? What about intense summer heat? </p>
<p>Our <a href="https://doi.org/10.1016/j.jtrangeo.2022.103439">new research</a> on the Brisbane e-scooter trial found trips actually increase as the heat rises, compared to human-powered bikes which see declining use in hotter weather. </p>
<p>When it’s wet, e-scooters remain more popular than bike share schemes – but not by much. We found around 32% of e-scooter trips take place in wet weather – compared to around 28% of <a href="https://doi.org/10.1016/j.jtrangeo.2021.103155">bikesharing trips</a></p>
<h2>What else did we find?</h2>
<p>We looked at how e-scooter trips, destinations, and patterns of use vary based on weather. A large dataset of trips (more than 800,000) was provided to us by <a href="https://www.rideneuron.com/">Neuron</a>, one of the two scooter-sharing companies active in Brisbane.</p>
<p>We found e-scooter trips rise alongside the <a href="https://www.weather.gov/ama/heatindex">heat index</a>, which measures the combined feeling of heat and humidity. People are likely to turn to them to avoid sweating up one of Brisbane’s many hills on foot. </p>
<p>Overall, and perhaps as expected, e-scooters are more appealing to people in Brisbane when it’s warm but lose appeal in wet conditions. Even so, it seems weather might matter less for e-scooters <a href="https://doi.org/10.1016/j.tra.2016.09.015">compared to bikesharing</a>. </p>
<p>We found people tend to use scooters for recreation or to get somewhere fun, more than using them for utilitarian reasons such as going to work. But interestingly, utilitarian trips are becoming more common as people become more used to having scooters around. </p>
<p>As you might expect, e-scooter use is concentrated around the inner city, and trip lengths are mostly under 15 minutes. Users are typically younger, male and more educated – perhaps reflecting scooter locations where university students tend to live.</p>
<p>In Singapore, researchers <a href="https://doi.org/10.1016/j.compenvurbsys.2020.101483">have found</a> e-scooter ridership actually falls as daytime temperatures rise. By contrast, in the Texas city of Austin, <a href="https://doi.org/10.1016/j.trd.2021.102844">ridership falls</a> when daytime temperatures get cooler and as wind rises. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/can-e-scooters-solve-the-last-mile-problem-theyll-need-to-avoid-the-fate-of-dockless-bikes-102633">Can e-scooters solve the 'last mile' problem? They'll need to avoid the fate of dockless bikes</a>
</strong>
</em>
</p>
<hr>
<h1>Where and when do people scoot?</h1>
<p>Most people take e-scooters along dedicated bike paths, such as the popular path along the Brisbane River. In fact, the riverfront bike path which runs through Brisbane is far and away the most popular location to scoot. The bike path is car-free, and connects the CBD to popular restaurant and nightlife strips. </p>
<p>During wet weather, scooter riders show an even greater preference for bike paths – potentially to avoid perceived heightened risk on slippery roads and footpaths. </p>
<p>Where are people going to? We found the overwhelming majority of places people start and end their trips are parks, strips of shops and suburbs, regardless of weather. Around one fifth of all trips are used to go from one residential suburb to another. </p>
<p>Weather plays a part here too. Wet weather trips tend to be shorter and more concentrated around the CBD and the river, possibly because most of Brisbane’s dedicated cycling infrastructure is here. </p>
<p>Bikesharing schemes have daily spikes in use for the morning and afternoon commutes as well as during lunchtime. By contrast, e-scooters see more use during the afternoon and evening. This indicates scooters are being used more as part of a night out or to get to dinner. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="brisbane bike path" src="https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=281&fit=crop&dpr=1 600w, https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=281&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=281&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=354&fit=crop&dpr=1 754w, https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=354&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/486700/original/file-20220927-27-lqzlnq.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=354&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Brisbane’s riverside bike paths are the most popular places to scoot.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
</figcaption>
</figure>
<h2>Why does this matter?</h2>
<p>Though you might not think it – especially if you commute by car – weather plays a huge role in our daily decisions about how to get where we want to go. If heavy rain sets in, more people switch from bikes or public transport to cars. </p>
<p>The weather outside your front door influences where, when and how you travel. Scaled up, this means the weather can affect congestion, pollution and the experience of travel. </p>
<p>Weather has the most effect on transport modes where we’re not sheltered from the elements, such as walking and running, as well as micromobility modes such as shared e-scooters, e-bikes, bicycles and skateboards. Importantly, these modes are a vital part of making transport in cities sustainable. </p>
<p>Very few cities are trying to encourage more car traffic. By contrast, many are trying to create the conditions where walking, scooting and other non-polluting, space-minimal transport modes can flourish. <a href="https://www.theguardian.com/world/2018/apr/10/europes-longest-heated-cycle-path-to-connect-dutch-cities">Weather</a> plays an important part in this. With climate breakdown looming, understanding weather impacts on travel has become crucial. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/too-wet-too-cold-too-hot-this-is-how-weather-affects-the-trips-we-make-93724">Too wet? Too cold? Too hot? This is how weather affects the trips we make</a>
</strong>
</em>
</p>
<hr>
<img src="https://counter.theconversation.com/content/190917/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Anthony Kimpton has received funding from the Australian Research Infrastructure Netowrk (AURIN), and has been employed on multiple projects funded by the Australian Research Council (ARC). </span></em></p><p class="fine-print"><em><span>Dorina Pojani has received research funding from the Australian Research Council (ARC) and the Australian Urban Research Infrastructure Network (AURIN)</span></em></p><p class="fine-print"><em><span>Jonathan Corcoran receives funding from the Australian Research Council and the Australian Urban Research Infrastructure Network (AURIN). </span></em></p><p class="fine-print"><em><span>Thomas Sigler receives funding from the Australian Research Council.</span></em></p><p class="fine-print"><em><span>Julia Loginova and Richard Bean do not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and have disclosed no relevant affiliations beyond their academic appointment.</span></em></p>Scooter share schemes actually become more popular in hot weather, as people turn to them to avoid breaking a sweatAnthony Kimpton, Adjunct Research Fellow, The University of QueenslandDorina Pojani, Associate Professor in Urban Planning, The University of QueenslandJonathan Corcoran, Professor, School of Earth and Environmental Sciences, The University of QueenslandJulia Loginova, Research fellow, Sustainable Minerals Institute, The University of QueenslandRichard Bean, Research Fellow, Centre for Energy Data Innovation, The University of QueenslandThomas Sigler, Senior Lecturer in Human Geography, The University of QueenslandLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1874362022-07-26T05:32:31Z2022-07-26T05:32:31ZWho’s liable if you’re injured or killed riding an e-scooter?<p>The rental e-scooter craze is sweeping the globe, with millions of the vehicles dotting pavements in <a href="https://assets.ey.com/content/dam/ey-sites/ey-com/en_gl/topics/automotive-and-transportation/automotive-transportation-pdfs/ey-micromobility-moving-cities-into-a-sustainable-future.pdf">more than 600 cities</a>. <a href="https://www.bbc.com/future/article/20200608-how-sustainable-are-electric-scooters">Studies predict</a> there will be 4.6 million shared e-scooters in operation worldwide by 2024. </p>
<p>While e-scooters <a href="https://www.mearth.com.au/blogs/news/why-electric-scooters-are-greener-than-you-think">have been praised</a> as a greener form of transport, they have also caused scores of injuries and even deaths. Australia’s e-scooter fleet is comparatively small at <a href="https://micromobilityreport.com.au/infrastructure/bike-scooter-share/2022-a-year-of-change/">around 10,000 units</a>, yet major hospitals in <a href="https://9now.nine.com.au/a-current-affair/melbourne-emergency-department-sees-escooter-injuries-daily/9cdd73d5-0bee-4546-ab65-2cf650201e5b">Melbourne</a>, <a href="https://www.abc.net.au/news/2021-07-22/electric-e-scooter-e-bike-injuries-brisbane-emergency-department/100313526">Brisbane</a> and <a href="https://www.abc.net.au/news/2022-07-15/warning-issued-to-escooter-riders-in-perth/101242834">Perth</a> are reporting “daily” presentations with e-scooter related traumas to both riders and pedestrians.</p>
<p>Worse, according to media reports at least seven Australians have been killed through falls or collisions since their <a href="https://raine.co/blogs/news/electric-scooter-trials">introduction in 2018</a>, including a <a href="https://7news.com.au/news/qld/queensland-boy-15-dies-five-days-after-suffering-critical-injuries-in-e-scooter-crash-c-7563230">15-year-old Queensland boy last week</a>.</p>
<p>Although the National Transport Commission <a href="https://www.ntc.gov.au/sites/default/files/assets/files/NTC-Decision-RIS-PMDs.pdf">recommended</a> in 2020 that e-scooters be limited to a speed of 10 km/hr on footpaths and 25km/hr on roads or bike lanes, most states have allowed higher speeds on footpaths.</p>
<p>Many riders also shun the helmet requirement imposed by the e-scooter terms of use and the <a href="https://www.legislation.sa.gov.au/__legislation/lz/c/r/australian%20road%20rules/current/2014.205.auth.pdf">Australian Road Rules</a>. It therefore seems that more carnage is on the horizon.</p>
<p>We need a uniform regulatory framework balancing the risks and benefits of e-scooters, and clarifying avenues for compensation.</p>
<h2>Who’s liable for e-scooter injuries?</h2>
<p>The <a href="https://pcc.gov.au/uniform/Australian-Road-Rules-10December2021.pdf">Australian Road Rules</a> empower the states to prohibit e-scooters on public roads and footpaths. Most states have banned them by default, but many local councils have authorised <a href="https://www.vicroads.vic.gov.au/safety-and-road-rules/road-safety-programs/e-scooter-trials-in-victoria">temporary trials</a>, which are still in effect. </p>
<p>Obviously, if you crash due to your own misuse or recklessness, you are personally responsible for your injuries or those you cause to others. </p>
<p>But if the accident is caused by a fault with the e-scooter, that might be different. Some of the e-scooter companies, such as Neuron, <a href="https://www.rideneuron.com/terms-of-service/au/">state that they exclude liability</a> for injury except where it’s caused by their negligence. </p>
<p>Where you’ve crashed due to uneven pavement or damaged road, the disrepair will generally need to be known or otherwise significant to prove the local council breached its duty of care to you. You would then seek compensation through the council’s public liability insurer. You would likely have to try to do the same if you trip over a dormant e-scooter that has been dumped in random locations, as they often are.</p>
<p>Third parties who are injured by an e-scooter rider are in a difficult position. This is because <a href="https://jade.io/article/67447">only parties to a contract</a> can incur rights and obligations under the contract. E-scooter contracts are between the user and the respective company, so those who are struck by e-scooters, or trip over a dormant one, have no contractual rights against the company.</p>
<p>An injured third party would have to sue the rider directly. But attaining the rider’s personal details could be difficult if they drive off or are evasive, and they will <a href="https://attwoodmarshall.com.au/escooter-laws/">likely be unable to pay compensation</a>. </p>
<p>Complicating matters is the fact minors also ride e-scooters. <a href="https://www.li.me/en-au/user-agreement">Lime</a> and <a href="https://www.rideneuron.com/terms-of-service/au/">Neuron</a> forbid minors from using their vehicles, but <a href="https://global-uploads.webflow.com/5b685812f109cf81a7d99e25/61b3143240d08942f78415ce_Terms%20of%20Services%20-%20Beam%20Australia%20(website)%20-%20December%202021.pdf">Beam</a> allows people under 16 to ride with parental consent. E-scooters are colourful, funky, and marketed in a manner appealing to young and likely inexperienced riders.</p>
<p>Each of the e-scooter companies’ terms warn that breaching the terms of use, such as riding as an unauthorised minor, can void insurance entitlements, meaning many unwary parents or caregivers may be left to foot hefty medical and legal bills.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Limes not lemons: lessons from Australia’s first e-scooter sharing trial</a>
</strong>
</em>
</p>
<hr>
<h2>Excluding liability through the fine print</h2>
<p>When a user downloads and accesses the relevant app to activate an e-scooter, they agree to the terms of service. <a href="https://jade.io/article/68500">The law states</a> that you’re bound by the terms you sign (physically or digitally), even if you don’t read them – and <a href="https://www.theguardian.com/technology/2017/mar/03/terms-of-service-online-contracts-fine-print">most people don’t</a>. </p>
<p>Australia’s biggest e-scooter companies – <a href="https://www.li.me/en-au/user-agreement">Lime</a>, <a href="https://global-uploads.webflow.com/5b685812f109cf81a7d99e25/61b3143240d08942f78415ce_Terms%20of%20Services%20-%20Beam%20Australia%20(website)%20-%20December%202021.pdf">Beam</a>, and <a href="https://www.rideneuron.com/terms-of-service/au/">Neuron</a> – all have lengthy user agreements, each containing exclusion clauses. These clauses restrict or exclude the companies’ liability if you’re injured while using them.</p>
<p>But are they watertight?</p>
<p>It depends on wording. Beam’s agreement, for example, states that the company isn’t liable to users “for any death, disability or personal injury […] howsoever caused” arising directly or indirectly in connection with use of its e-scooters. Such statements, though broad, are <a href="https://jade.io/article/65000">generally sufficient</a> to exclude negligence liability. The reference to “indirect” injury also implies a user being injured by a third party (such as an errant rider, driver, or pedestrian) would have no recourse against the company.</p>
<p>However, the courts <a href="https://www.bailii.org/cgi-bin/format.cgi?doc=/ew/cases/EWCA/Civ/1953/2.html&query=(white)+AND+(v)+AND+(john)+AND+(warwick)">have also said</a> that where liability can arise on two or more different bases – such as negligence and breach of contract – then you need to use more specific wording in your exclusion clause. Lime, Beam, and Neuron all mention negligence, so they would likely be covered.</p>
<p><div data-react-class="Tweet" data-react-props="{"tweetId":"1506797521493913600"}"></div></p>
<h2>Insurance as a panacea?</h2>
<p>Compulsory third-party insurance is <a href="https://www.qbe.com/au/news/ctp-explained">required</a> with motor vehicle registration in Australia. But this isn’t so with e-scooters, as they’re not classified as registrable vehicles. Extending the compulsory third-party insurance scheme to e-scooters might help resolve some of the liability questions that linger.</p>
<p>However, the <a href="https://mylicence.sa.gov.au/road-rules/riding_motorised_scooters">South Australian Government</a> has observed this isn’t possible because e-scooters don’t meet <a href="https://www.infrastructure.gov.au/infrastructure-transport-vehicles/vehicles/vehicle-design-regulation/australian-design-rules">national standards</a> that govern registrable vehicles.</p>
<p>While some home and contents insurance policies may offer some coverage for e-scooter injuries, this hasn’t been tested and young victims almost certainly won’t have this insurance.</p>
<p>Workplace insurance might also apply if the accident occurred on the way to, or during, work. Again, this will depend on the relevant policy and whether the rider was obeying all road rules and the e-scooter’s terms of use.</p>
<p>If a rider is hit by a car, the driver’s compulsory third party insurance would cover any resulting injury or death.</p>
<p>The e-scooter companies have started introducing third party liability insurance schemes which might protect riders from claims brought by, for example, injured pedestrians. However, the policies generally have numerous exclusions, such as where riders breach the terms of use (for example for not wearing a helmet or being underage).</p>
<h2>The need for a unified approach</h2>
<p>Multiple stakeholders are involved in rental e-scooter arrangements. From a regulatory perspective, state and local governments have a duty to consider and protect all members of the community when they allow and control e-scooter trials. The chosen approach can also impact redress mechanisms for those injured by e-scooters.</p>
<p>At the moment, there’s different approaches across Australia. So it’s essential that all levels of government work together to craft a uniform regulatory framework.</p>
<p>Additional safety measures can help curb the injury and death count, such as more precise “geofencing” to restrict e-scooters to certain areas and remote deactivation for breach of safety rules. Ensuring only those with a driver’s licence are authorised to ride e-scooters could also help, and this could be implemented by linking e-scooter app sign-up to state government licence databases.</p>
<p>In the meantime, law enforcement is critical to ensure riders are riding e-scooters in a safe and legal manner.</p><img src="https://counter.theconversation.com/content/187436/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>David Brown is a member of the Greens.</span></em></p><p class="fine-print"><em><span>Mark Giancaspro does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>We need a uniform regulatory framework balancing the risks and benefits of e-scooters, and clarifying avenues for compensation.Mark Giancaspro, Lecturer in Law, University of AdelaideDavid Brown, Co-Director, Bankruptcy and Insolvency Scholarship Unit, University of AdelaideLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1795632022-03-23T19:06:45Z2022-03-23T19:06:45ZThinking of swerving high fuel prices with an e-scooter or e-bike? 5 crucial questions answered<figure><img src="https://images.theconversation.com/files/453709/original/file-20220322-25-3sp322.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C1000%2C588&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><span class="source">Shutterstock</span></span></figcaption></figure><p><a href="https://theconversation.com/what-russias-war-means-for-australian-petrol-prices-2-10-a-litre-177719">Petrol prices</a> are hitting eye-watering highs. As <a href="https://theconversation.com/how-russias-invasion-of-ukraine-will-ripple-through-the-global-economy-and-affect-australia-177829">global affairs</a> put pressure on the availability of commodities, we’re likely to continue seeing volatile petrol prices in the future.</p>
<p>So there’s never been a better time to embrace alternative modes of transport such as e-bikes and e-scooters (also called “micromobility” devices). </p>
<p>In Australia’s major cities, the average car trip is around 10km (a distance many people would consider to be within cycling range).</p>
<p><iframe id="nF0El" class="tc-infographic-datawrapper" src="https://datawrapper.dwcdn.net/nF0El/1/" height="400px" width="100%" style="border: none" frameborder="0"></iframe></p>
<p>As both researchers and users of micromobility vehicles, we’re here to help answer some common questions that arise when people consider becoming an e-bike or e-scooter rider.</p>
<h2>1. What are the benefits of e-scooters and e-bikes?</h2>
<p>E-bikes have been around for some time. Most are “<a href="https://theconversation.com/electric-bikes-at-250-watts-the-view-has-opened-up-nicely-10465">pedal-assisted</a>”, which means the electric motor kicks in when the rider starts pedalling. They’re a good option for longer trips (5-15km), covering hilly terrain, or riding in warm weather.</p>
<p>They can also carry loads on attached baskets or pannier bags. Some cargo e-bikes can be used for shopping runs, or even for operating <a href="https://www.youtube.com/watch?v=7JaGnAW3M8k">small mobile businesses</a>. </p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/forget-your-fixie-were-more-likely-to-ride-bikes-if-we-can-carry-more-on-them-133441">Forget your fixie, we're more likely to ride bikes if we can carry more on them</a>
</strong>
</em>
</p>
<hr>
<p>More recently, e-scooters have grown in popularity. They’re usually ridden standing (although seats can be added as an accessory). </p>
<p>E-scooters are easier to park and take up less space. They can also replace those short car trips that are just too far to walk. As of recently, passengers have been allowed to take e-scooters and bikes on South East Queensland <a href="https://www.brisbanetimes.com.au/national/queensland/bikes-scooters-allowed-permanently-on-trains-after-successful-trial-20220121-p59q56.html">trains</a>, allowing for first- and last-mile <a href="https://escooternerds.com/last-mile-transportation-electric-scooter/">connections</a>. </p>
<p>If you’re unsure whether either vehicle is right for you, most major cities offer hire schemes (such as Beam, Lime or Neuron) that let you try before you buy.</p>
<p>These are generally <a href="https://theconversation.com/why-e-bikes-can-succeed-where-earlier-bike-share-schemes-failed-151844">dockless sharing schemes</a> that allow users to park anywhere near their destination, as long as they park responsibly on a footpath and avoid cluttering.</p>
<p>Our <a href="https://www.sciencedirect.com/science/article/pii/S096669232100243X">past research</a> has shown students are receptive to having shared e-bikes offered at university campuses, and that tourists find shared e-scooters handy when visiting new places.</p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/wallets-on-wheels-city-visitors-who-use-e-scooters-more-spend-more-161886">Wallets on wheels: city visitors who use e-scooters more spend more</a>
</strong>
</em>
</p>
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<h2>2. What are the rules in my state or territory?</h2>
<p>In <a href="https://acrs.org.au/article/amending-the-definition-of-power-assisted-pedal-cycles-to-allow-more-powerful-yet-safer-versions-be-used-in-australia/">Australia</a>, e-bikes that comply to certain <a href="https://www.bike-eu.com/laws-regulations/nieuws/2021/05/european-committee-for-standardization-cen-starts-revision-of-e-bike-standard-en-151942017-10140451">European standards</a> (regarding what actually constitutes an electric bike) are allowed on public roads and governed in a similar way to bicycles.</p>
<p>However, the legality of riding e-scooters (or similar devices) in public differs by state and territory. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Table comparing Australian e-mobility regulations across States/Territories" src="https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=784&fit=crop&dpr=1 600w, https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=784&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=784&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=985&fit=crop&dpr=1 754w, https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=985&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/453727/original/file-20220323-25-15838al.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=985&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Australian e-scooter laws, restrictions, and shared services available by State/Territories, as of March 2022.</span>
<span class="attribution"><span class="source">Compiled from various State and Territory transport agencies by the authors</span></span>
</figcaption>
</figure>
<p>As per current regulations, the more “scooter-friendly” states are <a href="https://www.qld.gov.au/transport/safety/rules/wheeled-devices/personal-mobility-devices">Queensland</a>, the <a href="https://www.accesscanberra.act.gov.au/s/article/personal-mobility-device-use-in-the-act-tab-overview">Australian Capital Territory</a>, <a href="https://www.wa.gov.au/organisation/road-safety-commission/erideables">Western Australia</a> and <a href="https://www.transport.tas.gov.au/road_safety_and_rules/personal_mobility_devices">Tasmania</a>. These states have both share schemes and also allow privately owned e-scooters to be ridden in public.</p>
<p><a href="https://www.vicroads.vic.gov.au/safety-and-road-rules/road-safety-programs/e-scooter-trials-in-victoria">Victoria</a>, <a href="https://mylicence.sa.gov.au/road-rules/e-scooter-trial">South Australia</a> and the <a href="https://dipl.nt.gov.au/projects/e-scooter-trial">Northern Territory</a> only allow shared e-scooters at selected trial sites, but in general don’t allow privately owned e-scooters to be ridden in public.</p>
<p>Public areas in New South Wales remain a no-go for e-scooters (although <a href="https://future.transport.nsw.gov.au/future-transport-strategy/future-mobility-and-services/micromobility-devices-for-short-trips">trials have been announced</a> to start this year). </p>
<p>Users should check their own state or territory’s road rules and regulations before using or purchasing an e-bike or e-scooter. </p>
<h2>3. How much fuel and money can I save?</h2>
<p>The cost of buying a micromobility vehicle will vary greatly depending on the vehicle type, battery and add-ons (such as a rack, lights or remote tracking). </p>
<p>We recently surveyed privately owned e-scooter users in South East Queensland, and found most popular models are priced between A$500 and A$1,500. Higher-end models can cost more than A$2,000 (which is still much less than a car, and especially an <a href="https://theconversation.com/thinking-of-buying-an-electric-vehicle-for-your-next-car-heres-the-market-outlook-and-what-to-consider-179293">electric car</a>).</p>
<p>E-bikes are slightly pricier, with most models costing between A$1,000 and A$3,000, and only a few options under A$800.</p>
<p>The operating costs for micromobility vehicles are mostly for electricity and maintenance. The good news is these costs are also low, as the vehicles are much lighter than cars and use efficient electric motors. It’s <a href="https://www.wired.com/story/e-scooter-micromobility-infographics-cost-emissions/">estimated</a> that with one kilowatt hour of energy an e-scooter can travel 100 times the distance a petrol car can, and 17 times the distance of an electric car.</p>
<p>In Australia, the average passenger vehicle travels <a href="https://www.abs.gov.au/statistics/industry/tourism-and-transport/survey-motor-vehicle-use-australia/latest-release">11,100km per year and requires 1,232 litres of fuel</a>. At current prices, this equates to more than A$2,700 spent on just fuel, let alone other costs such as lease or loan payments, insurance, registration and repairs.</p>
<p>And if the upfront costs of purchasing an e-bike or e-scooter seem too high, some companies are starting to offer these vehicles for rent by means of a monthly subscription fee.</p>
<h2>4. Is it safe?</h2>
<p>Safety is a key concern for all road users. As micromobility remains a novelty, the safety record for these vehicles is just being established. That said, a 2020 <a href="https://www.itf-oecd.org/safe-micromobility">International Transport Forum</a> report suggests the risk of e-scooters is comparable to cycling. </p>
<p>The available figures for shared e-scooter risk range between 78 and 100 fatalities per billion trips, whereas cycling risk across cities ranges between 21 and 257 fatalities per billion trips. In comparison, motorcycles or mopeds have a risk range between 132 and 1,164 fatalities per billion trips.</p>
<p>While there’s little data on e-scooter safety, cycling statistics suggest there is a “<a href="https://www.ntsb.gov/safety/safety-studies/Documents/SS1901.pdf">safety in numbers</a>” effect. This means there are less fatalities in countries where cycling is more common.</p>
<p>Current e-bike standards are more mature compared to e-scooters. E-scooters available on the private market are not as well regulated, and may exceed local speed or power restrictions (which are usually 25km/h). </p>
<p>Pedestrian and disability interest groups have expressed concerns dockless shared e-devices can create trip hazards or block footpaths. Such concerns are valid, and addressing them will require careful management by scheme operators and local authorities. </p>
<h2>5. Will Australia make it easier to ride them?</h2>
<p>Australia is well placed to take advantage of the <a href="https://micromobilityreport.com.au/infrastructure/bike-scooter-share/2022-a-year-of-change/">burgeoning micromobility market</a> and reduce the <a href="https://www.sciencedirect.com/science/article/abs/pii/S1361920916305715">impacts of higher petrol costs</a>.</p>
<p>We believe there is too much attention placed on creating incentives for the electrification of full-sized electric vehicles. For instance, the Queensland government’s <a href="https://www.abc.net.au/news/2022-03-16/qld-subsidy-electric-car-vehicle-new-3000-charging-station/100913100">recently announced</a>
electric vehicle subsidy doesn’t include e-bikes or e-scooters.</p>
<p><a href="https://theconversation.com/3-in-4-people-want-to-ride-a-bike-but-are-put-off-by-lack-of-safe-lanes-172868">Research shows three in four people</a> are interested in cycling, yet the lack of safe routes raises concern for bicycle, e-bike and e-scooter users. Appropriate cycling infrastructure, including protected bike lanes and off-road paths, are essential to encourage the uptake of both cycling and personal mobility devices.</p>
<p>Advances in micromobility vehicle design and technology may also help improve users’ safety and experience. Built-in sensors could help detect hazards and alert users and pedestrians, as well as enable effective parking management. </p>
<p>It’s likely such advanced micromobility vehicles will first appear in shared schemes, but <a href="https://www.theguardian.com/world/2020/nov/06/dutch-government-pilots-technology-to-cut-e-bike-road-deaths">government-issued mandates</a> may eventually require all micromobility vehicles to have these features.</p>
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<p><em>This article was coauthored by <a href="https://www.researchgate.net/profile/Timo-Eccarius">Timo Eccarius</a>, <a href="https://ic.thu.edu.tw/web/people/detail_page.php?lang=en&cid=5&cid2=14&id=194">Assistant Professor</a> of Sustainability Science and Engineering at Tunghai University, Taiwan.</em></p><img src="https://counter.theconversation.com/content/179563/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Abraham Leung's research at Griffith Cities Research Institute is funded by the Transport Academic Partnership (Queensland Department of Transport and Main Roads (TMR), The Motor Accident and Insurance Commission) and Transport Innovation and Research Hub (Brisbane City Council, BCC). His forthcoming Advance Queensland Industry Research Fellowship is funded and/or partnered with TMR, BCC, Townsville City Council, and micromobility operators (Neuron and Beam).</span></em></p><p class="fine-print"><em><span>Madison Bland is affiliated with the Griffith Cities Research Institute where he is completing his PhD research in partnership with the City of Gold Coast. He is also an active member of PIA and PedBikeTrans industry groups.</span></em></p>Is it affordable? Is it safe? Here are some key things to consider if you’re considering buying one of these vehicles or using them in a share scheme.Abraham Leung, Senior Research Fellow, Cities Research Institute, Griffith UniversityMadison Bland, PhD Candidate, Cities Research Institute, Griffith UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1618862021-06-21T20:11:24Z2021-06-21T20:11:24ZWallets on wheels: city visitors who use e-scooters more spend more<p>Shared e-scooters are becoming common across Australia and in major cities around the world. Initial safety concerns about e-scooters left some councils wary, but early results from our <a href="https://github.com/abeleung/TourismEscooterTownsville/blob/main/NeuronGriffithTownsvilleTouristSurvey_Reportv2.pdf">research survey</a> shows major benefits from e-scooters for tourists and local economies.</p>
<p>We already knew vistors and local residents <a href="https://theconversation.com/when-1-in-3-users-are-tourists-that-changes-the-bike-share-equation-for-cities-152895">use bike-sharing schemes differently</a>. The effects for tourist attractions and visitors – an <a href="https://doi.org/10.1016/j.tourman.2021.104328">increase in visits and better experience</a> – are complementary. But that’s bikes. </p>
<p>Until now there has been limited evidence that e-scooters help tourists either visit more local attractions or spend more. <a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Australia’s first e-scooter trials</a> began in Brisbane as recently as 2018. Services have since been launched in <a href="https://theconversation.com/why-e-bikes-can-succeed-where-earlier-bike-share-schemes-failed-151844">South Australia, the ACT, North Queensland and the NT</a>.</p>
<p>While e-scooters may offer a low-carbon option for post-COVID tourism, do these schemes benefit tourist cities? </p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Limes not lemons: lessons from Australia’s first e-scooter sharing trial</a>
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<h2>Avid e-scooter tourists spend more</h2>
<p>Our research team at <a href="https://www.griffith.edu.au/cities-research-institute">Griffith University’s Cities Research Institute</a> partnered with <a href="https://www.rideneuron.com/">Neuron Mobility</a> to conduct a survey of Townsville tourists between December 2020 and February 2021. The <a href="https://github.com/abeleung/TourismEscooterTownsville/blob/main/NeuronGriffithTownsvilleTouristSurvey_Reportv2.pdf">survey</a> collected shopping and travel patterns of 140 visiting e-scooter users, as well as the patterns of 80 Townsville residents (see the interactive map below). Some of these users had bought multi-day subscription passes.</p>
<iframe width="100%" height="800" frameborder="0" src="https://gcp-australia-southeast1.app.carto.com/map/e1f5768c-fe62-44a8-b14a-c322bebb1c7f"></iframe>
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<em>
<strong>
Read more:
<a href="https://theconversation.com/when-1-in-3-users-are-tourists-that-changes-the-bike-share-equation-for-cities-152895">When 1 in 3 users are tourists, that changes the bike-share equation for cities</a>
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<p>We analysed the visiting e-scooter users’ travel and spending behaviours. Though their e-scooter hire costs were identical, the visitors who rode the e-scooters the most spent more money in Townsville each day. The more avid e-scooter users (the top third by distance travelled) spent 41% more per day than those in the bottom third for use. </p>
<p>The avid users completed on median 11 e-scooter trips, covering nearly 26km each, while in Townsville. The map above shows how these visitors dispersed, experiencing more local destinations in the city. </p>
<p>Many of these trips (60%) would have been completed by walking if e-scooters were unavailable. They would have taken longer to complete each trip on foot, thus limiting the total number of destinations visited. Other trips wouldn’t have occurred at all. One user commented:</p>
<blockquote>
<p>“We enjoyed being able to travel to areas that we would not normally have seen or were too far to walk in a reasonable amount of time.” </p>
</blockquote>
<p><iframe id="7HEAr" class="tc-infographic-datawrapper" src="https://datawrapper.dwcdn.net/7HEAr/17/" height="400px" width="100%" style="border: none" frameborder="0"></iframe></p>
<p>Many of these users said they did not need to use a car thanks to the e-scooters. This meant they were able to travel the Townsville CBD and the Strand without clogging the already busy roadways. </p>
<p>Across all the e-scooter users surveyed, most (69%) had never ridden an e-scooter before, but 91% reported they were easy to use. Confirming the positive impact of e-scooters on both city image and visitor experience, 93% said they enjoyed travelling within Townsville. </p>
<blockquote>
<p>“It was amazing to see so many people enjoying scootering along the Strand and the mix of pedestrians and scooters worked well.”</p>
</blockquote>
<p><iframe id="Y9Gyf" class="tc-infographic-datawrapper" src="https://datawrapper.dwcdn.net/Y9Gyf/10/" height="400px" width="100%" style="border: none" frameborder="0"></iframe></p>
<h2>Boomers on scooters – and it’s mostly women</h2>
<p>A major misconception is that e-scooter riders tend to be younger and mostly men. Our survey found instead that 46% of the visitors who used the e-scooters were over the age of 40, many of them much older than that. The majority (55%) were female. </p>
<p>Of the visitors, avid users spent more money at restaurants and cafes, dining in. Light users spent a greater proportion on shopping and services. </p>
<p><iframe id="VXHiY" class="tc-infographic-datawrapper" src="https://datawrapper.dwcdn.net/VXHiY/12/" height="400px" width="100%" style="border: none" frameborder="0"></iframe></p>
<p>When asked, visitors tended to be very positive about the e-scooter experience: </p>
<blockquote>
<p>“Particularly liked the weekly pass which was extremely cost-effective. Would highly recommend and will use again.”</p>
<p>“A great option for a first-time visitor to Townsville to quickly see the sights and get my bearings of local attraction(s).”</p>
</blockquote>
<p>Of the few negative issues raised, some visitors wanted the service area in which the e-scooters could operate expanded. Others would like some signage at preferred scooter parking locations to make drop-offs easier.</p>
<p><br></p>
<p><iframe id="tc-infographic-591" class="tc-infographic" height="500px" src="https://cdn.theconversation.com/infographics/591/2c0a134a15ca388901ae9f0ac446e3adc96eb438/site/index.html" width="100%" style="border: none" frameborder="0"></iframe></p>
<figure>
<figcaption>The word cloud above maps the words most commonly used by respondents to describe their experience with e-scooters in Townsville.</figcaption>
</figure>
<p>To sum up, our research finds:</p>
<ul>
<li><p>e-scooter sharing schemes are a convenient and enjoyable way for tourists to explore a city</p></li>
<li><p>many users are travelling 26km or more on e-scooters while in town</p></li>
<li><p>e-scooters assist tourist dispersal</p></li>
<li><p>e-scooter use encourages tourist spending. </p></li>
</ul>
<h2>More questions to be answered</h2>
<p>Our methods have been applied in Townsville only. We have also not yet compared tourist outcomes across different forms of mobility. But, on the face of it, there is now a case that tourist cities that adopt e-scooter sharing are boosting their image and tourism economy. </p>
<p>There are many things that we still don’t know about e-scooters and tourism. What is the scale of these benefits? How might cities calculate them when assessing mobility proposals? </p>
<p>When tourists disperse more widely, are they spending more in local “mum and dad” businesses and less in multinationals? What are the best pricing packages and bundles for tourists? And how can these technologies be further improved, and integrated with other modes of transport, to provide seamless, integrated mobility for urban tourists? </p>
<p>We will try to answer these questions in future. But for now, at least, it looks like e-scootering has been a major win for Townsville.</p><img src="https://counter.theconversation.com/content/161886/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Abraham Leung's research at Griffith Cities Research Institute is funded by the Transport Academic Partnership (Queensland Department of Transport and Main Roads, The Motor Accident and Insurance Commission) and Transport Innovation and Research Hub (Brisbane City Council). He is also an active member of AITPM and PedBikeTrans.</span></em></p><p class="fine-print"><em><span>Benjamin Kaufman is completing his PhD research at Griffith Cities Research Institute in partnership with the Queensland Queensland Department of Transport and Main Roads. He is the Managing Consultant at Microtransit Consulting which has performed analyses for the micromobility operator Bird. He is also an active member of AITPM and PedBikeTrans industry groups.</span></em></p><p class="fine-print"><em><span>Elaine Chiao Ling Yang does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond her academic appointment.</span></em></p><p class="fine-print"><em><span>Matthew Burke receives funding from the Australian Research Council, the Queensland Department of Transport and Main Roads, the Motor Accident and Insurance Commission, Brisbane City Council, and the City of Gold Coast. Matthew is a member of the Queensland Government's Fares Advisory Panel, Cycling Advisory Group and Bus Safety Forum, the Brisbane Lord Mayor's Transport Strategy External Advisory Group, and the City of Gold Coast's Active Transport Committee. Matthew is a member of scientific committees with the Australasian Transport Research Forum, the Eastern Asia Society for Transportation Studies and the Transportation Research Board of the US National Academy of Sciences. He has been part of the Institute's collaboration with Neuron Mobility since their arrival in Australia.
This project was funded by Griffith University but the research team is extremely grateful to Neuron Mobility for their support and their willingness to share de-identified data.
The views expressed are solely those of the authors and do not represent the views of any institution. All errors and omissions are the authors' alone. </span></em></p>A new study shows e-scooter hire schemes increase the number of tourism destinations visitors can reach. And once at these destinations, e-scooter users spend more.Abraham Leung, Postdoctoral Research Fellow, Cities Research Institute, Griffith UniversityBenjamin Kaufman, PhD Candidate, Cities Research Institute, Griffith UniversityElaine Chiao Ling Yang, Senior Lecturer in Tourism, Griffith UniversityMatthew Burke, Professor, Cities Research Institute, Griffith UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1586092021-04-15T20:54:38Z2021-04-15T20:54:38Z80% of fatal e-scooter crashes involve cars – new study reveals where and why most collisions occur<figure><img src="https://images.theconversation.com/files/395315/original/file-20210415-14-6ct3ps.jpg?ixlib=rb-1.1.0&rect=0%2C7%2C4792%2C2852&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Electric scooters have become a popular way to get around since their introduction to U.S. cities about three years ago. But fatalities are mounting. </span> <span class="attribution"><a class="source" href="https://www.gettyimages.com/detail/news-photo/commuter-rides-an-e-scooter-across-a-los-angeles-street-on-news-photo/1163246014?adppopup=true">Frederic J. Brown/AFP via Getty Images</a></span></figcaption></figure><p>About 30 people in the United States have been killed riding electric scooters since 2018. Most – 80% – were <a href="https://www.roadsafety.unc.edu/research/projects/2019r26/">hit by drivers of cars</a>. </p>
<p>Publicly available e-scooters arrived to U.S. cities in 2017 as an <a href="https://www.itf-oecd.org/good-go-assessing-environmental-performance-new-mobility">energy-efficient and fun new way to get around town</a>. By 2019, e-scooter rides had soared from zero to <a href="https://nacto.org/shared-micromobility-2019/">88 million trips annually</a>. </p>
<p>But putting e-scooter riders on the same roads as cars without good infrastructure or clear rules has been dangerous. Making streets safer will require urban policymakers, not to mention drivers, to understand where and why cars collide with these new vehicles. </p>
<p>The few <a href="https://www.dx.doi.org/10.1001/jamanetworkopen.2018.7381">empirical studies</a> on e-scooter safety come from <a href="http://dx.doi.org/10.1136/tsaco-2019-000337">emergency departments</a> in cities where e-scooters launched early, like Los Angeles and Austin. They meticulously describe which injuries occurred and which bones were broken in crashes – primarily wrists and minor head injuries – and document the location on the body of other injuries, like scrapes and sprains.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Up-close image of an e-scooter" src="https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/394541/original/file-20210412-23-fldwco.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">E-scooters have small electric motors and handlebar throttles.</span>
<span class="attribution"><span class="source">Christopher Cherry</span>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<p>But they do not provide insight about how and why these injuries happened. My “micromobility” <a href="http://LEVresearch.com">research team</a>, which studies <a href="https://scholar.google.com/citations?user=I3wi1-EAAAAJ&hl=en">lightweight and low-speed vehicles like e-bikes and e-scooters</a>, has now conducted an in-depth study on e-scooter traffic safety, in Nashville, Tennessee. </p>
<p>Our findings, <a href="https://doi.org/10.1016/j.jsr.2021.03.005">published in April 2021 in the Journal of Safety Research</a>, found that e-scooter crashes with cars follow different patterns than bicycle crashes – but both result from unsafe infrastructure for nonmotorized vehicles.</p>
<h2>Where e-scooters and cars collide</h2>
<p>Safety has been a persistent barrier for cities in encouraging residents to adopt greener, alternative modes of transportation. Nationally, two-thirds of the more than <a href="https://injuryfacts.nsc.org/home-and-community/safety-topics/bicycle-deaths/#:%7E:text=Of%20the%201%2C024%20bicyclist%20deaths,times%20the%20fatalities%20for%20females.">1,000 bicycle fatalities</a> in 2018 occurred when riders were struck by a vehicle driver. </p>
<p>To better understand how e-scooter collisions with cars compare, we scoured Nashville police reports of crashes between 2018 and 2020. E-scooters launched in Nashville in 2018. </p>
<p>In total, we identified 52 documented e-scooter crashes and 79 bicycle crashes, with one scooter rider fatality and no bicyclist fatalities.</p>
<p>About 80% of both bike and e-scooter crashes happened at intersections, and about 70% occurred in daylight. That was somewhat surprising. An influential 2019 <a href="https://austintexas.gov/news/scooter-injury-study-report-released">study on e-scooter safety in Austin, Texas</a> identified nighttime riding as riskiest. </p>
<figure class="align-right zoomable">
<a href="https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Older man on a scooter in a bike lane" src="https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=237&fit=clip" srcset="https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=900&fit=crop&dpr=1 600w, https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=900&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=900&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=1131&fit=crop&dpr=1 754w, https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=1131&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/395319/original/file-20210415-18-5zedw2.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=1131&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Scooter riders are supposed to use bike lanes.</span>
<span class="attribution"><a class="source" href="https://www.gettyimages.com/detail/news-photo/florida-miami-beach-mature-adult-riding-electric-scooter-news-photo/916126048?adppopup=true">Jeffrey Greenberg/Universal Images Group via Getty Images</a></span>
</figcaption>
</figure>
<p>Instead, our study points to riding on the sidewalk as the main risk on e-scooters.</p>
<p>Despite local rules prohibiting scooter-riding on sidewalks, more than 60% of crashes between cars and scooters happened when a sidewalk scooter rider and driver collided at either a driveway or crosswalk. The scooter was almost always coming from the car’s right, where drivers likely aren’t expecting moving vehicles to come off the sidewalk and into traffic.</p>
<p>Nashville cyclists mostly ride on the road, so they crash at driveways and crosswalks about as half as often. They are much more likely to be hit from behind, or when either the driver or bike rider turns across the other’s path on the roadway. This finding aligns with other studies on <a href="https://doi.org/10.3141/2601-09">bicycle-car crash patterns</a>.</p>
<h2>Policy implications</h2>
<p>E-scooter and bicyclist crashes with cars aren’t as different as they may seem. They both reflect a lack of infrastructure designed for people who choose alternate modes of transportation. </p>
<p>In many cities, bicycle lanes end or zigzag suddenly across the road. Intersections leave riders stranded in a dangerous swarm of moving vehicles. </p>
<p>Connected bike lines combined with protected intersections that give riders – particularly novices – intuitive ways to cross and turn would <a href="https://usa.streetsblog.org/2019/05/29/protect-yourself-separated-bike-lanes-means-safer-streets-study-says/">make streets safer</a>. Simply limiting right-turn-on-red also reduces collisions between drivers, pedestrians and cyclists, <a href="https://doi.org/10.1016/0022-4375(82)90001-9">studies show</a>. </p>
<p>E-scooter parking is a problem, too. </p>
<p>Currently, scooter-share companies like Lime require scooters to be parked on sidewalks, placing riders onto the sidewalk at the beginning and end of each trip. Providing on-street parking can induce adult riders of powered e-scooters onto the street, where they belong. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Four scooters lined up on the edge of a sidewalk, near the street and a car" src="https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=439&fit=crop&dpr=1 600w, https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=439&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=439&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=552&fit=crop&dpr=1 754w, https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=552&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/395312/original/file-20210415-19-s68mjv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=552&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Lime electric scooters parked in Portland, Ore.</span>
<span class="attribution"><a class="source" href="https://upload.wikimedia.org/wikipedia/commons/8/8d/LimeBike_electric_scooters_at_SE_Grand_%26_Mill_in_Portland%2C_Ore._%282018%29.jpg">Steve Morgan/Wikimedia commons</a>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<p>But only better infrastructure will keep them there. </p>
<p>So far, in Nashville as in other cities, the main tactics made to keep scooter riders off sidewalks are educational campaigns, in-app messages and sidewalk decals. Clearly, that’s not working – and it is leading to crashes. </p>
<h2>Hit-and-runs</h2>
<p>Alcohol is not a major factor in e-scooter crashes in Nashville. Only two of Nashville’s 52 scooter riders involved in crashes were reported as intoxicated. Drunk cyclists were similarly rare. </p>
<p>This finding contradicts early data from <a href="http://dx.doi.org/10.1136/tsaco-2019-000337">San Diego</a> and <a href="https://austintexas.gov/news/scooter-injury-study-report-released">Austin</a> pointing to alcohol as a factor in e-scooter crashes. </p>
<p>Drunk drivers did not seem to be a major cause of car-scooter and car-bike collisions in Nashville, either. That said, we know the intoxication level of only the drivers who stuck around to speak with police. </p>
<p>Of 104 Nashville drivers involved in e-scooter or bike crashes, 27 of them fled the scene.</p>
<p>[<em>Understand new developments in science, health and technology, each week.</em> <a href="https://theconversation.com/us/newsletters/science-editors-picks-71/?utm_source=TCUS&utm_medium=inline-link&utm_campaign=newsletter-text&utm_content=science-understand">Subscribe to The Conversation’s science newsletter</a>.]</p><img src="https://counter.theconversation.com/content/158609/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Christopher R. Cherry receives research funding from State and Federal Departments of Transportation and the National Science Foundation. He has consulted for micromobility operators and bicycling advocacy organizations. </span></em></p>Electric scooter rides soared from zero to 88 million a year between 2017 and 2019. But launching e-scooters in cities without safe infrastructure or clear rules of the road can be deadly.Christopher R. Cherry, Professor of Civil and Environmental Engineering, University of TennesseeLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1518442021-02-01T18:58:05Z2021-02-01T18:58:05ZWhy e-bikes can succeed where earlier bike-share schemes failed<p>Shared mobility devices such as bicycles and electric scooters have experienced <a href="https://www.forbes.com/sites/carltonreid/2020/10/09/bikes-and-buses-will-be-futures-dominant-modes-of-urban-mobility-predict-346-transport-experts/?sh=f6eda011b03f">significant growth</a> across the globe and Australia is no exception. In cities with such offerings, users are able to get around in more convenient and flexible ways.</p>
<p>The recent emergence of dockless shared e-scooters (i.e. <a href="http://v1.li.me/locations/australia">Lime</a> and <a href="https://techau.com.au/neuron-mobility-is-launching-electric-scooters-in-adelaide-brisbane-darwin-canberra-and-townsville/">Neuron</a>) heralded a new-age of <a href="https://theconversation.com/to-bolster-our-fragile-road-and-rail-system-we-need-to-add-a-micro-mobility-network-124895">micromobility</a>. In Brisbane, it <a href="https://www.brisbanetimes.com.au/national/queensland/brisbane-to-scrap-citycycle-scheme-as-rider-numbers-collapse-20201124-p56hfl.html">signalled the end</a> for the ten-year-old <a href="http://www.citycycle.com.au/">CityCycle</a> bike-share scheme.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Limes not lemons: lessons from Australia’s first e-scooter sharing trial</a>
</strong>
</em>
</p>
<hr>
<p>Not long after announcing CityCycle’s demise in late 2020, Brisbane City Council <a href="https://www.brisbane.qld.gov.au/things-to-see-and-do/outdoor-activities/riding-in-brisbane/citycycle-bike-hire">proposed</a> its replacement with shared dockless e-bikes and the topic <a href="https://www.racq.com.au/Live/Articles/241120-CityCycle-scrapped-in-favour-of-e-bikes-RACQ-approves">started</a> <a href="https://vickihoward.com/ebikescoming/">trending</a>. The question is: why will the e-bike scheme succeed where its predecessors in Brisbane and other Australian cities failed? (See below for a summary of the evolution of shared mobility schemes in Australia.)</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="Table showing previous, current and planned shared micromobility sharing services (as of Jan 2021)" src="https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=616&fit=crop&dpr=1 600w, https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=616&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=616&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=775&fit=crop&dpr=1 754w, https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=775&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/381314/original/file-20210129-23-1903dll.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=775&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Evolution of micromobility sharing services in major Australian cities.*</span>
<span class="attribution"><span class="source">Compiled by Dr Abraham Leung and Madison Bland, Griffith University</span></span>
</figcaption>
</figure>
<p>Mobility is being offered more and more as a service. The uptake of share travel across Australian cities has undergone a transition from docked bikes to dockless e-mobility, aided largely by advances in technology and the proliferation of mobile devices. Sharing is being considered as an attractive alternative to owning a bike or car thanks to new ways to bundle mobility services into packages, in much the same way as we use entertainment streaming services instead of buying movies or records. </p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/we-subscribe-to-movies-and-music-why-not-transport-119538">We subscribe to movies and music, why not transport?</a>
</strong>
</em>
</p>
<hr>
<h2>What can we expect from e-bikes?</h2>
<p>E-bikes are pedal-assisted bicycles offering users electric motor assistance up to speeds of 25km/h. A shared bike scheme with self-locking and smartphone connectivity offers an extremely flexible riding experience. </p>
<p>It isn’t yet clear how e-bikes will be deployed in Brisbane. What we do know is the scheme will be privately operated under a short-term tender. As with CityCycle, <a href="https://www.brisbanetimes.com.au/national/queensland/brisbane-to-scrap-citycycle-scheme-as-rider-numbers-collapse-20201124-p56hfl.html">2,000 bikes</a> will be provided across Brisbane, similar to how e-scooters are managed.</p>
<p>The e-bikes can improve on both e-scooters and CityCycle’s docked bikes in several ways. </p>
<p><strong>Trip flexibility:</strong> GPS tracking and smart lock technology remove the need to locate set docking stations. Users can start and end trips at places of their own choosing. This means they avoid the frustrations caused by docking stations reaching maximum capacity, especially in popular destinations such as the CBD.</p>
<p><strong>Wider appeal:</strong> <a href="https://theconversation.com/can-e-scooters-solve-the-last-mile-problem-theyll-need-to-avoid-the-fate-of-dockless-bikes-102633">unlike e-scooters and their younger target market</a>, e-bikes can attract a wider demographic more familiar with riding bikes. They also offer greater load-carrying capacity and are permitted for use on roads whereas e-scooters are <a href="https://www.brisbanetimes.com.au/national/queensland/council-wants-e-scooters-in-bike-lanes-to-protect-pedestrians-20200904-p55siq.html">restricted to footpaths or bikeways</a> in Brisbane. In New South Wales and Victoria, e-scooters are banned altogether - though <a href="https://www.theage.com.au/national/victoria/could-e-scooters-be-the-answer-to-impending-covid-19-gridlock-20201005-p56257.html">changes</a> could be on the way for Victoria.</p>
<p><strong>Assisted riding:</strong> electrically assisted bikes can make cycling easier and accessible for more people. For those who struggle to ride at the best of times, e-bikes can help overcome fitness issues, especially in <a href="https://www.sciencedirect.com/science/article/pii/S0965856415301531">Brisbane’s hot climate and hilly terrain</a>.</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/billions-are-pouring-into-mobility-technology-will-the-transport-revolution-live-up-to-the-hype-131154">Billions are pouring into mobility technology – will the transport revolution live up to the hype?</a>
</strong>
</em>
</p>
<hr>
<h2>So, what punctured CityCycle?</h2>
<p>CityCycle was launched in 2010 under a 20-year single-operator contract. The scheme failed to achieve ambitious patronage targets and the goal of paying for itself. Despite usage growing until 2018, a <a href="https://www.brisbanetimes.com.au/national/queensland/citycycle-to-go-but-outdoor-advertising-designed-to-fund-bike-scheme-to-stay-20201124-p56hiv.html">shifting market</a> has since resulted in significant declines. </p>
<p>The reasons for the lack of use are clear: </p>
<ol>
<li><p>CityCycle was delivered through a monopolised model lacking market competition, with the shared bike scheme a secondary focus for operator JCDecaux Group’s advertising juggernaut, and this once-novel model became dated when dockless bikes emerged.</p></li>
<li><p>a cumbersome payment system made renting bikes difficult, with only smartcards accepted at first, and while uptake increased once credit card payments were introduced, e-scooters’ mobile-based payment options are more convenient for walk-up users.</p></li>
<li><p>the arrival of e-scooter schemes in 2018 attracted many CityCycle users, as the chart below shows (click to enlarge), and the 2020 coronavirus pandemic wrote off the scheme when the city became deserted during the lockdown.</p></li>
</ol>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=317&fit=crop&dpr=1 600w, https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=317&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=317&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=398&fit=crop&dpr=1 754w, https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=398&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/380150/original/file-20210122-15-w07kna.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=398&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Patronage of Brisbane’s CityCycle scheme from 2010 to 2020.</span>
<span class="attribution"><span class="source">Data: Brisbane City Council, JCDecaux. Adapted by Dr A. Leung</span></span>
</figcaption>
</figure>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/how-coronavirus-made-2020-the-year-of-the-electric-bike-143158">How coronavirus made 2020 the year of the electric bike</a>
</strong>
</em>
</p>
<hr>
<h2>The path to success</h2>
<p>As Brisbane moves towards a dockless e-bike scheme, its ability to outperform its predecessor will ultimately rest with decision-makers delivering a safe and convenient rider experience. This involves several key considerations.</p>
<p><strong>Pricing and payment:</strong> the scheme will have to be competitive with current modes (particularly e-scooters), where registration and payment are integrated with existing systems. The rise of <a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">mobility as a service</a> (MaaS) platforms can incorporate the service within shared mobility apps and bundle offers (packaging public transport and shared mobility services).</p>
<hr>
<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">For Mobility as a Service (MaaS) to solve our transport woes, some things need to change</a>
</strong>
</em>
</p>
<hr>
<p><strong>Availability:</strong> the dockless model, while more flexible, will require operators to actively manage bike distribution and avoid cluttering. The blocking of access ways and even dumping of bikes have been sources of public opposition to other bike-share schemes. Though repositioning bikes (using service vehicles) will take up significant time and money, it is crucial in maintaining a balanced and orderly network that maximises bike availability.</p>
<p><strong>Initial launch:</strong> the scheme’s roll-out will be important, as positive perceptions are best achieved by people riding, rather than bikes sitting idle. Importantly, a winter launch should be avoided – <a href="https://www.theage.com.au/national/victoria/on-your-bike-public-hire-scheme-hits-cbd-20100531-wp4k.html">as Melbourne found</a> – when bike trips are at yearly lows.</p>
<p><strong>Cycle infrastructure:</strong> As with cycling in general, providing safe and connected bicycle networks is paramount for increasing participation rates. For Australian cities, the <a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">historic lack of funding for cycle infrastructure</a> has limited ridership growth. Much work remains to be done, though Brisbane City Council has committed to <a href="https://www.brisbane.qld.gov.au/traffic-and-transport/roads-infrastructure-and-bikeways/bikeway-and-pathway-projects/citylink-cycleway-trial">trial improvements</a> to its CBD on-road bike lanes.</p>
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Read more:
<a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">Cycling and walking are short-changed when it comes to transport funding in Australia</a>
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<p>Ultimately, dockless shared e-bikes can deliver a more flexible mobility option as operators maximise user convenience and governments develop urban cycling infrastructure.</p>
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<p><em>* The regulatory environment for micromobility is rapidly evolving. There are many <a href="https://www.ntc.gov.au/sites/default/files/assets/files/NTC-Decision-RIS-PMDs.pdf">nuances across Australian jurisdictions</a>, and users should check with their own state or territory for up-to-date road rules and regulations.</em></p><img src="https://counter.theconversation.com/content/151844/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Madison Bland is affiliated with the Griffith Cities Research Institute where he is completing his PhD research in partnership with the City of Gold Coast. He is also an active member of PIA and PedBikeTrans industry groups</span></em></p><p class="fine-print"><em><span>Abraham Leung is affiliated with the Griffith Cities Research Institute where his research is funded by the Queensland Department of Transport. He is also an active member of AITPM and PedBikeTrans industry groups.</span></em></p><p class="fine-print"><em><span>Benjamin Kaufman is affiliated with the Griffith Cities Research Institute where he is completing his PhD research in partnership with the Queensland Department of Transport. He is also an active member of AITPM and PedBikeTrans industry groups.</span></em></p>And the winner is … e-bikes? A new entrant is set to overtake Brisbane’s CityCycle scheme in the race for the shared mobility market.Madison Bland, PhD Candidate, Cities Research Institute, Griffith UniversityAbraham Leung, Transport Academic Partnership (TAP) Postdoctoral Research Fellow, Cities Research Institute, Griffith UniversityBenjamin Kaufman, PhD Candidate, Cities Research Institute, Griffith UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1419922020-07-03T15:38:39Z2020-07-03T15:38:39ZE-scooters could disrupt travel as we know it – expect the car industry to fight back<figure><img src="https://images.theconversation.com/files/345523/original/file-20200703-29-7cyc8v.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C7940%2C4595&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/young-man-night-electric-scooter-escooter-1457367524">R.Classen/Shutterstock</a></span></figcaption></figure><p>Does the road out of lockdown look like a motorway or a cycle path? With the UK government announcing <a href="https://www.gov.uk/government/consultations/legalising-rental-e-scooter-trials-defining-e-scooters-and-rules-for-their-use/legalising-rental-e-scooter-trials">a rental e-scooter trial</a> in <a href="https://www.bbc.co.uk/news/uk-england-tees-53272688">cities nationwide</a>, it’s possible that the transport system we had before the pandemic will begin to look quite different from the one we had before.</p>
<p>From Saturday July 4 2020, rental e-scooters will be <a href="https://www.bbc.co.uk/news/uk-53219331">allowed on British roads</a>. The Department for Transport brought forward the trial by a year, hoping to help reduce congestion as the UK emerges from lockdown. There are also plans to relaunch an <a href="https://www.theverge.com/2020/7/3/21312011/lime-relaunches-jump-electric-bikes-london-scooters">electric bike-share service</a> in London.</p>
<p>Amid fears of COVID-19 transmission on public transport, <a href="https://theconversation.com/cars-transition-from-lockdown-is-a-fork-in-the-road-here-are-two-possible-outcomes-for-future-travel-139885">car use in the UK has surged</a>. It’s hoped that fleets of electric scooters and bikes in cities could help replace cars and address the “<a href="https://maas-alliance.eu/how-micro-mobility-solves-multiple-problems-in-congested-cities/">first mile-last mile</a>” problem, where users currently have to travel by car to reach their train station or bus stop, or get home from them. </p>
<p>But perhaps the automobile industry feels threatened. The French advertising standards authority recently banned a Dutch e-bike advert for creating “<a href="https://www.theguardian.com/media/2020/jul/01/france-bans-dutch-bike-tv-ad-for-creating-climate-of-fear">a climate of fear</a>” around cars.</p>
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<p>If history is any guide, this spat between the hegemonic car industry and insurgent e-bike and scooter companies will be fought again and again over the coming years, both in public and in private. Ultimately, it’s a familiar battle between those who benefit from the status quo and those who, for various reasons, offer change.</p>
<h2>Battles over legitimacy</h2>
<p>Changes in the way a society organises things like transport, energy or food are sometimes called “socio-technical transitions”. Take sailing ships. These vessels became bigger and more sophisticated over the course of hundreds – if not thousands – of years and then, suddenly, steamships came in and replaced them within decades. The transition was complete by 1900. </p>
<p>Similar transitions around the provision of heat and light took place in the 19th and 20th centuries. The <a href="https://www.businessinsider.com/thomas-edison-light-bulb-publicity-stunt-2013-11?r=US&IR=T">famous exploits</a> of Thomas Edison show how those trying to drive a transition are keen to gain public approval for their technology. They can do this by allaying fears over their novel product, or by smearing the alternative. </p>
<p>When battling to create markets for electricity, Edison made light bulbs <a href="https://journals.sagepub.com/doi/abs/10.2307/3094872">in the shape of a flame</a> to mimic the already common gas light. He also <a href="https://www.businessinsider.com/edison-financed-the-electric-chair-2014-7?r=US&IR=T">launched a campaign</a> of publicly electrocuting animals to demonstrate that alternating current electricity, favoured by rival businessman George Westinghouse, was too dangerous for consumers to trust.</p>
<figure class="align-center ">
<img alt="" src="https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/345524/original/file-20200703-21-rwr8h2.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Light bulbs look that way for a reason.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/glowing-edisons-light-bulbs-on-dark-370383596">Tereshchenko Dmitry/Shutterstock</a></span>
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</figure>
<p>The history of transport innovations is no different. In Britain in 1865, with the advent of mechanically propelled vehicles on public highways, the government passed the “<a href="https://www.britannica.com/topic/Locomotives-on-Highways-Act">Red Flag Act</a>”, which made sure a man with a red flag walked before road vehicles hauling multiple wagons, in order to warn passersby. It may sound ridiculous in our world of constant traffic, but the public needed to be eased into accepting the transition from horse and cart and footpaths to cars, lorries and motorways.</p>
<p>As their products are rolled out across the UK, e-scooter and e-bike businesses may have to answer <a href="https://www.bbc.co.uk/news/uk-england-london-51283256">questions about their safety</a> too. But even their analogue ancestors faced this kind of scrutiny, though not all of it reasonable. </p>
<p>A sexist medical scare in late Victorian Britain saw doctors warning women about the effect of vigorous cycling on their health, as “over-exertion… and the unconscious effort to maintain one’s balance” was thought to cause “<a href="https://www.vox.com/2014/7/8/5880931/the-19th-century-health-scare-that-told-women-to-worry-about-bicycle">bicycle face</a>”, a combination of “hard, clenched jaws and bulging eyes”.</p>
<figure class="align-center ">
<img alt="" src="https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=396&fit=crop&dpr=1 600w, https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=396&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=396&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=497&fit=crop&dpr=1 754w, https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=497&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/345525/original/file-20200703-21-lniqbg.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=497&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
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<span class="caption">‘Bicycle jaw’ almost discredited bikes among female riders in Britain.</span>
<span class="attribution"><a class="source" href="https://en.wikipedia.org/wiki/Bicycle#/media/File:Women_on_bicycles,_late_19th_Century_USA.jpg">JGKlein/Wikipedia</a></span>
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<p>There’s even a story that the London Underground hired a one-legged man named William “Bumper” Harris in 1911 to <a href="https://www.mylondon.news/news/nostalgia/unbelievable-story-behind-first-ever-18070658">ride the new-fangled “moving staircase”</a> (what we’d nowadays call an escalator) up and down each day to reassure frightened commuters.</p>
<p>So, given what we know about how legitimacy battles over new technology have played out in the past, what can we expect today?</p>
<h2>Winning hearts and minds</h2>
<p>Viral stories about <a href="https://www.commentarymagazine.com/noah-rothman/driver-less-cars-moral-panic/">accidents</a> or <a href="https://www.bloomberg.com/news/articles/2019-01-10/when-electric-scooters-crash-who-s-to-blame">insurance woes</a> are likely, but market opponents might also take the opportunity to cast doubt on the <a href="https://theconversation.com/are-shared-e-scooters-good-for-the-planet-only-if-they-replace-car-trips-121166">green credentials of electric scooters and bikes</a>. Already e-scooter companies have tried to <a href="https://www.bloomberg.com/news/articles/2020-06-29/a-survival-plan-for-electric-scooter-startups">portray themselves</a> as both green and diverse in response.</p>
<p>Undoubtedly, some people might try to stoke privacy concerns, as businesses attempt to <a href="https://www.theverge.com/2020/6/8/21284490/aclu-ladot-mds-lawsuit-scooter-tracking-uber">capture tracking data</a> of people using scooter and bike-sharing services. Such real-time data of peoples’ movements is <a href="https://streetfightmag.com/2020/07/02/why-you-should-be-using-a-demand-side-platform-for-location-advertising/?mc_cid=19abf69295&mc_eid=87b988c129#.Xv3ONm1Kipp">a goldmine for advertisers</a>.</p>
<p>It’s important not to paint this simply as David versus Goliath though. Many of the <a href="https://www.volkswagen.co.uk/electric?adchan=sem&campaign=generic&adgroup=generic&publisher=google&adpl=google&country=GB&language=en&gclsrc=aw.ds&&gclid=EAIaIQobChMIqJylwpau6gIV2evtCh1lYgT9EAAYASAAEgKsqvD_BwE&mkwid=s_373447802874_%2Belectric%20%2Bvehicle_b_c&mtid=vdvv2y1xd0&slid=&product_id=">big automakers are actively exploring</a> how to tap into the market for smaller electric vehicles.</p>
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<img alt="" src="https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/345526/original/file-20200703-33939-1orjmab.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
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<span class="caption">E-bikes could be used widely by courier services.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/male-courier-bicycle-delivering-packages-city-1316331548">Halfpoint/Shutterstock</a></span>
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<p>Sooner or later, the trials of e-scooters will end and a decision will be made. Not all <a href="https://link.springer.com/article/10.1016/j.thbio.2005.11.002">hyped technologies</a> succeed: the much vaunted <a href="https://www.bbc.co.uk/news/business-53160518">Segway is ceasing production</a>. The same fate probably awaits some of the many electric personal transport devices on sale.</p>
<p>In the meantime, it may well be battles over policy that matter most. Pavements, cycle lanes and roads are “<a href="https://www.bbc.co.uk/news/av/uk-england-london-53261402/cars-mount-pavement-to-avoid-lewisham-road-barrier">all up for grabs</a>” as streets are reshaped in the post-lockdown world.</p>
<p>Whether e-scooters and other small electric vehicles are allowed to share this planned cycling infrastructure could be pivotal. <a href="https://www.taur.com/post/riding-electric-scooters-in-bike-lanes-makes-us-all-safer">Scooter companies want it</a>. Others <a href="https://www.reddit.com/r/londoncycling/comments/as06xa/scooters_in_cycle_lanes/">aren’t so sure</a>.</p>
<p>Whatever happens, expect <a href="https://www.cambridge.org/core/books/power-in-movement/cycles-of-contention/4822FECC7E62E9D1D067235F6F03B027">a bumpy ride</a>.</p><img src="https://counter.theconversation.com/content/141992/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Marc Hudson is a member of Climate Emergency Manchester, which has been campaigning for Manchester City Council to install pop-up cycle lanes as a social justice response to COVID-19 lockdown.</span></em></p>E-scooters and e-bikes are coming to Britain’s streets, but it may be a bumpy ride.Marc Hudson, Research Associate in Social Movements, Keele UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1418202020-07-03T15:36:40Z2020-07-03T15:36:40ZE-scooter legalisation: what you need to know<figure><img src="https://images.theconversation.com/files/345491/original/file-20200703-33931-15sdtfn.jpg?ixlib=rb-1.1.0&rect=74%2C0%2C856%2C516&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/close-woman-start-riding-electric-scooter-1508521787">r.classen/Shutterstock</a></span></figcaption></figure><p>Electric scooters will become legal on roads in England, Scotland and Wales from Saturday July 4 2020 if obtained through a share scheme. Following the release of <a href="https://www.gov.uk/government/publications/e-scooter-trials-guidance-for-local-areas-and-rental-operators/e-scooter-trials-guidance-for-local-areas-and-rental-operators#eligibility-and-dft-trial-requirements">government guidance</a> as part of a 12-month trial of such schemes, e-scooter companies are preparing to get the vehicles onto the streets of British cities as <a href="https://www.bbc.co.uk/news/uk-53219331">soon as possible</a>.</p>
<p>Around 50 councils <a href="https://www.wired.co.uk/article/escooter-legal-uk">have expressed interest</a> in hosting the schemes, with Middlesborough named as a potential site for early adoption. The scooters will be limited to travelling at 15.5mph and banned on pavements. Riders will need to be aged 16 or over and have a full or provisional driving licence.</p>
<p>The legalisation of share scheme e-scooters is a chance to capitalise on the <a href="https://theconversation.com/how-major-cities-are-trying-to-keep-people-walking-and-cycling-137909">travel changes</a> brought in by lockdown, but their introduction does come with challenges. These include the hazards dockless bikes could pose if they are left to litter pavements, and potential confusion over the fact that privately owned scooters – although widely available to buy – remain illegal on public land.</p>
<h2>New ways of travelling</h2>
<p>Travel has changed dramatically since the outbreak of COVID-19. In March in the UK, road traffic <a href="https://www.theguardian.com/uk-news/2020/apr/03/uk-road-travel-falls-to-1955-levels-as-covid-19-lockdown-takes-hold-coronavirus-traffic">fell by up to 73%</a>, and public transport trips were down <a href="https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/883678/2020-05-06_COVID-19_Press_Conference_Slides.pdf">90% in April</a>. </p>
<p>This has been combined with an increase in walking and cycling. At their highest, cycling levels were <a href="https://www.sustrans.org.uk/our-blog/opinion/2020/june/why-removing-restrictive-barriers-must-be-part-of-our-response-to-covid-19/">300% above normal</a>. E-scooter providers can capitalise on this change by providing what many see as a cheap, fast and sustainable mode of transport in our cities. </p>
<p>They can be seen as part of a growing interest in micromobility – short-distance transport options like bike share schemes – and active travel. They provide a mode of travel that can complement and be combined with walking, cycling and public transport. </p>
<figure class="align-center ">
<img alt="" src="https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=420&fit=crop&dpr=1 600w, https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=420&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=420&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=528&fit=crop&dpr=1 754w, https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=528&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/345493/original/file-20200703-33909-rgd361.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=528&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
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<span class="caption">Riding e-scooters in Lisbon.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/lisbon-portugal-august-28-2019-family-1498064957">Amani A/Shutterstock</a></span>
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<p>E-scooters have already become popular in <a href="https://www.lisbonguru.com/electric-scooters-taking-over-lisbon/">cities such as Lisbon</a> as a fast and cheap way of exploring the city. Paris saw an influx of <a href="https://www.bbc.co.uk/news/av/world-europe-46349747/the-electric-scooter-scheme-taking-over-paris">e-scooter share schemes</a> in 2018. Their key attraction has been their accessibility and low environmental impact in comparison to some other modes of travel. </p>
<h2>UK rollout</h2>
<p>The e-scooter trials in Britain over the next 12 months will be an opportunity for the country to understand the impacts of e-scooters on travel in towns and cities. The recent sharp increase in infrastructure such as <a href="https://road.cc/content/news/pop-cycle-lanes-whats-happening-near-you-273517">pop-up cycle lanes</a> may allow trips that were previously taken by car or public transport to be safely taken by e-scooter instead. </p>
<p>But safe and dedicated infrastructure is needed to maximise adoption of the schemes. There have been increases in temporary pop-up walking and cycling infrastructure during lockdown and the government has <a href="https://www.gov.uk/government/speeches/transport-secretarys-statement-on-coronavirus-covid-19-4-june-2020">pledged £2 billion</a> to support cycling and walking. The presence of new micromobility modes such as e-scooters make these spaces even more important and mean that they should potentially be further enlarged. </p>
<p>There are also other challenges to consider. E-scooters are often hailed as a sustainable mobility solution in cities but they do have certain environmental impacts. For example, the use of diesel vans to collect, charge and redistribute the scooters will produce its own CO₂ emissions. Bike share schemes have also <a href="https://resource.co/article/bike-share-companies-accused-creating-e-waste-mountains-12784">been accused</a> of generating large amounts of waste from damaged or discarded bikes. As a result, e-scooter companies need to work closely with local authorities and planners to minimise these impacts. </p>
<h2>Safety first</h2>
<p>Multiple accidents and <a href="https://www.bbc.co.uk/news/technology-47158007">even deaths</a> have led to concerns over e-scooter safety. Since the sudden growth in popularity of e-scooters in France, <a href="https://www.bbc.co.uk/news/world-europe-50189279">the French government has brought in stricter rules</a> on their use. These include speed limits, a minimum rider age, and banning e-scooters on pavements. The UK government will be <a href="https://www.gov.uk/government/consultations/legalising-rental-e-scooter-trials-defining-e-scooters-and-rules-for-their-use">enforcing such rules</a> from day one. </p>
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<span class="caption">Dockless e-scooters in Paris.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/paris-france-06122019-dockless-electric-scooter-1427110766">Antoine Ramus/Shutterstock</a></span>
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<p>But the requirement that riders have <a href="https://www.gov.uk/government/publications/e-scooter-trials-guidance-for-local-areas-and-rental-operators/e-scooter-trials-guidance-for-local-areas-and-rental-operators">a full or provisional driving licence to use the scooters</a> may raise issues of who is able to access them. For example, people from minority ethnic groups <a href="https://www.ethnicity-facts-figures.service.gov.uk/culture-and-community/transport/driving-licences/latest">are less likely to hold a licence</a>. As the trial is set for a year and then will be reviewed, this requirement should be modified or removed in the future. </p>
<p>Most e-scooter share schemes use a dockless system. This means you can leave your scooter anywhere after your ride, rather than having to locate a docking station. But has led to the problem of <a href="https://www.washingtonpost.com/technology/2019/03/12/scooters-are-littering-sidewalks-injuring-pedestrians-can-this-startup-bring-order-chaos/">scooters littering pavements</a>. </p>
<p>The result is access issues for wheelchair users and the visually impaired in particular. Disability awareness campaigners are <a href="https://www.bbc.co.uk/news/uk-53219331">already raising concerns</a> about the impact of dockless scooters in UK cities.</p>
<p><a href="https://www.blmlaw.com/news/e-scooter-road-trials-authorised">There are also concerns</a> that private owners of e-scooters will not understand that riding vehicles not obtained through a share scheme will still be illegal on roads and pavements. Additionally, as scooter schemes will be aimed at towns and cities, there may be missed opportunities to understand their value in rural areas and small market towns.</p>
<p>This new legislation may soon lead to the legalisation of private e-scooter riding. The future is certainly looking bright for this new form of travel and the trials will help us fully understand their value.</p><img src="https://counter.theconversation.com/content/141820/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>The authors do not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and have disclosed no relevant affiliations beyond their academic appointment.</span></em></p>E-scooters from share schemes will be legal on roads in England, Scotland and Wales from July 4.Luke Blazejewski, Research Assistant, University of SalfordGraeme Sherriff, Research Fellow in Urban Studies, University of SalfordNick Davies, Research Fellow in Sustainable Cities and Transport, University of SalfordLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1311542020-02-23T19:57:27Z2020-02-23T19:57:27ZBillions are pouring into mobility technology – will the transport revolution live up to the hype?<figure><img src="https://images.theconversation.com/files/316398/original/file-20200220-92493-16dhl1h.jpg?ixlib=rb-1.1.0&rect=0%2C152%2C5976%2C3730&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/san-francisco-ca-usa-april-27-1080711815">Toshifumi Hotchi/Shutterstock</a></span></figcaption></figure><p>Over the past decade almost <a href="https://files.pitchbook.com/website/files/pdf/PitchBook_Q4_2019_Emerging_Tech_Research_Mobility_Tech_Executive_Summary.pdf">US$200 billion</a> has been invested globally in mobility technology that promises to improve our ability to get around. More than US$33 billion was invested last year alone. Another measure of interest in this area is the <a href="https://travelandmobility.tech/lists/unicorns/">number of unicorns</a>, which has doubled in the past two years. </p>
<p>A unicorn is a privately held startup company valued at US$1 billion or more. In early 2018 there were 22 travel and mobility unicorns. By last month the number had grown to 44. </p>
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<a href="https://theconversation.com/the-battle-to-be-the-amazon-or-netflix-of-transport-103351">The battle to be the Amazon (or Netflix) of transport</a>
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<p>The top categories in the mobility area are: ride hailing, with 11 unicorns (25.0%); autonomous vehicles, with ten (22.7%); and micromobility, with three (6.8%). The remaining 20 unicorns are in the travel category (hotels, bookings and so on).</p>
<p>Mobility technology is more than just autonomous vehicles, ride hailing and e-scooters and e-bikes. It also includes: electrification (electric vehicles, charging/batteries); fleet management and connectivity (connectivity, data management, cybersecurity, parking, fleet management); auto commerce (car sharing); transportation logistics (freight, last-mile delivery); and urban air mobility.</p>
<h2>Promised solutions, emerging problems</h2>
<p>Much of the interest in mobility technology is coming from individuals outside the transport arena. Startups are attracting investors by claiming their technology will solve many of our transport problems. </p>
<p>Micromobility companies believe their e-scooters and e-bikes will solve the “<a href="https://ascelibrary.org/doi/abs/10.1061/9780784413210.007">first-mile last-mile</a>” problem by enabling people to move quickly and easily between their homes or workplaces and a bus or rail station. While this might work in theory, it depends on having <a href="https://theconversation.com/fork-in-the-road-as-danish-and-dutch-style-cycle-routes-spread-19744">safe and segregated bicycle networks</a> and <a href="https://theconversation.com/people-love-the-idea-of-20-minute-neighbourhoods-so-why-isnt-it-top-of-the-agenda-131193">frequent and widely accessible public transport</a> services. </p>
<p>Ride-hailing services might relieve people of the need to own a car. But <a href="https://www.som.com/ideas/publications/som_thinkers_the_future_of_transportation">there is evidence</a> to suggest these services are <a href="https://www.wsj.com/articles/the-ride-hail-utopia-that-got-stuck-in-traffic-11581742802">adding to traffic congestion</a>. That’s because, unlike taxis, more of their time on the road involves travelling without any passengers.</p>
<p>Navigation tools (Google Maps, Apple Maps, Waze) have <a href="https://en.wikipedia.org/wiki/Google_Maps">been around longer</a> than most other mobility technologies and are meant make it easier to find the least-congested route for any given trip. However, <a href="https://people.eecs.berkeley.edu/%7Etheophile/docs/publications/Cabannes_19_ACM.pdf">research</a> suggests these tools might not be working as intended. The <a href="https://www.som.com/ideas/publications/som_thinkers_the_future_of_transportation">backlash</a> against them is growing in some cities because traffic is being directed onto neighbourhood streets rather than arterial roads.</p>
<p>Autonomous vehicles have the goal of reducing injuries and deaths from car crashes. Only a few years ago many bold predictions were being made that these self-driving vehicles would be having positive impacts by now, but this hasn’t happened. The enthusiasm for autonomous vehicles has cooled. <a href="https://www.vtpi.org/avip.pdf">Some now believe</a> we won’t see many of the social benefits for decades. </p>
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Read more:
<a href="https://theconversation.com/how-we-feel-about-our-cars-means-the-road-to-a-driverless-future-may-not-be-smooth-125874">How we feel about our cars means the road to a driverless future may not be smooth</a>
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<p>The final mobility tech area is known as mobility as a service (<a href="https://en.wikipedia.org/wiki/Mobility_as_a_service">MAAS</a>). It’s basically a platform designed to make better use of existing infrastructure and transport modes. MAAS begins with a journey planner that is linked to one-stop payment for a range of mobility services – ride-hailing, e-scooters, e-bikes, taxis, public transport, and so on. </p>
<p>MAAS is the newest entrant in the mobility tech field. It has attracted US$6.8 billion to date, but is expected to grow to <a href="https://www.marketsandmarkets.com/Market-Reports/mobility-as-a-service-market-78519888.html">over US$100 billion by 2030</a>. This idea is creating great enthusiasm, not only among private entrepreneurs, but also in the public sector. It’s too early to know whether it will improve transportation.</p>
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Read more:
<a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">For Mobility as a Service (MaaS) to solve our transport woes, some things need to change</a>
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<h2>3 trends are driving investment</h2>
<p>So, why do venture capitalists <a href="https://www.forbes.com/sites/johnfrazer1/2019/03/11/new-mobility-worth-billions-venture-capital-thinks-so/#198cda2247d8">continue to show so much interest</a> in mobility technology startups despite poor company performance to date? It appears they believe personal mobility will become increasingly important. <a href="https://www.forbes.com/sites/johnfrazer1/2019/03/11/new-mobility-worth-billions-venture-capital-thinks-so/#198cda2247d8">Three trends</a> support this belief.</p>
<p>First, urban dwellers increasingly value the ability to move around easily. It’s thought to be a key ingredient for a liveable city. The problem is public transport is often not very good, particularly in the US and in outer suburbs in Australia. </p>
<p>This is due to historically low funding relative to roads. The prospect of more funding and better public transport services in the future is not good. In part that’s because many <a href="https://www.vox.com/2015/8/10/9118199/public-transportation-subway-buses">view public transport as welfare</a> and not an essential public service. Thus, if cities want to become more liveable and competitive, they must look beyond government-funded public transport for other mobility alternatives. </p>
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<strong>
Read more:
<a href="https://theconversation.com/to-bolster-our-fragile-road-and-rail-system-we-need-to-add-a-micro-mobility-network-124895">To bolster our fragile road and rail system we need to add a 'micro-mobility' network</a>
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<p>The second trend is declining vehicle ownership. Since 1986 US sales of car and light trucks per capita have dropped by <a href="https://www.advisorperspectives.com/dshort/updates/2020/02/04/vehicle-sales-per-capita-our-latest-look-at-the-long-term-trendh">almost 30%</a>. In Australia, new car sales <a href="https://www.budgetdirect.com.au/car-insurance/research/australian-car-sales-statistics.html">remained relatively constant</a> over the past decade, but a <a href="http://www.roymorgan.com/findings/7982-new-vehicle-purchase-intention-march-2019-201905240039">decline since 2017 is expected to continue</a>. These trends are due in part to the cost of owning a vehicle, but also because of a growing view that owning a car may not be necessary.</p>
<p>This brings us to the third trend, which involves demographics and the <a href="https://theconversation.com/delay-in-getting-driving-licences-opens-door-to-more-sustainable-travel-57430">post-millennial desire for access to mobility</a> services <a href="https://theconversation.com/car-ownership-is-likely-to-become-a-thing-of-the-past-and-so-could-public-transport-110550">rather than vehicle ownership</a>.</p>
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Read more:
<a href="https://theconversation.com/we-subscribe-to-movies-and-music-why-not-transport-119538">We subscribe to movies and music, why not transport?</a>
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<p>These trends, combined with expectations of an upward trend in prices of these services, suggests there may be good times ahead for ride-hailing and micromobility companies. It also means venture capital funding for these startups will not be diminishing in the near future.</p>
<h2>The future of transport isn’t simple</h2>
<p>Transport systems are multifaceted. No one single app or technology will solve the challenges. And, as we are discovering, some of the purported solutions to problems might actually be making the situation worse. </p>
<p>If the goal is to get people out of their cars (for <a href="https://theconversation.com/designing-suburbs-to-cut-car-use-closes-gaps-in-health-and-wealth-83961">better health and quality of life and a better environment</a>), this will require more than a technology. Better infrastructure and public policies (including better integration of land uses and transport to reduce the need for transport) will be required – <a href="https://theconversation.com/three-charts-on-why-congestion-charging-is-fairer-than-you-might-think-124894">congestion pricing</a> being one of those.</p>
<p>That is not to say technological innovations are not welcome as part of the solution, but they are just that … “part” of the solution.</p><img src="https://counter.theconversation.com/content/131154/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Neil Sipe receives funding from the Australian Research Council. </span></em></p>Over US$33 billion was invested in mobility tech last year in response to claims it will transform our lives. Based on what we have seen so far, which of these promised solutions will be delivered?Neil G Sipe, Adjunct Researcher in Transport and Planning, The University of QueenslandLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1313592020-02-18T15:12:31Z2020-02-18T15:12:31ZE-scooters: the impact their legalisation would have in the UK<figure><img src="https://images.theconversation.com/files/315725/original/file-20200217-11044-13uf1pv.jpg?ixlib=rb-1.1.0&rect=4%2C0%2C3230%2C2153&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/background-sharing-electric-scooter-parked-on-1449100478">Shutterstock/Chan2545</a></span></figcaption></figure><p>It is currently <a href="https://commonslibrary.parliament.uk/science/technology/e-scooters-why-are-they-not-legal-on-uk-roads/">illegal</a> to ride e-scooters in public spaces in the UK, but this has not stopped riders appearing on roads and pavements. An <a href="https://inews.co.uk/news/technology/e-scooters-legal-uk-government-electric-streets-1377676">upcoming national consultation</a> means it is a good time to consider the implications of e-scooters coming to UK streets. </p>
<p>E-scooters are an example of new <a href="https://www.emerald.com/insight/content/doi/10.1108/JTF-10-2019-0113/full/html">“micromobilities”</a> – short-distance transport options like bike-sharing schemes, sometimes with electric motors – that are changing how people travel in urban areas. In the UK, e-scooters are likely to be used in busy town and city centres, where people take lots of short journeys for work, education and leisure. The locations where rentable e-scooters could be introduced will probably follow Europe: transport hubs like stations, large businesses and shopping areas and university campuses.</p>
<p>The national consultation will include decisions on where e-scooters can be ridden. In terms of both speed and potential safety issues, e-scooters are slower than cars but faster than walking and probably closer to cycling. The pavement may seem the best place for them, but there have been reports of <a href="https://www.theguardian.com/world/2020/feb/02/e-scooters-fears-pubic-safety-crisis-road-approval-uk">pedestrians being put at risk </a> or injured by scooters. </p>
<h2>Sharing urban space</h2>
<p>Cycle lanes may be a more <a href="https://theconversation.com/e-scooters-cities-should-embrace-them-131087">attractive idea</a>. <a href="https://atlanta.curbed.com/2020/1/31/21116662/midtown-atlanta-pop-up-bike-lane-study">Research in Atlanta</a> found that even temporary segregated lanes make people feel safer on a scooter. Yet the UK is behind many European cities when it comes to dedicated and safe infrastructure. This raises the question of how e-scooter users can safely share space with pedestrians or general traffic. </p>
<p>The UK can learn from <a href="https://www.bcg.com/en-gb/publications/2020/e-scooters-can-win-place-in-urban-transport.aspx">cities in Europe and elsewhere</a> on how to balance e-scooter use and available space. Barcelona <a href="https://ajuntament.barcelona.cat/bicicleta/en/noticia/new-regulation-for-personal-mobility-vehicles-and-bikes-with-more-than-two-wheels">has introduced regulations</a> to limit scooter use and speed when sharing space with pedestrians, and in <a href="https://www.bbc.co.uk/news/world-europe-50189279">Paris e-scooters have been banned</a> from pavements. </p>
<p>The UK can also <a href="https://www.bcg.com/en-gb/publications/2020/e-scooters-can-win-place-in-urban-transport.aspx">engage in dialogue</a> with e-scooter operators. Dockless <a href="https://www.li.me/electric-scooter">e-scooter company Lime</a>, for example, has been organising roundtable discussions for researchers, local authorities, transport providers and the police. They have <a href="https://www.cityam.com/politicians-need-to-take-the-brakes-off-e-scooters-for-a-greener-commute-to-work/">put forward their views</a> on how cities can support the development of e-scooters.</p>
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<img alt="" src="https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/315727/original/file-20200217-11005-n6bvij.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
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<span class="caption">There are concerns that scooter use may put people off walking.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/bicycle-electric-scooters-parked-on-city-1304611447">Shutterstock/Gorlov-KV</a></span>
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<p>Legalising e-scooters would require considering how they will interact with other road and pavement users. If e-scooters are to be made legal in the UK, the government <a href="https://www.eltis.org/discover/news/e-scooter-regulations-germany-and-france">may follow Germany</a> by specifying minimum standards for safety features such as lights, reflectors, bells and brakes. Some cities also require both adults and children to <a href="https://www.mja.com.au/journal/2019/e-scooters-helmet-use-road-rules-need-enforcing">wear helmets</a> when riding e-scooters. </p>
<p>In the UK, <a href="https://bikeability.org.uk/">Bikeability</a> is an established training course for those who take up cycling. A similar scheme for those using e-scooters may be valuable, <a href="https://www.wikihow.com/Ride-a-Lime-Scooter">alongside online and in-app resources</a> and <a href="https://www.jsonline.com/story/news/local/milwaukee/2019/07/22/lime-offers-e-scooter-training-ahead-milwaukee-roll-out/1798459001/">some operators are providing this</a>. Driver education on how to share the roads with e-scooters and other new forms of transport is also important. The highway code will need to change to provide guidance on how e-scooters and other road users can safely share space. </p>
<h2>Public benefit or hazard?</h2>
<p>Parking is also an issue. E-scooters need to be left somewhere between journeys, and their convenience is dependent on a certain flexibility of pick up and drop off. Scooters that are <a href="https://www.sciencedirect.com/science/article/pii/S0267364919300974">inconsiderately parked or abandoned</a> are unsightly and obstructive. They can also deter people from using public space and can be a serious impediment to people with limited mobility.</p>
<p>E-scooter companies have tried different approaches to addressing thefts and inappropriate parking, including asking <a href="https://www.forbes.com/sites/johnfrazer1/2019/02/07/how-were-solving-the-shared-scooter-theft-problem/#190de0f9138e">people to lock them</a> and <a href="https://finance.yahoo.com/news/limebike-scooters-secret-alarms-built-195234779.html?guccounter=1">sounding alarms</a>. <a href="https://www.govtech.com/transportation/Cities-Use-Invisible-Geofencing-to-Control-Use-of-E-Scooters.html">Geofencing</a> – where operators use GPS technology to limit precisely where a scooter can be ridden or parked – can be used to stop users leaving scooters where they cause an obstruction. </p>
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Read more:
<a href="https://theconversation.com/can-e-scooters-solve-the-last-mile-problem-theyll-need-to-avoid-the-fate-of-dockless-bikes-102633">Can e-scooters solve the 'last mile' problem? They'll need to avoid the fate of dockless bikes</a>
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<p>It is also important to consider the implications of e-scooters for public health in the UK. <a href="https://www.purescooters.com/blogs/news/does-an-electric-scooter-keep-you-fit">Industry claims</a> that e-scooters provide low intensity workouts may be plausible. However, the UK sustainable transport charity, Sustrans, has raised concerns that <a href="https://www.sustrans.org.uk/our-blog/policy-positions/all/all/our-position-on-e-scooters/">e-scooters may replace walking trips</a> and therefore have a negative impact on activity levels. Equally, heavy on-pavement scooter use means people are <a href="https://theconversation.com/electric-scooters-on-collision-course-with-pedestrians-and-lawmakers-99654">less keen to walk</a>.</p>
<p>E-scooters can be considered an answer to the problem of the “last mile”: that final part of a public transport journey from station to destination that feels too far to walk. This means they can help people take other forms of public transport, by providing a link between a station or bus stop and a place of work, for instance. Even with their short range, then, they could help reduce longer car journeys. A further potential benefit is that, where companies are willing, <a href="https://www.cityam.com/politicians-need-to-take-the-brakes-off-e-scooters-for-a-greener-commute-to-work/">use data can be shared with local authorities</a> to help make improvements to infrastructure and transport systems.</p><img src="https://counter.theconversation.com/content/131359/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Graeme Sherriff is Co-Director of the Sustainable Housing and Urban Studies Unit (SHUSU) at University of Salford and project lead for Healthy Active Cities. He received funding from academic, local authority and private sector sources. This piece of work was supported by internal University funding.</span></em></p><p class="fine-print"><em><span>Luke Blazejewski is a Research Assistant at the University of Salford and member of Healthy Active Cities. He has received funding from academic and private sector sources to carry out research. This piece of work was supported by internal University funding.</span></em></p><p class="fine-print"><em><span>Nick Davies receives internal funding from University of Salford in relation to this work</span></em></p>A national consultation may (legally) bring e-scooters to UK cities.Graeme Sherriff, Research Fellow in Urban Studies, University of SalfordLuke Blazejewski, Research Assistant, University of SalfordNick Davies, Research Fellow, University of SalfordLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1310872020-02-05T12:46:55Z2020-02-05T12:46:55ZE-scooters – cities should embrace them<p>Large ungainly versions of the childhood microscooter have started to populate cities around the world. These electric scooters can be seen dotting streets, parks, pavements all over. Many people own them individually, and hire schemes in some cities mean that they are increasingly available for more general use too. </p>
<p>E-scooters are now legal in a growing number of countries, though there are very different rules as to where they can be used. Sometimes, riders are allowed to use pedestrian walks, sometimes roads, and sometimes cycle tracks. But the emerging consensus is that e-scooters should be treated as bicycles. </p>
<p>They seem to be hugely popular. Introduce e-scooters in any city, and demand is instant. Companies like Bird and Lime have sold <a href="https://www.forbes.com/sites/adeyemiajao/2019/02/01/everything-you-want-to-know-about-scooters-and-micro-mobility/">millions of rides</a>. Assuming that e-scooters replace a share of car traffic, this is a very good reason to welcome them. Yet resistance to this new mode of transport is often significant. Vandalism, cluttering, and reckless riding anger many. It’s no surprise that newspaper headlines have invoked urban “<a href="https://techcrunch.com/2019/06/14/the-electric-scooter-wars-wont-end/">scooter wars</a>”.</p>
<p>Whether you like or hate them, what is certain is that the way transport operates in cities needs to change – they are too crowded and polluted, there are too many accidents, there is too much noise. To make them more liveable, we need more green space and more active transport – walking, cycling or riding electric vehicles. </p>
<p>Given the promises and problems of e-scooters in particular, I’ve been <a href="https://doi.org/10.1016/j.trd.2020.102230">looking into them</a> more systematically. My research has shown that there are three key areas where they cause problems – but they have fairly easy solutions.</p>
<h2>Conflicts and tensions</h2>
<p>My focus was on ten cities that have introduced them recently: Brisbane, Christchurch, Copenhagen, Dallas, Los Angeles, Málaga, Paris, Stockholm, Vienna and Zurich. I analysed all local news items from these cities discussing e-scooters, to identify the problems encountered and the policy solutions implemented. My results indicate that e-scooters can certainly improve transport systems, and the common gripes and difficulties can be avoided with a few simple policies.</p>
<p>E-scooters cause three main types of conflicts. Most obviously, people are angered by irresponsible use of the scooters. Speeding, drink and reckless riding, or riding on sidewalks or roads greatly annoy other users of the roads. This is related to questions about the safety of e-scooter riders and other transport users, which is the second major issue discussed at length in the news. </p>
<p>Another major source of annoyance is cluttering and vandalism. This is enabled by the way in which e-scooter rental schemes work: rather than having designated pick-up and drop-off areas, they can be found dotted around the city. An app shows users where the nearest scooters are, which you can activate online, use, and drop off wherever you want.</p>
<figure class="align-center ">
<img alt="" src="https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=338&fit=crop&dpr=1 600w, https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=338&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=338&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=424&fit=crop&dpr=1 754w, https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=424&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/313685/original/file-20200205-149747-1k4sc3x.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=424&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px">
<figcaption>
<span class="caption">Trashed e-scooters.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/gothenburgswedenaugust-52019-lime-voi-electric-scooters-1473375317">Maria_Gothenburg/Shutterstock.com</a></span>
</figcaption>
</figure>
<p>This system unsurprisingly leads to e-scooters being left in far from ideal places. E-scooters parked on sidewalks, thrown over fences, or ditched into rivers indicate that many of them have short lifetimes, a <a href="https://qz.com/1561654/how-long-does-a-scooter-last-less-than-a-month-louisville-data-suggests/">few months at most</a>.</p>
<p>In response to these gripes, various cities have introduced a wide range of policies, often on an ad hoc basis – meaning that these new rules fairly regularly need to be readjusted. Paris, for example, has repeatedly changed its legislation as to where e-scooters are allowed to drive, and at which speed, and where they should be parked. </p>
<p>Cities also struggle when national legislation prevents meaningful local policy initiatives. Spanish cities, for example, have struggled with this, as councils would like to restrict their use in their extensive pedestrian areas, or allow use only at lower speeds, but may not be able to legally do so because of national laws.</p>
<h2>Three policy suggestions</h2>
<p>My comparative study has allowed me to develop three simple measures that should resolve most of the conflicts surrounding e-scooters. Most important, perhaps, is that cities restrict their use to bicycle infrastructure. E-scooters interfere with traffic flowing at higher or slower speeds when used on roads or sidewalks. To align cyclists with riders, their speeds should be limited at 25 km/h. Cities should also establish designated parking rental areas, ideally every 200m, preferably with options to recharge e-scooters.</p>
<p>The above policies should resolve most e-scooter problems. But cities can and should go further, if they see these vehicles as a catalyst for real urban change.</p>
<p>Yes, e-scooters require additional space. This should not be seen as an obstacle to their use: there is so much promise in the idea of introducing entire car-free “micromobility streets”, where cyclists, pedestrians and e-scooters could share the road. Such streets would invite more vulnerable traffic participants, such as children, to become active transport users: accident risks are vastly reduced. </p>
<p>And where they form networks throughout cities, such streets would make it far more attractive to cycle, walk or ride. This would have the benefit of reducing the pressure on existing transport systems, improving population health, and creating more liveable cities.</p>
<h2>The way ahead</h2>
<p>Re-designating road space is of course not easy. There are many with vested interests who would prefer to keep city systems reliant on the car. But such a re-design would benefit more people in the long run. The car uses more space than such vehicles, pollutes, and causes more severe accidents. And each micromobility user reduces pressure on scarce urban space. A car driven at 50 km/h requires <a href="https://doi.org/10.1080/13574809.2019.1592664">70 times more</a> space than a cyclist or pedestrian.</p>
<p>Even though my research confirms that there are considerable complaints and issues when it comes to e-scooters, I think that they are an overwhelmingly welcome addition to urban transportation. E-scooters provide an opportunity to re-think urban transport, increase quality of life, and improve city dwellers’ mental and physical health.</p><img src="https://counter.theconversation.com/content/131087/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Stefan Gössling received funding for earlier research (prior to 2010) from the Norwegian Research Council. </span></em></p>Whether you like or hate them, the way transport operates in cities needs to change.Stefan Gössling, Professor in Service Management and Service Studies, Lund UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1290742020-02-03T18:56:56Z2020-02-03T18:56:56ZThe old road rules no longer apply: how e-scooters challenge outdated assumptions<figure><img src="https://images.theconversation.com/files/312773/original/file-20200130-41485-1mwu48j.jpg?ixlib=rb-1.1.0&rect=596%2C151%2C4707%2C2830&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">E-scooters are increasingly used for urban transport, but the road rules treat them as recreational devices and their users as pedestrians.</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/adelaide-australia-may-2019-view-escooter-1564001407">haireena/Shutterstock</a></span></figcaption></figure><p>Many people want <a href="https://bit.ly/2NXYmyT">changes to the law</a> to deal with the increased use of <a href="https://bit.ly/30Vc3DU">e-scooters</a> in Australia. </p>
<p>In general, the debate appears to be concerned mainly with safety and the different rates at which things move. Walking pedestrians are slower, motor vehicles are faster. Road infrastructure is not often designed for mixed uses. </p>
<p>I would argue both that the current debate is based on outdated assumptions about transport, transport technology and road users, and that it is now time to rethink the assumptions underpinning the <a href="https://bit.ly/2TYdboW">Australian Road Rules</a>. At present, for example, the Rules do not account for the emergence and adoption of new forms of transport like e-scooters, nor for other transport technologies that might morph from “recreational” devices such as hoverboards or segues. </p>
<p>A more creative approach would be to consider the larger opportunities that could transform how we move and connect. We could make transport more equitable, more <a href="https://bit.ly/2O1t4H8">sustainable</a> and safer for all road users by rewriting the rules and retrofitting roads. </p>
<h2>Road rules reflect assumptions about transport</h2>
<p>Living in safe communities and benefiting from effective transport infrastructure means observing the <a href="https://bit.ly/2TYdboW">Australian Road Rules</a>. These rules are a national model that gives consistency to state and territory laws. </p>
<p>Under the rules, <em>roads</em> are areas on which to drive or ride motor vehicles (s.12.1). The definition of motor vehicles excludes motorised scooters (p.329). </p>
<p>Roads are complex spaces. Roads include shoulders (kerbed areas, unsealed sections, and sealed sections outside edge lines) and exclude bicycle, foot or shared paths (s.12.3). Different from shoulders, road-related areas comprise things that divide roads: footpaths and nature strips; public access areas used by animals or cyclists; and public areas on which to drive, ride, or park (s.13.1.d). </p>
<figure class="align-right zoomable">
<a href="https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=45&auto=format&w=237&fit=clip" srcset="https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=923&fit=crop&dpr=1 600w, https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=923&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=923&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=1160&fit=crop&dpr=1 754w, https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=1160&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/312755/original/file-20200130-41485-aaldlw.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=1160&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Users of wheeled recreational devices or wheeled toys are classed as pedestrians, even though they could use them for transport.</span>
<span class="attribution"><span class="license">Author provided</span></span>
</figcaption>
</figure>
<p>The rules define <em>road users</em> as drivers, riders, passengers and pedestrians (s.14). Pedestrians include users of motorised and non-motorised wheelchairs and those pushing either type of wheelchair (s.18.a–c), and speed limits apply. Importantly, users of wheeled recreational devices or wheeled toys are also <em>pedestrians</em> (s.18.c–d). </p>
<p>Wheeled recreational devices are “built to transport a person” even though they are “ordinarily used for recreation or play” (Australian Road Rules, p.338). They include roller blades and skates, skateboards, unicycles and <em>all</em> forms of scooter. In contrast, wheeled toys exclude motorised scooters, but include objects such as tricycles, and apply to children under 12.</p>
<p>The rules are to keep people and property safe — a goal also shaped but often overshadowed by <a href="https://bit.ly/2GkQEKO">economic imperatives</a>. According to the World Health Organisation (WHO), 1.34 million road deaths worldwide in <a href="https://bit.ly/2RQIOy0">2016</a> amounted to the eighth leading cause of death. There were also 50 million injuries. Indeed, the <a href="https://bit.ly/2RQIOy0">WHO</a> reports that road traffic injuries lead the cause of death for those aged five to 29, and the “burden is disproportionately borne by pedestrians, cyclists and motorcyclists”.</p>
<p>Australia’s road safety record <em>is</em> comparatively sound, worth noting for a population that, in 2018, numbered over 24 million and had over 18 million registered vehicles, including almost 17 million cars and four-wheeled light vehicles. Even so, in 2016 the WHO reported 1,351 road traffic fatalities in Australia: 45% were drivers, 16% passengers and 14% pedestrians (including those on wheeled devices). These statistics mirror those in Canada, New Zealand, the UK and the USA.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=325&fit=crop&dpr=1 600w, https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=325&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=325&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=408&fit=crop&dpr=1 754w, https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=408&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/312751/original/file-20200130-41485-1onpslb.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=408&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Twelve-month death tolls for road user categories.</span>
<span class="attribution"><a class="source" href="https://app.powerbi.com/view?r=eyJrIjoiMTU1MjFmMWEtNWI2Yy00Mjc2LTg1NzQtZmUwOGE0MTE0MTVhIiwidCI6ImFhMjFiNjQwLWJhYzItNDU2ZC04NTA1LWYyY2MwN2Y1MTc4NCJ9">Source: Australian Road Deaths Database</a></span>
</figcaption>
</figure>
<p>No matter how sound the road rules, and no matter how carefully we observe them, people die on roads. Among the reasons for that are the different speeds at which we move and the fact that our transport infrastructures cater poorly to mixed uses.</p>
<h2>The case for retrofitting roads</h2>
<p>Understandably, the Australian Road Rules are supposed to ensure transport infrastructures are used in ways for which they were designed or for which they can reasonably be adapted. That is why the rules put such emphasis on zones, speed limits, lines and signs — none of which, granted, can <em>determine</em> our safe or unsafe practices. </p>
<p>But what is reasonable? The rules reveal several possibly unreasonable assumptions about pedestrians who use wheeled devices. </p>
<p>For example, rule definitions emphasise recreation and play and lag behind real change among (mostly) young people opting to use such devices <em>as transport</em>. Legally they can, but road and road-related infrastructure simply does not accommodate that shift. <a href="https://bit.ly/2RsmoEo">It could</a>. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/311948/original/file-20200126-81369-w3ncbe.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">E-scooters represent a real shift in urban transport paradigms.</span>
<span class="attribution"><a class="source" href="https://www.pexels.com/photo/black-scooter-2380611/">Brett Sayles/Pexels</a></span>
</figcaption>
</figure>
<p>So, as well as ensuring all road users continue to be safe as new technologies such as e-scooters come online, surely politicians and policymakers at all levels of government must be encouraged to see the larger opportunities.</p>
<p>We know that <a href="https://bit.ly/2uDlStT">walking produces among the most democratic spaces of city life</a>. There is every possibility to extend our thinking about <em>that</em> pedestrian act and consider how to embed wheeled devices into the urban fabric. Elsewhere, I have referred to such opportunities as ones that foster the <a href="https://bit.ly/38BIkCD">geographies of generosity</a>. </p>
<p>We are, I think, missing the chance to have creative conversations leading to innovative systems of radically retrofitted transport networks that are safe, have amenity, produce environmental gains and continue to democratise social life. Road networks take up great tracts of urban land, but it <em>is</em> possible to retrofit them for just, more equitable and more <a href="https://bit.ly/2O1t4H8">sustainable</a> outcomes. </p>
<p>We could generate powerfully creative ideas about retrofitting what we have and make much stronger commitments to do that. Those ideas could translate to economic activity and might save lives.</p><img src="https://counter.theconversation.com/content/129074/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Elaine Stratford has received funding on small wheeled devices from the Tasmanian Government (1999) the Australian Research Council's small grants scheme (1999), and the Glenorchy City Council and the Tasmanian Department of Infrastructure, Energy and Resources (2003). Over 20 years, she has published widely on skateboarding, as well as parkour, and mobilities.</span></em></p>Are debates about e-scooters too narrow? Perhaps it is time to focus more on revitalising urban spaces and retrofitting road infrastructure.Elaine Stratford, Professor of Geography, University of TasmaniaLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1256192019-11-21T20:09:57Z2019-11-21T20:09:57ZE-scooters, bikes and urban mobility: lessons from the streets of Paris<figure><img src="https://images.theconversation.com/files/300678/original/file-20191107-10935-1rthtu4.jpg?ixlib=rb-1.1.0&rect=0%2C59%2C4000%2C2473&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Rue des Tournelles, Paris, November 5, 2019. Four Voi scooters wait hopefully for potential clients, with a Lime and Dott sprawling nearby. Behind them, a Velib' rider has made his choice. </span> <span class="attribution"><span class="source">Leighton Kille/The Conversation France </span>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span></figcaption></figure><p>Mobility is a crucial challenge for global cities in the 21st century. The <a href="https://www.bbc.com/news/world-europe-50401308">growing impact</a> and <a href="https://www.nytimes.com/2019/08/08/climate/climate-change-food-supply.html">immense risks</a> of climate change are becoming clearer every day, and cities are <a href="https://www.nytimes.com/interactive/2019/10/29/climate/coastal-cities-underwater.html">on the front line</a>. Globally, transportation generates <a href="https://www.epa.gov/ghgemissions/global-greenhouse-gas-emissions-data">14% of all greenhouse gases</a>, much of it for personal transportation.</p>
<p>To reduce their carbon footprint and increase mobility options, many cities have been investing in <a href="https://ehp.niehs.nih.gov/doi/pdf/10.1289/EHP3754">bike-share systems</a>. One of the largest is Paris’s <a href="https://www.velib-metropole.fr/en_GB/discover/service">Velib’</a>, with more than <a href="https://velib.philibert.info/">14,000 bicycles</a>. Launched in 2007, the system is built around docks – it’s there that customers pick up and drop off bikes, and they also serve as recharging stations for electric models.</p>
<p>Since 2017, a host of start-ups has emerged offering fleets of dockless bikes and electric scooters in cities around the world. The concept was simple: users downloaded an app and paid, grabbed a bike or scooter, and off they went, leaving it wherever they wanted after. Floating on an <a href="https://www.cnbc.com/2019/10/03/reuters-america-scooter-startup-bird-raises-275-million-in-latest-funding-round.html">ocean of venture capital</a>, the firms took advantage of a <a href="https://www.vox.com/2018/8/27/17676670/electric-scooter-rental-bird-lime-skip-spin-cities">legal void</a> and distributed thousands of bicycles and scooters in cities large and small around the world.</p>
<h2>Destination, the City of Light</h2>
<p>For mobility start-ups, Paris offered an irresistible target. The region’s population is more than 12 million and it attracted approximately <a href="https://press.parisinfo.com/news/press-releases/Paris-record-tourist-numbers-in-2017">40 million tourists in 2017</a>, each one a potential customer. For better or worse, the city’s leadership initially took a hands-off approach to free-floating bikes and scooters and the result was predictable: <a href="https://www.forbes.com/sites/alexledsom/2019/09/10/e-scooter-havoc-across-french-cities-is-a-crackdown-needed/">chaos</a>.</p>
<figure class="align-right zoomable">
<a href="https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=237&fit=clip" srcset="https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=800&fit=crop&dpr=1 600w, https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=800&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=800&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=1005&fit=crop&dpr=1 754w, https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=1005&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/300680/original/file-20191107-10905-16tamrk.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=1005&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">A snapped Lime lies abandoned in Paris. Attempting to speed their launch and minimise costs, e-mobility firms have often used off-the-shelf scooters that die quickly on city streets.</span>
<span class="attribution"><span class="source">Leighton Kille/The Conversation France</span>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<p>At the height the boom in the summer of 2019, more than a dozen firms were filling Paris streets with vehicles of all sorts. Not only was the free-for-all <a href="https://www.telegraph.co.uk/news/2019/08/12/electric-scooter-victims-sue-paris-authorities-demand-end-anarchy/">bad for residents and visitors</a>, it was cruel to the start-ups themselves. E-scooters in particular proved to cost far more than they bring in over their <a href="https://qz.com/1561654/how-long-does-a-scooter-last-less-than-a-month-louisville-data-suggests/">extremely short lives</a> and the companies burned through their cash.</p>
<p>The result was high turnover, with firms exiting the market almost as quickly as they entered. At least six Paris e-scooter operators have <a href="https://www.clubic.com/mobilie-urbaine-electrique/actualite-862650-trottinettes-electriques-6-12-operateurs-jettent-provisoirement-eponge-paris.html">“suspended operations”</a> (read, given up), and that follows the departure of free-floating bikes from <a href="http://www.leparisien.fr/info-paris-ile-de-france-oise/transports/les-velos-en-free-floating-ofo-mis-en-pause-a-paris-18-12-2018-7971831.php">Gobee, Obike and Ofo</a>. The most recent victim is Coup, an affiliate of Bosch, which announced November 25 that it would suspend operations in Paris and Berlin because its electric-scooter service was <a href="http://www.leparisien.fr/info-paris-ile-de-france-oise/transports/scooters-en-libre-service-l-operateur-coup-va-mettre-fin-a-ses-activites-a-paris-25-11-2019-8201487.php">“economically non-viable”</a>.</p>
<p>Despite the numerous failures and the city’s demand that companies show <a href="https://www.lemonde.fr/societe/article/2019/08/24/trottinettes-electriques-en-attendant-les-regles_5502278_3224.html">greater responsibility</a>, the venture-capital-driven optimism continues. Newer entrants such as Jump, Wind and Donkey Republic are all hoping to beat the dockless jinx, and more will certainly come. This makes Paris an interesting case study, where regulatory loopholes and brute capitalism meet, with the city’s streets as the battlefield.</p>
<h2>Easy come, easy go</h2>
<p>A key puzzle is why the companies that were the first to arrive in Paris exited almost as quickly. Shouldn’t they have had <a href="https://www.investopedia.com/terms/f/firstmover.asp">“first-mover advantage”</a>, allowing them to keep others at bay? Unfortunately, there were powerful economic realities at play in the micromobility space that made their reigns brief, and that will likely do away with many of the newer entrants as well.</p>
<ul>
<li><p><strong>Low barriers to entry</strong>: When new firms enter an industry, there are often factors that protect existing operators – patents, deep pockets or regulations, for example. But all an e-mobility start-up needs are a modest amount of capital, a website and an app. Scooters are manufactured as cheaply as possible overseas, distributed in the targeted city, and from there it’s up to users and teams of <a href="https://www.nytimes.com/2019/10/25/business/lime-bird-scooters-rechargers.html">freelance “juicers”</a> to keep things moving. Operators can go wherever they deem attractive, and that’s bad news for existing operators.</p></li>
<li><p><strong>Non-existent switching costs</strong>: When customers shift between, say, smartphones, there’s often a cost in terms of money or time and effort. When it comes to e-scooters or dockless bikes, however, they’re all nearly identical other than the logos. The same goes for the applications and the pricing – in Europe, the unlocking costs are generally 1 euro ($1.14) and the per-minute charges around 0.25 (30 cents). So other than the time spent installing an app, there is no reason for customers to be loyal to any one operator.</p></li>
<li><p><strong>Abundant substitutes</strong>: Today most urban centres offer a wealth of options for solving the <a href="https://www.investopedia.com/terms/l/lastmile.asp">last-mile problem</a>. First among these are <a href="https://www.bikesharingmap.com">bike-share systems</a>, which are often city-supported, with dedicated maintenance teams and docks that automatically recharge electric models. Other options include mass transportation, taxis, ride-sharing services, a personal bike, scooter or hoverboard, and the list goes on. Indeed, a <a href="http://transports.blog.lemonde.fr/2019/06/06/enquete-inedite-utilisateurs-trottinettes-electriques/">June 2019 survey</a> of Paris e-scooter users revealed that 47% would have simply walked if one hadn’t been available.</p></li>
<li><p><strong>Misaligned interests</strong>: E-mobility operators have the benefit of being untethered by fixed infrastructure, but that also creates a situation where riders and “juicers” are the de facto service providers. This creates <a href="https://www.oxford-review.com/oxford-review-encyclopaedia-terms/distributed-agency-definition-application/">“distributed agency” problems</a>, where these individuals’ interests may not align with those of the firms – for example, users can drop scooters in locations they’re unlikely to be rented or even <a href="https://laist.com/2019/06/13/bird_graveyard_scooter_instagram_q_and_a.php">destroy them</a>.</p></li>
</ul>
<h2>Not so green after all</h2>
<p>Beyond these cruel economic realities, the business model currently used by operators of dockless e-scooters and bikes imposes a range of <a href="https://www.investopedia.com/terms/e/externality.asp">negative externalities</a>, which are costs imposed on those not directly involved in a transaction between two parties – an e-scooter left sprawling after being used is a simple example. Cities find themselves stuck with having to impose order, discard broken vehicles, and sort out accidents, minor and <a href="https://www.theguardian.com/uk-news/2019/jul/13/tv-presenter-emily-hartridge-dies-in-scooter-crash">sometimes fatal</a>.</p>
<p>And while e-scooters are often promoted as a “green” mode of transportation, research indicates that, as a whole, dockless systems have <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ab2da8">high environmental costs</a>. In <a href="https://chesterenergyandpolicy.com/2019/01/28/its-a-bird-its-a-lime-its-dockless-scooters-but-can-these-electric-powered-mobility-options-be-considered-sustainable-using-life-cycle-analysis/">some scenarios</a>, their per-kilometre lifetime carbon emissions that are comparable to those of midsize gas-powered cars.</p>
<p>Scooter companies and users don’t pay these external costs, but they <a href="https://www.lesnumeriques.com/trottinette-electrique/dott-en-veut-a-bird-lime-responsables-desamour-trottinettes-n88947.html">damage the firms’ public image</a> and that’s no small matter in a battle for a market that has a wealth of competitors and <a href="https://qz.com/1561654/how-long-does-a-scooter-last-less-than-a-month-louisville-data-suggests/">non-existent margins</a>.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=402&fit=crop&dpr=1 600w, https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=402&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=402&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=505&fit=crop&dpr=1 754w, https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=505&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/300686/original/file-20191107-10935-c5f50p.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=505&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Paris, Rue de l'Abbé de l'Epée and the Boulevard Saint-Michel, May 27, 2019. Eight Birds, one Jump and a Mobike try to temp city residents and visitors.</span>
<span class="attribution"><span class="source">Leighton Kille/The Conversation France</span>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<h2>Some hope on battlefield</h2>
<p>All this makes the situation ominous for any current operator of dockless e-mobility services, and enormously complicate the task of any start-up wishing to launch a competing service. A few of the possibilities:</p>
<ul>
<li><p>New and ideally patented innovations can differentiate what are essentially interchangeable services and thereafter create entry barriers – say, scooters with markedly superior battery performance or unique safety features. For example, <a href="https://www.intelligenttransport.com/transport-news/90161/wind-unveils-new-e-scooter-with-industry-first-swappable-battery/">Wind</a> recently introduced scooters with swappable batteries that speed recharging.</p></li>
<li><p>Interconnection of related services (or <a href="https://www.investopedia.com/terms/e/economiesofscope.asp">economies of scope</a>). Uber has started offering electric bikes and scooters through the same app that allows customers to call a car ride or order food. In a sense, Paris has long used the same all-in-once approach, connecting the city’s regional rail and metro with the Velib’ bike-sharing system through the same <a href="http://www.navigo.fr/">Navigo card</a>.</p></li>
<li><p>Complementary partnerships. <a href="https://www.li.me/second-street/lime-google-maps-integration-expands-over-80-new-cities">Lime</a> is now available on Google Maps, increasing the odds that it will be chosen by those looking for the best available routes.</p></li>
<li><p>Change the value propositions and service delivery to create a <a href="https://blogs.lse.ac.uk/businessreview/2019/09/24/how-digital-businesses-can-leverage-the-high-cost-for-consumers-to-switch-platforms/">lock-in effect</a>. For example, firms could target corporate customers or rent for longer periods, something Bird has introduced in select cities. This has the advantage for operators of making customers responsible for charging and could theoretically cause them to behave more responsibly.</p></li>
<li><p>Negotiate contracts. Many cities have effectively banned scooters, including New York and London, but that also creates an opportunity a firm can obtain an official contract. That’s what happened in San Francisco, and while fleet sizes remain <a href="https://sf.curbed.com/2019/10/15/20915198/san-francisco-e-scooter-electronic-escooter-scooters-sf">strictly controlled</a>, for operators it’s better than being driven out of business in an all-for-none brawl.</p></li>
</ul>
<h2>No easy answers</h2>
<p>It’s hard to predict how the e-mobility industry will evolve, but the low entry barriers, non-existent switching costs, abundant substitutes, distributed agency problems, and negative externalities will not disappear anytime soon. That makes it supremely difficult for any one operator to remain in place, much less dominate a market. </p>
<p>Worse, because there are no barriers to entry, new firms can show up overnight, a fresh threat to those that had managed to survive up to that point. While some companies are trying to counter some of these adverse conditions, the headwinds are stiff and the story so far is anything but reassuring.</p>
<p>So which start-up will win the urban mobility battle? Quite possibly, none of the above.<br>
</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=338&fit=crop&dpr=1 600w, https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=338&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=338&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=424&fit=crop&dpr=1 754w, https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=424&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/300687/original/file-20191107-10924-p94sa6.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=424&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">An Ofo and an Obike come out after an extended dip in the Seine, June 20, 2019. Both firms gave up trying to crack the Paris market long ago.</span>
<span class="attribution"><span class="source">Leighton Kille/The Conversation France</span>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<hr>
<p><em>The origin of this text and its main arguments gained from insightful conversations with <a href="https://www.emlv.fr/en/team/dan-prudhomme/">Professor Dan Prud'Homme</a> (EMLV Business School). <a href="https://theconversation.com/profiles/leighton-kille-173484/">Leighton Kille</a> of The Conversation France contributed examples, resources and photographs, and edited the text for clarity</em>.</p><img src="https://counter.theconversation.com/content/125619/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Tiago Ratinho ne travaille pas, ne conseille pas, ne possède pas de parts, ne reçoit pas de fonds d'une organisation qui pourrait tirer profit de cet article, et n'a déclaré aucune autre affiliation que son organisme de recherche.</span></em></p>In major cities around the world, dockless scooters and bikes are everywhere, yet the companies themselves are often breathtakingly short-lived. Basic economic concepts give us clues why.Tiago Ratinho, Associate Professor in Entrepreneurship, IÉSEG School of ManagementLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1243872019-10-28T13:06:40Z2019-10-28T13:06:40ZBetter batteries are fueling a surge of electric scooters in India and China<figure><img src="https://images.theconversation.com/files/298786/original/file-20191026-113953-e385x5.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Scooters and motorcycles are widely used in developing countries and are better suited to electrification than sedans.</span> <span class="attribution"><a class="source" href="http://www.apimages.com/metadata/Index/APTOPIX-India-Rain/a588b822cec44eacb78eded6677f798a/1/0">AP Photo/Mahesh Kumar A.</a></span></figcaption></figure><p>When it comes to electric cars, 2019 has been a big year. Tesla <a href="https://qz.com/1703260/teslas-model-3-may-never-catch-up-to-the-nissan-leaf/">ramped up production of its Model 3 sedan</a>, Audi launched its <a href="https://www.audiusa.com/technology/efficiency/e-tron">e-Tron</a> all-electric SUV, Porsche unveiled the <a href="https://www.porsche.com/usa/models/taycan/taycan-models/taycan-turbo/">Taycan</a> sports car, and perhaps the most significant of all, Daimler announced that it has <a href="https://electrek.co/2019/09/19/daimler-stops-developing-internal-combustion-engines-to-focus-on-electric-cars/">no plans to develop next-generation combustion engines</a>, but instead will focus on electrification. </p>
<p>Cars dominate personal transportation in developed countries, but in the developing world, two-wheelers – motorcycles and motor scooters – account for the <a href="https://www.bloomberg.com/opinion/articles/2018-10-14/electric-scooters-are-the-future-of-transportation">majority of vehicles on the road</a>. China and India are the <a href="https://motorcyclesdata.com/2019/10/15/world-motorcycles-market/">two largest markets for two-wheelers</a>, which contribute to their air pollution problems. About <a href="https://doi.org/10.1016/j.enpol.2018.01.037">20% of the CO₂ emissions and 30% of particulate emissions</a> in India are due to two-wheelers. </p>
<p>Among the world’s <a href="https://www.who.int/airpollution/data/cities/en/">50 most polluted cities</a>, 37 are in India and China. That’s why there is a pressing need to examine this sector closely. But for electric vehicles to become mass market products, batteries need to improve, and we have studied what those requirements are. </p>
<h2>Minimum driving range</h2>
<p>In an <a href="https://theconversation.com/mass-market-electric-pickup-trucks-and-suvs-are-on-the-way-107952">earlier Conversation piece</a>, we discussed a simple approach to estimate the energy an electric vehicle would need to carry on board – usually in the form of a battery – for a given driving range. </p>
<p>In much the same way, in a <a href="https://doi.org/10.1021/acsenergylett.9b02103">recent research paper</a>, we analyzed the battery requirements for electric two-wheelers to better understand the cost requirements to compete with gasoline-powered motorcycles and scooters. </p>
<p>We found that for a range of about 100 kilometers (60 miles), a battery pack of about 2.5 kiloWatt-hours is needed. This is about eight times smaller than the battery pack needed for driving the same range in an sedan. A distance of <a href="https://www.sciencedirect.com/science/article/abs/pii/S0739885918301823">100 km is the upper limit</a> of the typical daily driving range for two-wheelers, although gas-powered two-wheelers can cover up to 300 km with a full tank of gas. </p>
<p>By understanding the battery needs of two-wheelers and projected battery costs – the other vitally important factor – one can get a better idea of when electric two-wheelers will be competitive with gas-powered vehicles. This means consumers can better evaluate when electric powered two-wheelers will meet their daily driving needs.</p>
<iframe src="https://jscalc.io/embed/2PMd0DE9kwqJcrno?autofocus=1" width="100%" height="500" frameborder="0" marginheight="0" marginwidth="-1" style="border: 1px solid rgba(0,0,0,0.5)"></iframe>
<p><em>Examining the trade-offs between different factors – price, battery range and average speed – gives engineers an idea of when electric two-wheelers will become a more compelling alternative to gas-powered scooters and motorcycles.</em></p>
<h2>The cost challenge</h2>
<p>To move, <a href="https://www.doi.org/10.1149/2.0671711jes">a vehicle has to resist three forces</a>: drag, or resistance from the wind; friction from the road; and inertia, or resistance to a change in speed. These factors all influence energy storage capacity – and thus battery size.</p>
<p>In an electric sedan or SUV, space and weight <a href="https://theconversation.com/mass-market-electric-pickup-trucks-and-suvs-are-on-the-way-107952">constrain the battery pack size</a>. But this is not a bottleneck for electric two-wheelers because their total storage needs are substantially lower, as they are smaller vehicles and carry less cargo.</p>
<p>The specific energy of commercial batteries, or the amount of energy stored relative to their weight, is generally improving. This has a significant impact on the driving range of <a href="https://theconversation.com/mass-market-electric-pickup-trucks-and-suvs-are-on-the-way-107952">larger electric vehicles</a>. But since the total energy capacity needs of two-wheelers are lower, this ongoing technical progress provides a negligible increase in driving range for a given scooter or motorcycle.</p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/NvaO3hP3i7w?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">A video describing the growing appeal of electric two-wheelers in China.</span></figcaption>
</figure>
<p>Of course, the cost of the battery pack matters, too. The average retail price for two-wheelers in India is <a href="https://www.pricedekho.com/bikes/scooter+bikes-price-list.html">US$1,000</a>. Currently, the battery pack cost is around <a href="https://data.bloomberglp.com/bnef/sites/14/2017/07/BNEF-Lithium-ion-battery-costs-and-market.pdf">$180/kWh</a> for small-volume markets, resulting in electric two-wheelers needing close to $500 for just the battery pack. </p>
<p>The general trend on <a href="https://about.bnef.com/blog/behind-scenes-take-lithium-ion-battery-prices/">battery prices is downward</a>, going at a rate few have predicted. The battery cell price broke the $100/kWh barrier in 2018 for high-volume markets, such as electric vehicles, and cost declines are expected to continue over the next decade. </p>
<h2>Electric micromobility</h2>
<p>There is a major push in India and China to drive adoption of electric two-wheelers. Electric two-wheeler sales reached 40 million last year, with <a href="https://www.wired.co.uk/article/why-electric-motor-scooters-are-leading-electric-vehicle-revolution-in-asia">China accounting for 90% of this</a>. India has launched a program called <a href="https://www.fame-india.gov.in/">FAME</a> to provide financial incentives for 86 different models of electric two-wheelers.</p>
<p>Given the small battery pack, electric two-wheelers can be charged easily from a regular wall socket. To explore these aspects, we worked with the CEO of electric scooter maker <a href="https://www.atherenergy.com/">Ather Energy</a> and the principal adviser to Indian policy think tank <a href="https://niti.gov.in/">NITI Aayog</a> to better understand charging in India. </p>
<p><a href="https://doi.org/10.1021/acsenergylett.9b02103">Data from Ather Energy</a> indicate that a large majority of electric two-wheeler owners tend to charge at home. Hence, a policy push toward establishing residential charging facilities, especially in large residential buildings like apartment complexes, would have a positive impact on adoption and utilization. </p>
<p>Advances in the performance metrics of batteries and cost reductions are spurring a revolution in micromobility in general. In addition to electric scooters, a market is emerging for electric mopeds, one-wheel scooters and skateboards, each with a range around 10-20 kilometers, or six to 12 miles. Vehicle trips under six miles are about 60% of total trips; in terms of person miles traveled, <a href="https://twitter.com/skorusARK/status/1030545329773600768">they make up only about 15%</a>, according an analysis from Ark Investment, citing U.S. government data.</p>
<p>Our analysis shows that there are three key trade-offs when it comes to engineering electric two-wheelers: battery pack storage capacity, which translates into driving range; the average speed of the drivers; and the cost per kilowatt-hour. Electric motor scooters are already being purchased by hundreds of thousands of consumers in Asia – there’s even an electric version of the <a href="https://www.autocarindia.com/bike-news/bajaj-chetak-to-be-sold-initially-through-ktm-showrooms-in-india-414663">iconic Indian scooter called the Bajaj Chetak</a>. Once manufacturers can make two-wheelers that achieve a range of 100 kilometers at a comparable price to gas-powered vehicles, we believe even more consumers will opt for the electric option. </p>
<p>[ <em>Deep knowledge, daily.</em> <a href="https://theconversation.com/us/newsletters?utm_source=TCUS&utm_medium=inline-link&utm_campaign=newsletter-text&utm_content=deepknowledge">Sign up for The Conversation’s newsletter</a>. ]</p><img src="https://counter.theconversation.com/content/124387/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Venkat Viswanathan is a consultant for Pratt & Whitney, Quantumscape, Revel Transit and Zunum Aero. He owns stock options at QuantumScape and Zunum Aero. His research group receives funding from Airbus A^3, Quantumscape, Zunum Aero, Volkswagen, Toyota Research Institute.
</span></em></p><p class="fine-print"><em><span>Shashank Sripad receives funding from Zunum Aero and Airbus A^3 to undertake research with Prof. Viswanathan as a Ph.D. Student at Carnegie Mellon University.</span></em></p>Electric cars gets lots of attention, but in the developing world, electric two-wheelers have the potential to spread quickly – if batteries continue to improve on performance and cost.Venkat Viswanathan, Associate Professor of Mechanical Engineering, Carnegie Mellon UniversityShashank Sripad, Ph.D. Candidate in Mechanical Engineering, Carnegie Mellon UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1251732019-10-16T11:48:28Z2019-10-16T11:48:28ZDyson car: electrifying transport needs a lot more than another high-end vehicle<figure><img src="https://images.theconversation.com/files/297317/original/file-20191016-98661-r9rdqw.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">
</span> <span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/bangkok-thailand-2018-january-2-tuk-786785059?src=0bjKOAIPb5BhJbyvWVof3w-1-2">Phantomm/Shutterstock</a></span></figcaption></figure><p>James Dyson’s decision to cancel <a href="https://www.bbc.co.uk/news/business-50004184">his electric car project</a> in Singapore can’t have been easy. His engineering company had devoted four years and millions of pounds to the vehicle’s development but has now decided it isn’t commercially viable. Perhaps there isn’t room for another would-be Tesla to challenge the established automotive industry with a novel electric car and leapfrog the challenges of manufacturing.</p>
<p>We feel personal sympathy, as one of us (Harry) was involved in the development of a “from scratch” <a href="https://www.todayonline.com/singapore/electric-taxi-prototype-launched-motor-show">electric taxi, EVA,</a> in Singapore from 2011 to 2014. Like Dyson’s car, the design also got shelved. The lesson was that new players typically lack the capital and manufacturing expertise needed to start a car production line and compete with existing manufacturers.</p>
<p>But there’s another important conclusion to be drawn from looking at the potential market for electric vehicles, specifically focusing on Southeast Asia. It goes to the heart of why successfully developing high-end cars isn’t going to be enough to electrify personal transport when the market gives so many reasons for the incumbent fossil fuel-based system to resist.</p>
<p>The vehicle market in Singapore has a big share of rather expensive cars, but its absolute volume is dwarfed by that of almost all larger neighbouring cities. Not only do cities like Jakarta, Manila and Bangkok have many more cars registered than Singapore. They also suffer more serious air pollution from their vehicle fleet. But that wouldn’t improve much even if all cars were electrified. </p>
<p>For example, in Bangkok, only 40% of roadside primary organic aerosol (POA) pollution stems from cars. The other <a href="https://www.nature.com/articles/ncomms4749#Sec7">60% comes from two-stroke engine scooters</a>, even though they use only around 10% of fuel sold. Each two-stroke engine in a scooter or three-wheeled tuk-tuk is <a href="http://discovermagazine.com/2008/may/21-two-strokes-and-youre-out">as harmful as 30 to 50 modern</a> petrol cars. This is because two-stroke engines mix lubrication oil <a href="https://science.howstuffworks.com/transport/engines-equipment/two-stroke6.htm">into the fuel</a>. It is the price paid for their simple construction and affordability. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=508&fit=crop&dpr=1 600w, https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=508&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=508&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=639&fit=crop&dpr=1 754w, https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=639&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/296978/original/file-20191014-135495-cq8vit.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=639&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">One two-stroke engine pollutes more than 30 petrol-based passenger cars.</span>
<span class="attribution"><span class="source">Energy Lancaster</span></span>
</figcaption>
</figure>
<p>This means that electrifying scooters and tuk-tuks would produce much higher improvements in air quality per vehicle than doing the same for comparatively clean cars. And given that these vehicles can easily run on today’s batteries, it should technically be an easy job to convert the fleet. <a href="https://www.wired.co.uk/article/why-electric-motor-scooters-are-leading-electric-vehicle-revolution-in-asia">China has achieved quite a lot in this sphere.</a></p>
<p>But other countries in Southeast Asia, where scooters have been around for generations and are part of the economy and culture, may require a systemic market change.</p>
<p>Owners of scooters, motorbikes and tuk-tuks rely on an important support network of businesses to provide fuel, maintenance and spare parts. Without such a support network in place, no shiny new vehicle can conquer a relevant market share. And if those who benefit from the current petrol-based transport system are left out, they have no incentives to support electrifying transport. </p>
<p>Anecdotally, a similar problem has already been seen in the power generation sector. Much effort has recently been made in communities not connected to a power grid to replace diesel generators with <a href="https://www.ekoenergy.org/solar-vs-diesel-why-solar-generators-should-power-rural-communities/">solar panels and batteries</a>. What sounds like a technical no-brainer can be hindered by unexpected circumstances: this technology does not come with many jobs for the local community after installation. The people who currently sell diesel, maintain the generators and sell the electricity would need another source of income. It seems likely those people understandably do little to support such a transition. </p>
<p>A <a href="https://rsa.tandfonline.com/doi/full/10.1080/2157930X.2012.664036#.XaYXH5NKhp9">systemic market change</a> that could drive electrification must learn from local entrepreneurs. It would have to address the challenge of higher capital costs for buying batteries and electric motors compared to two-stroke engines. And it would have to replace declining income from selling fuel and lubricant oil with other services such as battery charging or swapping. In China, the <a href="https://www.wired.co.uk/article/why-electric-motor-scooters-are-leading-electric-vehicle-revolution-in-asia">transition towards electric two-wheelers</a> was achieved by regulation in combination with local mass-manufacturing.</p>
<p>There are lessons here for manufacturers as well. Vehicles in the scooter class don’t need the latest generation of expensive <a href="https://theconversation.com/nobel-prize-in-chemistry-how-lithium-ion-battery-inventors-changed-the-world-125009">lithium ion batteries</a>. How much energy they can store is less important than the ability to easily exchange or even repair the batteries. Where possible, vehicle spare parts such as wheels or brakes should be identical to what is available in the respective local markets. </p>
<h2>Promising changes</h2>
<p>Some promising products such as an electric <a href="https://magnet.me/en-GB/company/tuk-tuk-factory">tuk-tuk</a> already exist. In Indonesia, <a href="https://theinsiderstories.com/indonesias-govt-prepares-electric-motorbike-regulations/">locally designed and built e-scooters</a> have started entering the market. Indonesia’s government has taken important regulatory measures, <a href="https://theconversation.com/indonesias-fuel-subsidy-cuts-prevented-even-worse-traffic-jams-82855">cutting fuel subsidies</a> while <a href="https://jakartaglobe.id/context/indonesias-first-locally-produced-electric-bike-turns-heads-at-iims-2019">creating incentives for domestic production of electric vehicles</a>.</p>
<p>In the Philippines, the large-scale roll-out of “<a href="https://www.doe.gov.ph/press-releases/scaled-down-e-trike-project-push-through-doe">e-trikes</a>” saw some delays, but it taught important lessons: don’t start too big, and make sure that an ecosystem is in place to support the new vehicle beyond the point of sale. </p>
<p>The challenge of electrifying the transport sector requires these kind of economic and sociological insights as much as technical ones. It needs industry to work with governments and banks in a concerted effort to replace billions of noisy and dirty engines. Local product design in combination with local manufacturing means a paradigm shift: the transformation of sheer markets for predominantly Japanese motorcycles into players in clean transport technology.</p><img src="https://counter.theconversation.com/content/125173/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Harry Hoster receives funding from The Faraday Institution and Innovate UK. He is a Fellow of the Royal Society of Chemistry. He supported two Lancaster students who won the James Dyson award 2018 for their O-Wind turbine.</span></em></p><p class="fine-print"><em><span>Katy Mason receives funding from the Department of Culture Media and Sport to investigate the making of markets in relation to emergent 5G technologies in rural settings, and from the Department for Business Energy and Industrial Strategy, to explore the potential for developing hydrogen markets in the Heysham and the North West.</span></em></p>Electrifying transport needs bigger changes than another high-end electric car.Harry Hoster, Director of Energy Lancaster and Professor of Physical Chemistry, Lancaster UniversityKaty Mason, Reader in Marketing, Markets and Management, Lancaster UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1202772019-08-22T12:36:33Z2019-08-22T12:36:33ZDon’t ban new technologies – experiment with them carefully<figure><img src="https://images.theconversation.com/files/284800/original/file-20190718-116586-1m4325e.jpg?ixlib=rb-1.1.0&rect=0%2C106%2C3968%2C2863&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">It's a mess, but is it all bad?</span> <span class="attribution"><a class="source" href="https://commons.wikimedia.org/wiki/File:Scooters_on_the_sidewalk.jpg">EHFXC/Wikimedia Commons</a>, <a class="license" href="http://creativecommons.org/licenses/by-sa/4.0/">CC BY-SA</a></span></figcaption></figure><p>For many years, Facebook’s internal slogan was “<a href="https://www.wired.com/2014/04/zuckerberg-f8-interview/">move fast and break things</a>.” And that’s what the company did – along with most other Silicon Valley startups and the venture capitalists who fund them. Their general attitude is one of asking for forgiveness after the fact, rather than for permission in advance. Though this can allow for some bad behavior, it’s probably the right attitude, philosophically speaking.</p>
<p>It’s true that the try-first mindset has frustrated the public. Take the Lime scooter company, for instance. The company launched its scooter sharing service in multiple cities <a href="https://www.vox.com/2018/8/30/17690056/scooters-bird-lime-san-francisco-santa-monica-permits-uber-lyft">without asking permission</a> from local governments. Its electric scooters <a href="https://www.latimes.com/local/lanow/la-me-ln-bird-scooter-vandalism-20180809-story.html">don’t need base stations or parking docks</a>, so the company and its <a href="https://www.npr.org/2018/07/28/631812255/scooters-sidewalk-nuisances-or-the-future-of-public-transportation">customers can leave them anywhere</a> for the next person to pick up – even if that’s <a href="https://www.washingtonpost.com/business/economy/pedestrians-and-e-scooters-are-clashing-in-the-struggle-for-sidewalk-space/2019/01/11/4ccc60b0-0ebe-11e9-831f-3aa2c2be4cbd_story.html">in the middle of a sidewalk</a>. This <a href="https://arstechnica.com/tech-policy/2018/11/bird-sues-beverly-hills-argues-it-cant-ban-e-scooters-even-for-6-months/">general disruption</a> has led to <a href="https://wtop.com/dc/2019/06/dc-council-proposes-legislation-to-set-boundaries-on-e-scooter-companies/">calls to ban the scooters</a> in <a href="https://newschannel9.com/news/local/mayor-briley-decides-to-ban-electric-scooters-in-nashville">cities around the country</a>.</p>
<p>Scooters are not alone. <a href="https://qz.com/1084981/map-all-the-places-where-uber-is-partially-or-fully-banned/">Ridesharing services</a>, <a href="https://www.bloomberg.com/news/articles/2018-03-27/uber-s-autonomous-cars-suspended-by-arizona-after-fatal-crash">autonomous cars</a>, <a href="https://issues.org/perspective-should-artificial-intelligence-be-regulated/">artificial intelligence systems</a> and <a href="https://arstechnica.com/tech-policy/2019/03/sorry-amazon-philadelphia-bans-cashless-stores/">Amazon’s cashless stores</a> have also all been targets of bans (or proposed bans) in different states and municipalities before they’ve even gotten off the ground.</p>
<p>What these efforts have in common is what <a href="https://scholar.google.com/citations?user=6pDPD_gAAAAJ&hl=en">philosophers like me</a> call the “<a href="https://doi.org/10.1017/CBO9781139939652">precautionary principle</a>,” the idea that new technologies, behaviors or policies should be banned until their supporters can demonstrate that they will not result in any significant harms. It’s the same basic idea Hippocrates had in ancient Greece: Doctors should “<a href="https://www.health.harvard.edu/blog/first-do-no-harm-201510138421">do no harm</a>” to patients. </p>
<p>The precautionary principle entered the political conversation <a href="http://lawdigitalcommons.bc.edu/iclr/vol14/iss1/2">in the 1980s</a> in the context of environmental protection. Damage to the environment is hard – if not impossible – to reverse, so it’s prudent to seek to prevent harm from happening in the first place. But as I see it, that’s not the right way to look at most new technologies. New technologies and services aren’t creating irreversible damage, even though they do generate some harms.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/284805/original/file-20190718-116543-t7i244.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Environmental pollution is so harmful and hard to clean up that precautions are useful.</span>
<span class="attribution"><a class="source" href="https://www.shutterstock.com/image-photo/lahad-datusabahmalaysia-taken-on-8-jjune-1453585367">imrankadir/Shutterstock.com</a></span>
</figcaption>
</figure>
<h2>Precaution has its place</h2>
<p>As a general concept, the precautionary principle is essentially conservative. It allows existing technologies, even if new ones – the ones that face preemptive bans – are safer overall. </p>
<p>This approach also runs counter to the most basic idea of liberalism, in which people are <a href="https://www.archives.gov/founding-docs/declaration">broadly allowed to do what they want</a>, unless there’s a rule against it. This is limited only when our right to free action <a href="https://quoteinvestigator.com/2011/10/15/liberty-fist-nose/">interferes with someone else’s rights</a>. The precautionary principle reverses this, banning people from doing what they want, unless it is specifically allowed.</p>
<p>The precautionary principle makes sense when people are talking about some issues, like the environment or public health. It’s easier to avoid the problems of air pollution or dumping trash in the ocean than trying to clean up afterward. Similarly, giving children drinking water that’s contaminated with lead has effects that aren’t reversible. The children simply must <a href="https://www.who.int/ceh/publications/leadguidance.pdf">deal with the health effects of their exposure</a> for the rest of their lives.</p>
<p>But as much of a nuisance as dockless scooters might be, they aren’t the same as poisoned water. </p>
<h2>Managing the effects</h2>
<p>Of course, dockless scooters, autonomous cars and a whole host of new technologies do generate real harms. A Consumer Reports investigation in early 2019 found <a href="https://www.consumerreports.org/product-safety/e-scooter-ride-share-industry-leaves-injuries-and-angered-cities-in-its-path/">more than 1,500 injuries from electric scooters</a> since the dockless companies were founded. That’s in addition to the more common nuisance of having to step over <a href="https://www.latimes.com/opinion/readersreact/la-ol-le-lime-bird-ant-scooters-20180818-story.html">scooters carelessly left</a> in the middle of the sidewalk – and the difficulties <a href="https://pilotonline.com/life/social-issues/article_d6f87e76-9cbd-11e9-a085-53857d29dd05.html">people using wheelchairs</a>, crutches, strollers or walkers may have in getting around them.</p>
<p>Those harms are not nothing, and can help motivate arguments for banning scooters. After all, they can’t hurt anyone if they’re not allowed. What’s missing from those figures, however, is how many of those people riding scooters would have gotten into a car instead. Cars are <a href="https://www.nsc.org/road-safety/safety-topics/fatality-estimates">far more dangerous</a> and far worse for the environment.</p>
<p>Yet the precautionary principle isn’t right for cars, either. As the number of <a href="https://theconversation.com/helping-autonomous-vehicles-and-humans-share-the-road-68044">autonomous cars</a> on the road climbs, they’ll be involved in an <a href="https://theconversation.com/after-fatality-autonomous-car-development-may-speed-up-63488">increasing number of crashes</a>, which will no doubt get lots of media attention.</p>
<p>It is worth keeping in mind that autonomous cars will have been a <a href="https://theconversation.com/redefining-safety-for-self-driving-cars-87419">wild technology success</a> even if they are in millions of crashes every year, so long as they improve on the <a href="https://www.iii.org/fact-statistic/facts-statistics-highway-safety">6.5 million crashes and 1.9 million people</a> who were seriously injured in a car crash in 2017.</p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/alnDYYwAs74?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">A look at the precautionary principle in environmental regulation.</span></figcaption>
</figure>
<h2>Disruption brings benefits too</h2>
<p>It may also be helpful to remember that dockless scooters and ridesharing apps and any other technology that displaces existing methods can really only become a nuisance if a lot of people use them – that is, if many people find them valuable. Injuries from scooters, and the number of scooters left lying around, have increased because the <a href="https://nacto.org/shared-micromobility-2018/">number of people using them has skyrocketed</a>. Those 1,500 reported injuries are <a href="https://nacto.org/shared-micromobility-2018/">from 38.5 million rides</a>.</p>
<p>This is not, of course, to say that these technologies and the firms that produce them should go unregulated. Indeed, a number of these firms have behaved quite poorly, and have legitimately created some harms, which should be regulated. </p>
<p>But instead of preemptively banning things, I suggest continuing to rely on the standard approach in the liberal tradition: See what kinds of harms arise, handle the early cases via the court system, and then consider whether a pattern of harms emerges that would be better handled upfront by a new or revised regulation. The <a href="https://www.cpsc.gov/">Consumer Product Safety Commission</a>, which looks out for dangerous consumer goods and holds manufacturers to account, is an example of this.</p>
<p>Indeed, laws and regulations already cover littering, abandoned vehicles, negligence and assault. New technologies may just introduce new ways of generating the same old harms, ones that are already reasonably well regulated. Genuinely new situations can of course arise: <a href="https://www.nytimes.com/2019/05/14/us/facial-recognition-ban-san-francisco.html">San Francisco’s ban on municipal use of facial recognition technologies</a> may well be sensible, as people quite reasonably can democratically decide that the state shouldn’t be able to track their every move. People might well decide that companies shouldn’t be able to either.</p>
<p>Silicon Valley’s CEOs aren’t always <a href="https://theconversation.com/what-the-google-gender-manifesto-really-says-about-silicon-valley-82236">sympathetic characters</a>. And “disruption” really can be <a href="https://www.theguardian.com/commentisfree/2019/jun/19/tim-cook-if-youve-built-a-chaos-factory-you-cant-dodge-responsibility-for-the-chaos">disruptive</a>. But liberalism is about innovation and experimentation and finding new solutions to humanity’s problems. Banning new technologies – even ones as trivial as dockless scooters – embodies a conservatism that denies that premise. A lot of new ideas aren’t great. A handful are really useful. It’s hard to tell which is which until we try them out a bit.</p><img src="https://counter.theconversation.com/content/120277/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Ryan Muldoon does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.</span></em></p>New technologies and services aren’t creating irreversible damage, even though they do generate some harms. Preemptive bans would stifle innovation and block potential solutions to real problems.Ryan Muldoon, Associate Professor of Philosophy, University at BuffaloLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1211662019-08-02T12:01:25Z2019-08-02T12:01:25ZAre shared e-scooters good for the planet? Only if they replace car trips<figure><img src="https://images.theconversation.com/files/286144/original/file-20190729-43145-bagpr5.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">E-scooters ready for action in Santiago, Chile.</span> <span class="attribution"><span class="source">Jeremiah Johnson</span>, <a class="license" href="http://creativecommons.org/licenses/by-nd/4.0/">CC BY-ND</a></span></figcaption></figure><p>Shared dockless electric scooters, or e-scooters, transport riders over short distances in cities. Ride share companies promote them as an <a href="https://www.li.me/about-us">environmentally friendly choice</a> that <a href="https://www.bird.co/impact/">reduces dependence on cars</a>.</p>
<p>To properly assess these claims, it’s important to consider all relevant environmental factors, including the materials and energy required to manufacture scooters, the impacts of collecting them daily for charging and redistributing, and the electricity that charges their batteries. </p>
<p>I study <a href="https://scholar.google.com/citations?user=ILteTxGUH0AC&hl=en">methods for assessing environmental impacts</a> of products and materials. In a newly published study, I show that e-scooter programs <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ab2da8">may have larger total environmental impacts</a> than the transportation modes they displace. But if cities update their policies and mobility companies tweak some of their practices, there are opportunities to make e-scooters a greener option.</p>
<h2>The electric scooter boom</h2>
<p>Anyone who lives in a city or near a college campus has probably seen e-scooters. Designed for short-distance travel, these devices have a small electric motor and deck on which a single person stands. Ride share companies such as <a href="https://www.bird.co/">Bird</a> and <a href="https://www.li.me/">Lime</a> rent out scooters by the minute, and riders leave them at their final destination to be claimed by the next user or picked up later for charging. </p>
<p>In 2017 these programs were rare, but in 2018 riders took an estimated <a href="https://techcrunch.com/2019/04/17/shared-electric-scooter-rides-accounted-for-45-8-percent-of-all-micromobility-trips-in-2018/">38.5 million trips on e-scooters</a>. These devices fill a singular niche for some people, solving the “<a href="https://medium.com/the-stigo-blog/the-last-mile-the-term-the-problem-and-the-odd-solutions-28b6969d5af8">last mile problem</a>” – the last leg of a trip, which sometimes can be the most difficult, since it may mean walking home from a bus stop or train station. Scooters are an alternative to driving and parking a personal automobile, and often are cheaper than a taxi or Uber.</p>
<h2>“Your ride was carbon free” – really?</h2>
<p>The transportation sector generates <a href="https://www.epa.gov/ghgemissions/inventory-us-greenhouse-gas-emissions-and-sinks">nearly one-third</a> of U.S. greenhouse gas emissions and a large share of <a href="https://www.epa.gov/transportation-air-pollution-and-climate-change/smog-soot-and-local-air-pollution">smog and asthma-inducing pollutants</a>. With no tailpipes to spew emissions, it would be easy to assume that shared e-scooters are an environmentally preferable option. E-scooter companies often tout the environmental benefits of their “carbon-free” and “earth-friendly” rides. </p>
<figure class="align-right zoomable">
<a href="https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=45&auto=format&w=237&fit=clip" srcset="https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=318&fit=crop&dpr=1 600w, https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=318&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=318&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=400&fit=crop&dpr=1 754w, https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=400&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/286136/original/file-20190729-43122-1l9f50t.png?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=400&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Screen shot from an e-scooter user’s smart phone at the end of a ride.</span>
<span class="attribution"><a class="license" href="http://creativecommons.org/licenses/by-nd/4.0/">CC BY-ND</a></span>
</figcaption>
</figure>
<p>To support these claims, <a href="https://www.theverge.com/2018/10/9/17955308/lime-bike-scooter-carbon-free-neutral-sustainable">Lime has pledged</a> to purchase <a href="https://www.nrel.gov/analysis/green-power.html">renewable energy credits</a> to cover the electricity it uses for charging and carbon offsets for their operations. Bird <a href="https://www.bird.co/blog/renewable-energy-credits-and-carbon-offsets/">purchases renewable energy credits and carbon offsets</a> to cover electricity and scooter pick-up and drop-off.</p>
<figure class="align-right zoomable">
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<span class="caption">Environmental claim from Bird’s web site.</span>
<span class="attribution"><a class="license" href="http://creativecommons.org/licenses/by-nd/4.0/">CC BY-ND</a></span>
</figcaption>
</figure>
<p>However, claims of a full carbon-free ride don’t hold up when all of the actions required to have an e-scooter ready, at the right location and charged for use are considered. With North Carolina State University engineering students <a href="https://www.linkedin.com/in/joe-hollingsworth-58347350/">Joseph Hollingsworth</a> and <a href="https://www.linkedin.com/in/brenna-copeland-661220176/">Brenna Copeland</a>, I turned to a life cycle approach to fill in the gaps. </p>
<h2>Hidden impacts</h2>
<p>Chinese electronics company <a href="https://qz.com/1257198/xiaomi-makes-the-bird-and-spin-scooters-taking-over-san-francisco/">Xiaomi</a> manufactures many of the e-scooters used in the United States. To understand what materials go into each scooter, we took one apart and inventoried the 13 pounds of aluminum, 2.5-pound lithium-ion battery, electric motor and various plastic and steel parts. </p>
<p>Manufacturing these scooters and other electronic products has effects at the mine site, the smelter and the factory. For e-scooters, we calculated that these production impacts <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ab2da8">often exceed half of the total impacts</a> caused by each mile of travel on a scooter. </p>
<p>Shipping e-scooters from China to the U.S., however, has a trivial effect, thanks to the efficiency of the global transportation network. </p>
<figure class="align-right zoomable">
<a href="https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=237&fit=clip" srcset="https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=800&fit=crop&dpr=1 600w, https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=800&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=800&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=1005&fit=crop&dpr=1 754w, https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=1005&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/286138/original/file-20190729-43145-141eikm.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=1005&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">North Carolina State University students Joseph Hollingsworth and Brenna Copeland disassemble an e-scooter to create a material inventory.</span>
<span class="attribution"><span class="source">Jeremiah Johnson</span>, <a class="license" href="http://creativecommons.org/licenses/by-nd/4.0/">CC BY-ND</a></span>
</figcaption>
</figure>
<p>E-scooter companies <a href="https://www.npr.org/2019/03/13/701130673/who-charges-all-those-electric-scooters-follow-a-nocturnal-juicer">employ independent contractors</a> to collect, charge and redistribute the scooters to desirable locations. Lime calls these folks Juicers. Their counterparts at Bird are Chargers, and they distribute the fully charged scooters into Nests. </p>
<p>These collectors typically drive their personal automobiles to round up as many scooters as they can, then charge them at home and return them the next day. The logistics are not optimized, which leads to unnecessary driving on the hunt for scooters. We found that this mileage can generate over 40% of the total environmental impacts of e-scooter use.</p>
<p>In contrast, powering e-scooters requires relatively little energy. Charging a fully depleted e-scooter battery uses about as much electricity as running an average clothes dryer for five minutes. And most e-scooter batteries are nowhere near fully depleted when picked up, particularly in cities that require companies to remove scooters from the streets each night. In Raleigh, we found that about one out of six scooters were over 95% charged at the end of the day, but were still picked up for nightly charging. </p>
<figure>
<iframe width="440" height="260" src="https://www.youtube.com/embed/jVV_2d8aARw?wmode=transparent&start=0" frameborder="0" allowfullscreen=""></iframe>
<figcaption><span class="caption">Vancouver’s plan to achieve carbon-free transportation by 2050 includes urban design and mobility pricing as well as vehicle choices.</span></figcaption>
</figure>
<h2>Other ways to get there</h2>
<p>It is important to consider what e-scooters are displacing when quantifying their relative effects on the environment. Surveys show that about one-third of e-scooter rides <a href="https://www.portlandoregon.gov/transportation/article/700917">replace automobile use</a>, while nearly half of scooter users would have walked or biked instead. About 10% would have taken public transit, and the remaining 7% or 8% would not have made the trip at all. </p>
<p>Our study found that driving a car is almost always less environmentally friendly than using an e-scooter. When only one-third of e-scooter rides displace automobile travel, then the use of e-scooters likely increases overall transportation emissions by drawing people away from walking, biking or taking public transit. However, if e-scooters were to displace car rides half the time, we would expect them to be a net win for the environment on average.</p>
<h2>Lightening scooters’ footprint</h2>
<p>Our research highlights several ways to make these scooters more sustainable. Using e-scooters that are <a href="https://www.theverge.com/2019/5/8/18535698/bird-one-electric-scooter-ride-share-own-price">designed to be more durable</a> can reduce environmental impacts from the materials used to build them on a per-mile traveled basis. Improving collection and distribution processes could reduce driving distances, and companies could use more fuel-efficient vehicles to collect the scooters. For their part, cities could allow scooters to be left out overnight and only picked up when their batteries are depleted. </p>
<p>For now, however, a scooter ride that doesn’t replace a car trip is unlikely to be a net win for the planet.</p>
<p>[ <em><a href="https://theconversation.com/us/newsletters?utm_source=TCUS&utm_medium=inline-link&utm_campaign=newsletter-text&utm_content=expertise">Expertise in your inbox. Sign up for The Conversation’s newsletter and get a digest of academic takes on today’s news, every day.</a></em> ]</p><img src="https://counter.theconversation.com/content/121166/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Jeremiah Johnson receives funding from the U.S. National Science Foundation and the Department of Energy.</span></em></p>Shared e-scooter programs may seem like a green way to get around, but these small vehicles can have big environmental footprints.Jeremiah Johnson, Associate Professor of Environmental Engineering, North Carolina State UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1195382019-07-03T19:58:52Z2019-07-03T19:58:52ZWe subscribe to movies and music, why not transport?<figure><img src="https://images.theconversation.com/files/282385/original/file-20190703-126340-1nbm3rd.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C5991%2C3988&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">It won't be long before many cities find life without a car even easier, and possibly even cheaper. </span> <span class="attribution"><span class="source">Shutterstock</span></span></figcaption></figure><p>Many mainstays in our lives – phones, personal music libraries and movies – began as pay-as-you-go services. But subscription services are starting to rule, from iTunes shifting to Apple Music, and “all-you-can-watch” subscriptions to the Netflix catalogue. </p>
<p>It should be no surprise subscription services have been <a href="https://www.abc.net.au/news/2019-02-22/the-growing-subscription-economy-spells-big-bucks-for-business/10822420">growing fast</a>, with an estimated market share of US$420 billion in the US in 2015. And growth rates are increasing, with predicted revenue increases of 22% across the market in 2019. </p>
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<em>
<strong>
Read more:
<a href="https://theconversation.com/uber-in-the-air-flying-taxi-trials-may-lead-to-passenger-service-by-2023-118681">Uber in the air: flying taxi trials may lead to passenger service by 2023</a>
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<p>It’s time transport became the next home for subscription services. This shift may have already begun with subscriber-based e-scooters in Brisbane and global growth in Mobility as a Service (MaaS), which connects multiple modes of transport under one app.</p>
<p>It won’t be long before many cities find life without a car even easier, and possibly even cheaper. </p>
<h2>Is transport ready for subscriptions?</h2>
<p>Few people realise they already have a version of transport subscription. Car drivers pay annual fees for registration, insurance and financing. Sure, they pay for fuel, but they might be encouraged to drive less often if they had to weigh the cost of each car trip in terms of fees. </p>
<p>Other than toll roads, Australia has no road or congestion-pricing – a surcharge for drivers who use roads at busy times. So this high “subscription” cost of car ownership encourages more driving to reduce per-kilometre costs.</p>
<p>Public transport, on the other hand, is usually pay-as-you-go in Australia – periodical tickets <a href="https://www.lifehacker.com.au/2014/08/reminder-you-have-less-than-a-month-to-buy-a-yearly-nsw-trains-ticket-before-opal-takes-over/">have been removed</a> in some states, with the introduction of contactless cards. </p>
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<strong>
Read more:
<a href="https://theconversation.com/driverless-cars-once-theyre-on-the-road-human-drivers-should-be-banned-118293">Driverless cars: once they're on the road, human drivers should be banned</a>
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<p>The costs of each trip are consciously calculated and there is little reward for a transit user’s loyalty to an operator. In fact, more travel leads to greater costs, and therefore discourages riders from using the service. It’s hard to imagine bingeing an entire season on Netflix if you have to pay for each episode.</p>
<p>Subscription to transport services would encourage use and promote riders to commit to more sustainable options. </p>
<p>Weekly or monthly ticketing is a start, and bundling more modes, for instance ride-sharing or bike-hire, would not be difficult to imagine. </p>
<h2>Brisbane’s e-scooter scene sees transport moving to subscription services</h2>
<p>Brisbane has been at the forefront of recent transport revolutions, hosting the largest and most successful e-scooter sharing trial in Australia. And soon, the city’s e-scooter scene will become a natural experiment in whether subscription services can outcompete pay-as-you-go services. </p>
<p>Last year, Lime Scooters launched more than <a href="https://www.brisbanetimes.com.au/national/queensland/brisbane-city-council-awards-contract-to-new-e-scooter-company-20190625-p5213g.html">700 dockless electric scooters</a> on the city’s streets on a pay-as-you-go basis. </p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/limes-not-lemons-lessons-from-australias-first-e-scooter-sharing-trial-108924">Limes not lemons: lessons from Australia’s first e-scooter sharing trial</a>
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<p>During the trial, Lime was extremely profitable, with Brisbane being one of fastest cities in the world to reach 1 million rides in <a href="https://www.brisbanetimes.com.au/national/queensland/dozens-of-lime-scooter-helmets-stolen-every-day-in-brisbane-20190516-p51o0b.html">less than six months</a> of deployment. But they now face stiff competition.</p>
<p>Brisbane City Council decided to create an <a href="https://www.brisbanetimes.com.au/national/queensland/brisbane-city-council-awards-contract-to-new-e-scooter-company-20190625-p5213g.html">e-scooter duopoly</a> to foster competition, leading the company Neuron to join Lime in providing e-scooter services in the city. We expect Neuron to launch in Brisbane in the coming month or two. </p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=374&fit=crop&dpr=1 600w, https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=374&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=374&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=470&fit=crop&dpr=1 754w, https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=470&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/282383/original/file-20190703-126345-161kba0.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=470&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Pay-as-you-go e-scooter company, Lime, is facing stiff competition from the subscriber-based e-scooter company, Neuron, in Brisbane. Which model will win?</span>
<span class="attribution"><span class="source">Juan Carlos Cardenas/EPA</span></span>
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<p>These two companies have important <a href="https://www.brisbanetimes.com.au/national/queensland/orange-scooters-a-next-generation-arrival-on-brisbane-streets-20190628-p5228y.html">differences in operational and pricing models</a>. </p>
<p>Lime offers traditional pay-as-you-go scooter hiring. This worked well when Lime was the only choice in town. But Neuron is breaking new ground by offering weekly and monthly subscriptions in addition to per-trip payment options.</p>
<p>As Lime already has an established customer base, they should start strongly. Time will tell if Neuron’s subscription model will win out and if consumers are loyal enough to pay an up-front fee to gain greater access to scooters.</p>
<h2>The subscription model of ‘Mobility-as-a-Service’ is being embraced globally</h2>
<p>Neuron’s subscription model signals a greater change in how we might pay for transport services in future. </p>
<p>Australian transport authorities, like those abroad, are almost all working feverishly on opportunities to provide <a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">Mobility as a Service</a> (MaaS). This means they’re creating a single-platform journey planner and ticket purchasing marketplace for customers who use many different modes of transport. </p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">For Mobility as a Service (MaaS) to solve our transport woes, some things need to change</a>
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<p>The aim is to provide seamless connections between transport modes for a single journey, giving each user tailored routes and transport options (whether ride-hailing, an e-scooter, a council-bus or a ferry, in whatever combination) for their journey.</p>
<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=400&fit=crop&dpr=1 600w, https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=400&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=400&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=503&fit=crop&dpr=1 754w, https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=503&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/282384/original/file-20190703-126396-ffoxbm.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=503&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">Australia should adopt a MaaS model, paying for all kinds of transport services with one subscription.</span>
<span class="attribution"><span class="source">Shutterstock</span></span>
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</figure>
<p>MaaS will house these options under one roof. Easy payments on one app are a start. Subscriptions will then “lock-in” users to a grab-bag of these services. For instance, offering all your public transport in certain zones, plus a month’s worth of short e-scooter rides, a set number of bike-share trips and ride-hailing kilometres. </p>
<p>The hope is this will make alternatives to private car use irresistible. </p>
<p>A Helsinki start-up, Whim, is already <a href="https://www.citylab.com/perspective/2018/10/helsinkis-maas-app-whim-is-it-really-mobilitys-great-hope/573841/">doing this</a> by providing subscription services to public transport, city bikes, taxis and rental cars. Grab, in Southeast Asia, innovated a new payment ecosystem offering both ride-hailing and deliveries (like combining Uber and UberEats). This is just the beginning.</p>
<p>For Australians, MaaS may still be on the distant horizon, but subscription scooter services may be a sign of how we will soon approach mobility.</p><img src="https://counter.theconversation.com/content/119538/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Benjamin Kaufman is affiliated with the Griffith Cities Research Institute where he studies demand responsive transport and its impacts on social equity. His funding comes partially from the Queensland Department of Transport and Main Roads through the Transport Academic Partnership.</span></em></p><p class="fine-print"><em><span>Abraham Leung receives funding from the Australian Research Council, the Queensland Government Department of Transport and Main Roads, the Motor Accident and Insurance Commission, Transport for NSW, Gold Coast City Council and Queensland Airports Limited.</span></em></p>From Apple Music to Netflix, subscription services are on the rise. It’s time transport followed suit.Benjamin Kaufman, PhD Scholar in Transport, Griffith UniversityAbraham Leung, Research Fellow, Griffith UniversityLicensed as Creative Commons – attribution, no derivatives.tag:theconversation.com,2011:article/1174102019-06-26T20:23:44Z2019-06-26T20:23:44ZCompetition for the kerb is rising, and cities are going to have to manage it<figure><img src="https://images.theconversation.com/files/280641/original/file-20190621-149831-1rhctqg.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=496&fit=clip" /><figcaption><span class="caption">Taxis have traditionally competed for kerbside space in our cities, but they now have many new competitors.</span> <span class="attribution"><span class="source">Neil Sipe</span>, <span class="license">Author provided</span></span></figcaption></figure><p>In case you missed it, 2018 was designated the <a href="https://mobilitylab.org/2018/06/08/managing-the-chaos-of-the-21st-century-curb/">Year of the Kerb</a> by Sabrina Sussman, <a href="https://www.zipcar.com/">Zipcar’s</a> public partnerships manager. This is because competition for limited kerb space has been increasing over the past few years, particularly in cities. </p>
<p>The kerb is the place that provides “access” between the street and the footpath. The definition tends to include the lane beyond the kerb that is used for car parking, bus stops, taxi pickups and dropoffs, and loading and unloading goods. </p>
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Read more:
<a href="https://theconversation.com/the-battle-to-be-the-amazon-or-netflix-of-transport-103351">The battle to be the Amazon (or Netflix) of transport</a>
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<p>But kerb competition is increasing from a range of new users including: car sharing, ride sharing, e-scooter share, bike share and e-bike share, food delivery, online order deliveries and, in coming years, autonomous vehicles.</p>
<p>And this increasing focus on the kerb is highlighted in recent reports by the <a href="https://www.ite.org/technical-resources/topics/complete-streets/curbside-management-resources/">Institute of Traffic Engineers</a>, the <a href="https://www.itf-oecd.org/shared-use-city-managing-curb-0">International Transport Forum</a> and North America’s National Association of City Transportation Officials (<a href="https://nacto.org/tsdg/curb-appeal-whitepaper">NACTO</a>).</p>
<p>With this range of new users, cities need to rethink how they manage this contested real estate. Without better kerb management, cities will face increased congestion on local streets from vehicles circulating to access the kerb and on footpaths from a range of shared mobility devices.</p>
<p>One change cities will need to make to accommodate these new users is to repurpose kerb space, which has traditionally been used for parking, to other uses. This change will most likely have a significant financial impact. </p>
<p><a href="https://www.wired.com/story/city-planning-curbs/">One survey</a> of the 25 largest US cities found parking-related revenues totalled US$5 billion in 2016, or about US$129 per person. While repurposing kerb space will not affect all of this revenue, it will have an impact on city budgets. To minimise this impact, cities will need to think about if, and how, to charge new users of kerb space.</p>
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Read more:
<a href="https://theconversation.com/of-all-the-problems-our-cities-need-to-fix-lack-of-car-parking-isnt-one-of-them-116179">Of all the problems our cities need to fix, lack of car parking isn't one of them</a>
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<h2>To manage kerbs, first identify the uses</h2>
<p>The City of Seattle is one of the leaders in kerb management. The city categorised kerb use into six key functions: </p>
<ol>
<li>mobility for travel lanes, bike lanes and bus lanes</li>
<li>access for people using bus stops, bike parking and loading zones</li>
<li>access for commerce to deliver goods</li>
<li>activation for <a href="https://theconversation.com/people-love-parklets-and-businesses-can-help-make-them-happen-87172">small parks</a>, food trucks and public art</li>
<li>greening for plantings, rain gardens and bio-swales</li>
<li>storage for parking, bus layovers and construction.</li>
</ol>
<p>One of the first in-depth analyses of the kerb was in San Francisco. As part of <a href="https://www.fehrandpeers.com/wp-content/uploads/2019/01/SF_Curb_Study_2018-10-19_web-download.pdf">this 2018 study</a>, commissioned in 2018 by Uber Technologies, the consultants (Fehr and Peers) developed a Curb Productivity Index (CPI). The index considered three things to compare productivity of kerb use.</p>
<ol>
<li>number of passengers using kerb space by mode</li>
<li>time period the activity was observed</li>
<li>total space dedicated to that use. </li>
</ol>
<h2>How to calculate kerb productivity</h2>
<p>The CPI is a useful way of quantifying the various competing uses for the kerb. </p>
<p>It’s calculated by dividing the amount of activity by the amount of space used, multiplied by the unit of time. For example, the CPI for a bus stop that uses 45 metres of kerb for 250 arriving and departing passengers over four hours would be: 250 passengers/(45 metres x 4 hours), or 1.39 passengers/metre-hours. </p>
<p>Alternatively, the CPI for a car space that uses five metres of kerb that services two passengers over four hours would be: 2 passengers/(5 metres x 4 hours), or 0.1 passengers/metre-hours. </p>
<p>The CPI shows a bus stop is 13.9 times (1.39/0.1) more productive than a car park. </p>
<p>This analysis of usage data provides some rigour in developing a kerb management plan.</p>
<h2>Base management on ‘measurement over myth’</h2>
<p>As a way forward, <a href="https://www.fehrandpeers.com/wp-content/uploads/2019/01/SF_Curb_Study_2018-10-19_web-download.pdf">Fehr and Peer recommend</a> a management strategy with three components:</p>
<ol>
<li>relocation of existing kerb uses to other areas</li>
<li>conversion, which involves eliminating some current uses and replacing them with new uses</li>
<li>flexibility, so kerb uses change depending on the time of day. </li>
</ol>
<p>Trials of flexible kerb management are under way in Washington DC, San Francisco and Fort Lauderdale.</p>
<p>In changing how the kerb is managed, the <a href="https://nacto.org/tsdg/curb-appeal-whitepaper/">2018 report</a> from North America’s National Association of City Transportation Officials recommends a “measurement over myth” strategy when converting parking to other uses. </p>
<p>Surveys on arrival mode consistently show public transport and active travel modes deliver more customers to adjacent businesses than private motor vehicles. <a href="https://www.torontocycling.org/uploads/1/3/1/3/13138411/cycling_economies_eglinton_final.pdf">Before-and-after studies</a> confirm that replacing parking with public transport or bike lanes increases sales for area businesses. </p>
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Read more:
<a href="https://theconversation.com/do-the-sums-bicycle-friendly-changes-are-good-business-58213">Do the sums: bicycle-friendly changes are good business</a>
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<figure class="align-center zoomable">
<a href="https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img alt="" src="https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" srcset="https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/280649/original/file-20190621-149810-6ulvn4.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px"></a>
<figcaption>
<span class="caption">To manage the conflicting needs of car and bike users for roadside space, San Jose has created kerbside bike lanes separated from the road by car parking.</span>
<span class="attribution"><a class="source" href="https://www.flickr.com/photos/willbuckner/45885808941">Will Buckner/Flickr</a>, <a class="license" href="http://creativecommons.org/licenses/by/4.0/">CC BY</a></span>
</figcaption>
</figure>
<p>While new mobility startups are part of the reason cities need to develop kerb management plans, other startups are developing new ways to manage this increasingly contested space. Some of these new companies include:</p>
<ul>
<li><a href="https://www.coord.co/post/open-curbs-the-first-open-data-multi-city-platform-to-unlock-curbs">Open Curbs</a> from <a href="https://www.coord.co/">Coord</a>, a spin-off of <a href="https://www.sidewalklabs.com/">Sidewalk</a>, that provides wheelchair cuts, fire hydrants, bus stops and other physical kerb assets</li>
<li><a href="https://www.populus.ai/">Populus</a>, a San Francisco transport company that has developed a mobility manager that provides data on e-scooter and e-bike share parking data</li>
<li>Remix, which has developed the <a href="https://www.remix.com/new-mobility">New Mobility tool</a> to analyse and visualise data-streaming feeds. </li>
</ul>
<p>These startups have raised millions of dollars, due in part to the recognised value of the kerb.</p>
<p>Cities need to make the transition from parking cities to pickup/dropoff cities and to flexible cities. For this to happen, cities will need to think strategically about how to manage their kerbs with the emergence of new users and new mobility management options. </p>
<p>One of the first steps in this transition is for cities to ensure data standards and data-sharing arrangements are established as part of the basis for giving new users permission to access the kerb. </p>
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<p>
<em>
<strong>
Read more:
<a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">For Mobility as a Service (MaaS) to solve our transport woes, some things need to change</a>
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<img src="https://counter.theconversation.com/content/117410/count.gif" alt="The Conversation" width="1" height="1" />
<p class="fine-print"><em><span>Neil Sipe receives funding from the Australian Research Council and the Myer Foundation. </span></em></p>Cities must manage all the competing uses for limited roadside space to avoid congestion and maximise efficiency. And that begins with reliable data.Neil G Sipe, Professor of Urban and Regional Planning, The University of QueenslandLicensed as Creative Commons – attribution, no derivatives.