E-scooter Use Research Articles

Scooting into place: How comfort on different infrastructure types influences shared e-scooter trip making

Shared e-scooters are a growing disruptive micro-mobility technology. Several Canadian cities, including Calgary, have launched pilot programs to test these micro-mobility options. As part of the Calgarian pilot, a public engagement survey was launched to collect information about the public’s perception of shared e-scooters. The survey includes a set of questions related to users’ perception of comfort using shared e-scooters on various infrastructure types: roads, bike lanes, sidewalks and dedicated pathways, as well as a question related to the frequency of use of the e-scooters. Comfort in general and specific comfort on the type of infrastructure most used is expected to have a high degree of correlation with the frequency of use. We present a joint ordered choice model examining how different sociodemographic characteristics and typical travel patterns of the survey respondents influence perceptions of comfort on these different infrastructure types and their frequency of e-scooter use. The model estimation results show that e-scooter use is not uniform across age and gender demographics and that infrastructure, riding comfort, and e-scooter use are linked. E-scooter riding comfort was negatively associated with infrastructure types that led to more potential interactions with motor vehicles and pedestrians. These results will allow decision makers to tailor new policies and prioritize infrastructure to improve the overall usage of e-scooters and maximize the benefits these new technologies will provide.

Observational Study of the Clinical Impact of E-scooter Injuries at a Major Trauma Centre.

Background Due to the increased use of e-scooters in the UK, associated injuries have increased, and its cost has increased as well. Worldwide data on injuries related to e-scooter use are relatively limited, owing to the short duration since their first introduction to the public. Aim There has been an increase in using e-scooters as a method of transport recently. It was noticed that the severity and frequency of its injuries are increasing as well. This study focuses on the frequency of e-scooter-associated injuries, especially open fractures, and to evaluate its burden on the health system. Methods Data on e-scooter injuries were extracted from our trauma database from November 2017 to July 2022. Patients' notes and images were reviewed. Outcome measures were the type of injuries: site of bony fractures, closed vs. open fracture (using Anderson and Gustilo classification), number of operations, complications, and length of hospital stay. Results The number of patients enrolled was 104. The mean age was 34.3 years, and 78.8% (n = 82) were male. The main mechanism of injury was riding (91%, n = 95) vs. hitting by an e-scooter (9%, n = 9). Injured patients were more likely not to wear helmets (82% of total injured patients). Patients with bony injuries were 65.4% (n = 68), with 22.1% (n = 15) of them being open fractures. The most common bony injuries were lower limb-only fractures at 45.6% (n = 31), then upper limb-only injuries at 39.7% (n = 27). Combined upper and lower limb cases were 8.8% (n = 6), and pelvic injuries were 5.9% (n = 4). Head and neck injuries composed 23.1% (n = 24) of the reported injuries, including intracranial haemorrhages (9.6%, n = 10), extensive traumatic brain injury (3.8%, n = 4), haematoma/lacerations (3.8%, n = 4), cervical spine fractures (1.9%, n = 2), and skull fractures (1.9%, n = 2). The mean duration of hospital stay was 8.6 days, and 9.6% (n = 10) of patients needed intensive therapy unit(ITU) admission. The number of patients presented as trauma calls was 55.8% (n = 58). Patients who needed surgical intervention either under orthopaedics or other specialties were 52.9% (n = 55) and 21.2% (n = 22) of total patients had complications either due to surgical intervention or a long hospital stay. Conclusion E-scooter riding can lead to serious injuries that can end with limb- or life-threatening conditions. The most common demographic characteristics were adults in their early 30s. There should be more emphasis on wearing protective gear like wrist and elbow guards in addition to helmets. Future prospective studies with larger cohorts across multiple regions and hospitals are necessary to truly characterize the nature and cost of e-scooter injuries.

Eco? No, Ego-scooters: Steering towards time-saving trails in urban mobility

As cities worldwide face escalating urban congestion and environmental challenges, electric scooters (e-scooters) emerge as a sustainable micromobility solution. This study investigates e-scooter adoption in Türkiye, an emerging economy, to delineate how motivations in such contexts diverge from those in advanced economies. Through a survey of 204 e-scooter users, we dissect the motivations driving both the adoption and continued use of e-scooters, focusing on the interplay between environmental consciousness and practical benefits. Unlike assumptions that might be drawn from advanced economies, our findings indicate that environmental motivations, though significant in global sustainable mobility discourse, do not serve as primary incentives for e-scooter adoption in Türkiye. The research reveals a pronounced preference for immediate, tangible benefits over environmental considerations, suggesting a distinct set of priorities in emerging economies. This insight challenges the one-size-fits-all approach to promoting micromobility and underscores the need for urban mobility policies and strategies to resonate with the specific preferences and daily realities of users in different economic contexts. By highlighting the crucial role of practical advantages in fostering micromobility adoption and sustained use in emerging economies, the study advocates for a tailored approach to advancing sustainable urban mobility.

Electric Scooter-related Injuries Are Becoming More Frequent and Costly in Denver, CO.

Electric scooters (e-scooters) have become a widely adopted form of transportation. Information regarding the timing, conditions, and context associated with increased frequency of e-scooter-related injuries could inform policy that may potentially reduce associated injuries and healthcare costs. However, this information is lacking, as most research to date has focused on the injury patterns sustained while using e-scooters rather than context. We sought to evaluate these factors in an urban setting and describe how these are evolving over time, as such information may help guide future safety initiatives. (1) How has the epidemiology of e-scooter-related injuries in Denver, CO, USA, changed over time? (2) What are the associated hospital charges to treat patients with these injuries? (3) What circumstances are associated with an increased frequency of e-scooter-related injuries and higher accompanying hospital charges? A retrospective study at a Level 1 trauma center in Denver, CO, USA, examined trends in e-scooter-related injuries from January 1, 2020, to November 1, 2023. Patients were identified by the key terms "e-scooter crash" or "scooter" within their emergency department/urgent care visit notes. Patient demographic and injury characteristics and hospital data (admission and hospital charges) were analyzed. Patients who sustained injuries from devices other than stand-up e-scooters or who did not have complete records available for analysis were excluded. The epidemiologic data on e-scooter-related injuries were quantified for each year within the study period, and descriptive analyses were performed to assess patient and injury characteristics, including age, gender, and fracture characteristics. Hospital charges were calculated using the mean annual sum of hospital charges associated with the treatment for e-scooter-related injuries. Circumstances influencing the frequency of injury and magnitude of hospital charges were assessed based on the timing of presentation to the emergency department or urgent care. We recognize that charge may have little or no direct relationship to true cost, but we believe that within one hospital system it represents a reasonable metric for comparative resource utilization. Injury frequency by time of the day and day of the week were compared using chi-square goodness-of-fit analyses. The value of hospital charges associated with e-scooter-related injuries was compared between patients presenting with alcohol intoxication and those who were not intoxicated. In all, 2424 patients were identified as having e-scooter-related injuries (58% [1405] men, 42% [1019] women, median (IQR) age 30 years [25 to 37 years]). The number of annual e-scooter-related injuries during the years 2020 to 2023 were 273 in 2020, 736 in 2021, 758 in 2022, and 657 in 2023 (only 10 months). From 2020 to 2023, the mean annual sum of hospital charges for treatment of e-scooter-related injuries was USD 10.4 million; USD 6.4 million in 2020, USD 11.5 million in 2021, USD 11.9 million in 2022, and USD 10.9 million in 2023 (only 10 months). Hospital charges associated with orthopaedic e-scooter-related injuries amounted to a mean annual sum of USD 3.6 million over the 4-year study period; USD 1.5 million in 2020, USD 3.9 million in 2021, USD 4.5 million in 2022, and USD 4.1 million in 2023 (only 10 months). Forty-five percent (1098) of all e-scooter-related injuries occurred between 7 PM and 3 AM, and 44% (1064) of them occurred over the weekend. The treatment of e-scooter-related injuries incurred higher hospital charges if injuries occurred during night hours (median [IQR] USD 10,459 [4779 to 16,423]) compared with early morning (USD 4973 [1178 to 11,671]) or daytime hours (USD 4871 [1059 to 11,673]; p < 0.001), or while patients were intoxicated (USD 13,404 [10,346 to 22,525]) compared with those who were not intoxicated (USD 6132 [2612 to 13,620]; p < 0.001). E-scooter-related injuries are increasing in frequency and occur most commonly during nighttime and weekend hours. Total hospital charges to treat these injuries are also increasing annually, with the highest charges observed during evening hours and in patients presenting with alcohol intoxication. These results may help inform e-scooter awareness initiatives and policy reform to place restrictions on e-scooter use during periods of highest injury frequency and healthcare charges. Further research related to the efficacy of implementing e-scooter restrictions is needed. Future observational studies evaluating time of injury compared with presentation for treatment could help to provide a more precise understanding of the epidemiology of these injuries. Level IV, prognostic study.

Agent-based simulation model of micro-mobility trips in heterogeneous and perceived unsafe road environments

Safety concerns expressed by micro-mobility users seem to practically constrain the use and flexibility of these new modes. This paper introduces a new, parametric agent-based modeling approach for simulating micro-mobility, using MATSim as a platform. Perceived safety is introduced as a factor, which affects travel behavior of micro-mobility modes in a car-dominated, heterogeneous, and perceived unsafe road network. To meet the research objectives, different scenarios are simulated, using the city of Athens, Greece as a test bed, to examine the model performance and applicability. A universal scoring function based on travel time, cost, and safety, is proposed. This study also discusses the concept of unsafe discontinuities. Simulation results show that an unsafe road segment of 500 m long is sufficient to induce evident behavioral variations and hinder the practical use of e-bikes and e-scooters in the base scenario. The establishment of a cycle-friendly road network leads to significant changes in the chosen routes and decreases the average trip distance for micro-mobility users. In this case, the simulation process is guided by perceived safety, primarily focusing on formulating safer paths for micro-mobility mode users. Nevertheless, the routing behavior of car users is not modified due to the spatial uniformity of safety perceptions in a car-dominated road environment.

Investigating Objective and Subjective Factors Influencing the Frequency and Purpose of E-Scooter Trips

In this study, for the first time in the literature as far as we are aware, we model e-scooter use frequency and use purpose jointly, allowing for multiple use purposes. In doing so, we consider individual and household sociodemographics and psycho-social lifestyle considerations, as well as a residential location indicator. The analysis uses data collected through a survey of e-scooter users in Washington, D.C., U.S., administered electronically between September 2021 and December 2022. The results from our analysis indicate that gender, income earnings, motorized vehicle ownership in the household, a green lifestyle propensity, and a positive perception of e-scooters, in general, are the most important determinants of use frequency. Also, there are distinct demographic groupings between e-scooter use for hedonic (leisure and tourism-related) pursuits and utilitarian (shopping, work/appointments, and transit connections) pursuits. By understanding how changes in key influencing variables can affect use frequency and purpose, we provide richer insights for policy and initiatives involving frequency and integration, perceptions and marketing, sustainability, equity and accessibility, and mixed land-use practices.

Why do citizens not prefer to use e-scooters? Views of the public in the Netherlands

E-scooters, a burgeoning form of micromobility, are revolutionizing urban transportation systems globally, particularly in the post-pandemic world. The surge in e-scooter adoption introduces novel regulatory challenges for local authorities. Numerous recent studies cater to these policy needs by exploring e-scooter use. However, scant attention has been paid to non-users’ perspectives, which is crucial to understand comprehensively the effect of e-scooters on urban environments. Issues such as accidents, parking problems, and others, which concern city-dwellers, require close attention. To address this research gap, we used a Q-methodology study to examine the diverse views among residents of the Netherlands. Twenty-one respondents ranked 34 statements pertaining to their disincentives to e-scooter use and elucidated their rankings in a follow-up survey. The study unearthed three distinct viewpoints: (1) “environmentalists” deem e-scooters as environmentally unfriendly, (2) “materialist” exhibit a preference for personal vehicle ownership over shared transport, and (3) “socializers” perceive e-scooters as unsuitable for larger groups. These findings set the stage for potential research directions and underline the importance of incorporating diverse public perceptions in micromobility policymaking.

Burden and Patterns of Electric Scooter-Related Injuries: Insights From 2 Polish Emergency Departments.

BACKGROUND The widespread adoption of electric scooters (e-scooters) as a mode of urban transportation has led to a notable upsurge in e-scooter-related injuries globally. Variations in e-scooter regulations across countries contribute to differences in injury patterns. This study sought to investigate the healthcare burden posed by e-scooter-related injuries on emergency departments (EDs) in Poland, and to delineate the epidemiological and clinical features of these injuries. MATERIAL AND METHODS Medical records of patients who presented to 2 distinct EDs - in Poznań and Bydgoszcz, Poland - with injuries directly linked to e-scooter use were collected and retrospectively analyzed. RESULTS A total of 633 patients were admitted to the EDs due to e-scooter injuries during the study period, and 413 of these patients were further analyzed. The majority were males (64.65%), with a median age of 27 years. Most admissions occurred in the afternoon and nighttime (71.94%), with a higher incidence in the summer (46.73%). Falls were the most frequent mechanism of injury (74.09%), with the head and upper and lower extremities being the most frequently affected locations (36.08%, 29.78%, and 21.07%, respectively). Twelve patients (2.91%) confirmed recent alcohol consumption. Hospitalization costs were higher in cases involving alcohol use and among males. CONCLUSIONS The findings of this study underscore the significant strain exerted by e-scooter-related injuries on EDs in Poland. Injuries, notably to the head and limbs, carry significant long-term implications and strain healthcare resources. Collaboration with policymakers is crucial to ensure the safety of e-scooter users and appropriate healthcare resource allocation.

Investigating the factors affecting electric scooter usage behavior with a proposed structural model

Electric scooters are getting more and more popular due to their convenience, their environmental and economic benefits especially for young people. In this study, the factors affecting the use of e-scooters in Turkey were investigated with Partial Least Structural Equation Modelling (PLS-SEM) based on the Extended Technology Acceptance Model (TAM). In the study, the explanatory power of the model was tried to be increased by adding social environment effect, perceived pleasure and economic benefit variables to TAM. In the model, it is assumed that social influence and pleasure variables, which are defined as exogenous latent variables, will affect perceived usefulness and perceived ease of use, and these two endogenous mediating latent variables will affect attitude and intention towards e-scooter use. In the study, the moderating role of the Covid19 effect on the use of electric scooter and also the importance-performance map analysis (IPMA) was carried out. The survey application was delivered to the participants in Turkey through an online survey via social media and analyses were carried out based on the responses of 346 participants. According to the result of the analysis, it was found out that the explanatory power of the model was high and compatible. It was realized that the economic benefits related to the use of electric scooter increased the behavior of using electric scooter.

Determinants of the travel satisfaction of e-scooter users

This paper seeks to fill in the current evidence gap on the relationship between travel satisfaction and e-scooter use. To do so, online survey data from e-scooter users of a University community in the city of Thessaloniki, Greece were collected and statistically analyzed. In line with previous research on travel satisfaction, the results of a series of exploratory and confirmatory factor analyses unveiled the potential of factors surrounding positive activation, positive deactivation, and cognitive evaluation to serve as key determinants of satisfaction of e-scooter riders. Furthermore, a structural equation model (SEM) was estimated to identify the impact of user- and trip-related characteristics on travel satisfaction. The results of the SEM showed that older and high-income riders, those with good self-reported physical condition, riders of private e-scooters and leisure travelers are more likely to perceive greater satisfaction by the use of their e-scooters. The findings of this study overall contribute to the current state-of-knowledge relating to travel satisfaction and pave the way for potential policy actions that could improve users’ experience with e-scooters and enhance the overall attractiveness of micromobility in the pathway towards sustainable and inclusive mobility.

Embracing Urban Micromobility: A Comparative Study of E-Scooter Adoption in Washington, D.C., Miami, and Los Angeles

E-scooters have emerged as a popular micromobility option for short trips, with many cities embracing shared e-scooters to enhance convenience for travelers and reduce reliance on automobiles. Despite their rising popularity, there is a lack of clear understanding of how user preferences and adoption practices vary by location. This study aims to explore user and non-user attitudes towards e-scooter use in diverse urban settings. A meta-analysis of data from three surveys (N = 1197) conducted in Washington, D.C., Miami, FL, and Los Angeles, CA, was performed to compare e-scooter users and non-user profiles, mode choice factors, and attitudes and preferences towards e-scooter use. Additionally, machine learning (ML) and SHAP (SHapley Additive exPlanations) analysis were utilized to identify influential factors in predicting e-scooter use in each city. The results reveal that the majority of e-scooter users are 25 to 39 of age, male, with higher income and a bachelor’s degree, and 92% possess a driver’s license. Significant differences in attitudes between e-scooter users and non-users highlight the complexity of perceptions towards e-scooter usage. The ML model indicates that employment status negatively impacts the prediction of e-scooter users, while factors such as living without a car and using non-motorized modes positively influence e-scooter use. Educational background is a significant e-scooter mode choice factor in Washington, D.C. and Miami, whereas attitudinal questions on car and technology usage are influential in Los Angeles. These findings provide valuable insights into the factors shaping e-scooter adoption, informing urban transportation planning and policymaking and enhancing understanding of shared micromobility and its impact on urban mobility.

E-Scooter facial fractures: A comparative cohort study

It was the aim of the study to analyze the distribution and pattern of facial fractures following e-scooter trauma.Prospective audit data of facial fractures were retrospectively collected to investigate the impact of e-scooter hire, specifically in the form of facial fractures associated with their use. Data collected included patient demographics, mode of injury, date of injury, facial bones involved, presence of soft tissue injury, and factors associated with injury, including intoxication and helmet use.A total of 849 patients were treated for facial fractures during the study period, of which 34 were attributed to e-scooter use. One-half of those injured riding e-scooters were intoxicated, and one-quarter were wearing helmets. There have been an increasing number of facial fractures associated with e-scooter use following the start of the shared e-scooter trial. Zygomaticomaxillary complex fractures were the most common pattern of facial fracture seen.Most patients required surgical management of their injuries. Policymakers should consider how to improve the enforcement of current regulations, given the healthcare cost associated with the management of these preventable injuries.

Shifting to sustainable micromobility: Understanding the factors influencing willingness to use e-scooters for campus-based travel of university students in Yogyakarta, Indonesia

Abstract E-scooters are experiencing a global rise in usage for urban micro-mobility, however, in Indonesia, their primary purpose is mostly for leisure activities. Notwithstanding legal constraints, the use of e-scooters for travel purposes is still predominantly lacking. The objective of this study is to gain insights into the attributes, movement behaviours, inclinations, and perspectives of prospective e-scooter riders, as well as their level of interest in utilising these vehicles for commuting inside the Universitas Islam Indonesia campus. A dataset consisting of information from 380 students was gathered and examined using descriptive statistics, chi-square tests of association, mean score analysis, and ordered probit models. The findings indicated that transportation on campus is predominantly dependent on motorised cars, accounting for 67 % of trips within a 2 kilometer radius. There were no significant factors observed that were linked to a propensity to use e-scooters. However, past experience with e-scooters was statistically significant for certain development scenarios. Male students were primarily influenced by factors such as discomfort during long distance journeys, inadequate infrastructure, and unfavourable weather conditions. In contrast, female students tended to prioritise the discomfort experienced when standing.

E-scooters: how do latent and socioeconomic factors affect their usage in the global south? Implications for policy planning

ABSTRACT Electric scooters have been a rapidly growing mode of transport in recent years. This massive proliferation has brought issues frequently addressed without sufficient technical or scientific support, especially in cities of the Global South. This study seeks to identify latent and socioeconomic factors influencing e-scooter usage and their implications for policy planning. For this purpose, we applied a survey (n = 1073) to users and non-users in Bogota, Colombia. We estimated MIMIC model to assess the influence of individuals’ perceptions. The results show that perceptions of crash risk and fear of crime negatively influence usage, while environmental awareness and pro-technology attitudes have a positive influence. On the other hand, e-scooter use decreases with the age of individuals, while it is higher in men, car owners, high-income and college-educated individuals. Finally, using the modelling results, we study the implications for policy planning and propose measures to reduce concerns related to e-scooter usage.

Multiphysics integrated model of NMC111 battery module for micro-mobility applications using PCM as intercell material

The widespread use of e-bikes and e-scooters powered by lithium-ion batteries in urban settings has heightened safety concerns, particularly the risk of thermal runaway, which can result in dangerous incidents. The surge in battery-related fire incidents highlights the critical need for a deep understanding of thermal runaway phenomena. This study addresses this imperative by introducing a Multiphysics model combining pseudo-bidimensional electrochemical for simulating electrical performance, lumped thermal model for simulating the heat transfer behavior inside the module, and a thermal runaway kinetic model for propagation evaluation. This approach facilitates precise predictions of battery performance and proactively addresses safety concerns by incorporating thermal behavior simulations and predicting potential thermal runaway events. The model proposed allows the evaluation of different strategies for improving battery safety and performance, such as phase change materials and thermal insulators. Simulations reveal that implementing sodium hydrogen phosphate dodecahydrate (Na2HPO4··12H2O) as an intercell material substantially enhances thermal management. This material reduced the maximum temperature of the battery module by up to 30% during critical thermal runaway events. Additionally, it slowed the rate of temperature increase by 50%, significantly decreasing the possibility of adjacent cells reaching thermal runaway conditions. The research findings demonstrate the effectiveness of advanced thermal management strategies using PCMs to prevent potentially catastrophic thermal events in battery modules typical of micro-mobility devices.

Life cycle assessment of electric kick scooters: consolidating environmental impact quantification and concluding climate-friendly use options

BackgroundThe environmental impact of electric scooters has been the subject of critical debate in the scientific community for the past 5 years. The data published so far are very inhomogeneous and partly methodologically incomplete. Most of the data available in the literature suffer from an average bias of 34%, because end-of-life (EOL) impacts have not been modelled, reported or specified. In addition, the average lifetime mileage of shared fleets of e-scooters, as they are operated in cities around the world, has recently turned out to be much lower than expected. This casts the scooters in an unfavourable light for the necessary mobility transition. Data on impact categories other than the global warming potential (GWP) are scarce. This paper aims to quantify the strengths and weaknesses of e-scooters in terms of their contribution to sustainable transport by more specifically defining and extending the life cycle assessment (LCA) modelling conditions: the modelling is based on two genuine material inventories obtained by dismantling two different e-scooters, one based on a traditional aluminium frame and another, for the first time, based on plastic material.ResultsThis study provides complete inventory data to facilitate further LCA modelling of electric kick scooters. The plastic scooter had a 26% lower lifetime GWP than the aluminium vehicle. A favourable choice of electric motor promises a further reduction in GWP. In addition to GWP, the scooter's life cycles were assessed across seven other impact categories and showed no critical environmental or health impacts compared to a passenger car. On the other hand, only the resource extraction impact revealed clear advantages for electric scooters compared to passenger cars.ConclusionsUnder certain conditions, scooters can still be an important element of the desired mobility transition. To assure a lifetime long enough is the crucial factor to make the electric scooter a favourable or even competitive vehicle in a future sustainable mobility system. A scooter mileage of more than 5400 km is required to achieve lower CO2eq/pkm emissions compared to passenger cars, which seems unlikely in today's standard use case of shared scooter fleets. In contrast, a widespread use of e-scooters as a commuting tool is modelled to be able to save 4% of greenhouse gas (GHG) emissions across the German mobility sector.

Predicting Undergraduates’ willingness to engage in dangerous e-scooter use behaviors

IntroductionThe misuse of electronic scooters (e-scooters), particularly among young adults, is increasingly being linked to hospital admissions and injuries in cities across the globe. Yet, despite growing concern about dangerous e-scooter use, there remains a dearth of research on the determinants of engaging in risky behaviors while using an e-scooter. MethodA sample of 262 Australian undergraduate students completed measures relating to the theory of planned behavior, risk perceptions, and knowledge of laws in the context of three e-scooter risk behaviors: riding over the speed limit on footpaths, riding without a helmet, and riding after consuming alcohol, as well as a risk identity implicit association test. Participants then recorded their willingness to engage in each of the three behaviors. ResultsThe model predicted a modest portion of variance in willingness to engage in each of the three e-scooter risk behaviors. Subjective norm predicted all behaviors, while attitude, risk perceptions, and perceived behavioral control each predicted two of the three behaviors. Gender had a significant total effect on willingness for each behavior, partially mediated by the theory of planned behavior constructs, while knowledge of laws had minimal effects and only on helmet use. ConclusionsSocial cognition factors show promise in explaining willingness to engage in dangerous e-scooter use and may provide an important formative basis for future research and behavior change interventions to reduce such risky behaviors.

Temporal Shifts in E-Scooter Rider Perspectives: A Longitudinal Investigation in Riyadh, Saudi Arabia

Shared electric scooters (e-scooters) have rapidly gained prominence as a first/last-mile mobility solution globally, with over 66,000 systems operating in 88 cities across 21 countries in 2019. While recognized for their flexibility, accessibility, and environmental benefits, concerns such as safety, parking issues, and infrastructural challenges accompany the operation of shared e-scooter systems. This research investigates the evolving perceptions of e-scooter users in Riyadh, Saudi Arabia, comparing pre-survey results with a recent study following the official deployment of e-scooters as a transportation mode in 2022. The analysis reveals significant shifts in user behavior, preferences, and perceptions. The findings indicate increased familiarity with e-scooters, heightened usage rates, and notable changes in domestic e-scooter use. Furthermore, the study identifies variations in willingness to use e-scooters across genders. A notable shift is observed in riders’ perceptions, transforming from viewing e-scooters primarily as entertainment tools to embracing them as a reliable mode of transportation. The results show that the percentage of female respondents using e-scooters increased from 3% to 13%, representing over four times the post-survey numbers. Additionally, the percentage of individuals perceiving e-scooters as safe decreased from 28.2% in the pre-survey to 14.9% in the current survey (post-survey) among those who had used e-scooters. The regression analysis demonstrates a historical uptrend in the utilization of e-scooters, juxtaposed with a discernible decline projected for forthcoming usage (odds ratio [OR] = 0.74). Intriguingly, there is evidence indicating an enhancement of riders’ confidence towards e-scooters, as reflected by an augmented perception of safety (OR = 1.48).

Exploring the effect of perceived safety in first/last mile mode choices

AbstractMicro-mobility transport modes like e-bikes and e-scooters promise higher flexibility when covering the first/last mile trip from/to the public transport stop/station to the destination point and vice-versa. However, safety concerns about riding a micro vehicle in mixed traffic limit the flexibility of shared mobility modes and make conventional ones still more attractive, e.g., private car and walking. This study investigates the effect of perceived safety in first/last mile mode choice by conducting an image-based double stated preference experiment targeted at potential micro-mobility users and developing ordinal and mixed logistic regression models. The Value-of-Safety (VoS) is introduced. It refers to the additional distance a user is willing to exchange to avoid an unsafe path. Main findings show that shared space can be a middle-ground solution, as it reports lower heterogeneity among individuals in terms of safety perceptions. The intensive use of e-scooters in mixed-traffic decreases the perceived safety of pedestrians, while e-bikers are threatened by the existence of heavy motorized traffic. Low mean VoS is also reported for e-scooters, demonstrating the unwillingness of potential micro-mobility service users to either detour or use this micro vehicle. The mean VoS of the e-bike is estimated as almost equal to that of the private car. It could be, hence, concluded that perceived safety can systematically explain the unobserved disutility of e-bikes.

Characteristics and Injury Patterns in Traumatic Brain Injury Related to E-Scooter Use in Riga, Latvia: Multicenter Case Series.

Background and Objectives: In recent years, electronic scooters (e-scooters) have gained popularity, whether for private use or as a publicly available transportation method. With the introduction of these vehicles, reports of e-scooter-related accidents have surged, sparking public debate and concern. The aim of this study was to analyze the epidemiological data, characteristics, and severity of traumatic brain injury (TBI) related to e-scooter accidents. Materials and Methods: This retrospective case series evaluated patients who were admitted to the three largest neurosurgery clinics in Riga, Latvia, from the time period of April to October in two separate years-2022 and 2023-after e-scooter-related accidents. The data were collected on patient demographics, the time of the accident, alcohol consumption, helmet use, the type of TBI, other related injuries, and the treatment and assessment at discharge. Results: A total of 28 patients were admitted with TBI related to e-scooter use, with a median age of 30 years (Q1-Q3, 20.25-37.25), four individuals under the age of 18, and the majority (64%) being male. In 23 cases, the injury mechanism was falling, in 5 cases, collision. None were wearing a helmet at the time of the injury. Alcohol intoxication was evident in over half of the patients (51.5%), with severe intoxication (>1.2 g/L) in 75% of cases among them. Neurological symptoms upon admission were noted in 50% of cases. All patients had intracranial trauma: 50% had brain contusions, 43% traumatic subdural hematoma, and almost 30% epidural hematoma. Craniofacial fractures were evident in 71% of cases, and there were fractures in other parts of body in three patients. Six patients required emergency neurosurgical intervention. Neurological complications were noted in two patients; one patient died. Conclusions: e-scooter-related accidents result in a significant number of brain and other associated injuries, with notable frequency linked to alcohol influence and a lack of helmet use. Prevention campaigns to raise the awareness of potential risks and the implementation of more strict regulations should be conducted.