Conceptualizing Micromobility

Behrendt, Frauke; Heinen, Eva; Brand, Christian; Cairns, S; Anable, Jillian; Azzouz, Labib

doi:10.20944/preprints202209.0386.v1

Cited by 5 publications

(2 citation statements)

References 35 publications

(40 reference statements)

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“…In addition to the term LEV, there are several other terms such as micro-mobiles, personal electric vehicles (PEVs), or neighborhood electric vehicles (NEVs), which have a considerable different meaning with regard to the types of vehicles included and which are also not used uniformly [12]. Differences in the definition of terms, vehicle homologation, and usage exist internationally and with reference to the context (technical literature, press, politics, etc.)…”

Section: Levs: Terminology and Considered Vehiclesmentioning

confidence: 99%

What Potential Do Light Electric Vehicles Have to Reduce Car Trips?

Gebhardt

Brost

Seiffert

2023

Future Transportation

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Climate protection goals in transportation can only be achieved with a worldwide change in mobility behavior that is supported by technological progress and changes in vehicle concepts. One contribution to reducing greenhouse gas emissions may be using small and light electric vehicles (LEVs) instead of cars. LEVs have a favorable ratio of vehicle weight to payload and the efficiency of electric drives contributes to environmental sustainability. As with full-sized electrically powered cars, emissions from combustion processes are eliminated. Going beyond that, the traction batteries in LEVs can be considerably smaller, thereby reducing the consumption of critical raw materials and lowering production-related greenhouse gas emissions. Against this background, we present the results of a study which aimed to determine what proportion of current passenger car trips in Germany could, in theoretical terms, be covered by LEVs. Our estimation of the substitution potential of LEVs for car trips is based on the 2017 Mobility in Germany (MiD) survey, a national household travel survey (NHTS) containing the data of 960,619 trips. Many different types of vehicles, ranging from e-scooters, cargo bikes, and pedelecs to three- and four-wheeled light electric vehicles, are considered. The results show that up to 76% of car trips and 50% of car mileage could theoretically be substituted by LEVs. The results are further analyzed to determine for which trip purposes and age groups the greatest substitution potential exists. Based on the results, we discuss ways for supporting the realization of this potential as well as factors that determine whether the theoretically calculated potential can be realized.

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Section: Levs: Terminology and Considered Vehiclesmentioning

confidence: 99%

What Potential Do Light Electric Vehicles Have to Reduce Car Trips?

Gebhardt

Brost

Seiffert

2023

Future Transportation

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“…Furthermore, micromobility transport has emerged as a suitable mobility alternative during the COVID-19 pandemic [5]. However, micromobility transport and vehicles face several challenges: (i) Traffic regulations are not uniformly established and differ across countries [6][7][8]; (ii) these vehicles interact with various road users due to the lack of dedicated infrastructure in many cities [9,10]; and (iii) the increased use of micromobility vehicles has led to a rise in the number of crashes involving them [11,12].…”

Section: Introductionmentioning

confidence: 99%

Factors Influencing the Pedestrian Injury Severity of Micromobility Crashes

Sanjurjo-de-No,

Pérez-Zuriaga,

García

2023

Sustainability

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The growth of micromobility transport in cities has created a new mobility paradigm, but this has also resulted in increased traffic conflicts and collisions. This research focuses on understanding the impacts of micromobility vehicles on pedestrian injury severity in urban areas of Spain between 2016 and 2021. The Random Forest classification model was used to identify the most significant factors and their combinations affecting pedestrian injury severity. To address the issue of unbalanced data, the synthetic minority oversampling technique was employed. The findings indicate that pedestrians’ age, specifically those 70 years or older, is the most important variable in determining injury severity. Additionally, collisions at junctions or on weekends are associated with worse outcomes for pedestrians. The results highlight the combined influence of multiple factors, including offenses and distractions by micromobility users and pedestrians. These factors are more prevalent among younger micromobility users and those riding for leisure or on weekends. To enhance micromobility road safety and reduce pedestrian injuries, separating micromobility traffic from pedestrian areas is recommended, restricting micromobility vehicle use on sidewalks, providing training and information to micromobility users, conducting road safety campaigns, increasing enforcement measures, and incorporating buffer zones in bike lanes near on-street parking.

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Shared micromobility, perceived accessibility, and social capital

An,

Mullen,

Guan

et al. 2024

Transportation

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While the impacts of shared micromobility (SMM) on the environment and transport systems are being extensively researched, its societal implications and the influence of the social environment on the use of SMM remain largely unexplored. In this research, we investigate the interrelationships between the use of SMM, perceived overall accessibility, and social capital. We focus on two types of SMM – shared bikes and shared e-scooters – in three European countries: the Netherlands, England, and Sweden. We measure perceived overall accessibility through a multicriteria subjective evaluation of individuals’ ability to reach regular destinations, services, and activities. We consider multidimensional social capital measures: social trust, cooperativeness, reciprocity, network bonding, and network bridging. We use multivariate models to investigate the associations between perceived overall accessibility, SMM use, and social capital, and examine the dominant direction of these associations using the direct linear non-Gaussian acyclic model (DirectLiNGAM) and direction dependence analysis (DDA). We find that lower levels of perceived overall accessibility may contribute to lower levels of social trust, reciprocity, and cooperativeness. However, individuals with a lower level of perceived overall accessibility tend to use shared bikes more frequently, which in turn, may increase their social trust and cooperativeness. We also find that increased shared e-scooter use may contribute to increased network bonding, yet the frequency of use has no relation with perceived overall accessibility. Our research suggests that the introduction of shared bikes alone, independent of other measures aimed at encouraging their use, may help mitigate individual differences in social capital. We argue that the applied DirectLiNGAM and DDA help gain deeper insights into the likely causal relationship between transport and social capital in non-intervention studies.

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Conceptualizing Micromobility

Cited by 5 publications

References 35 publications

What Potential Do Light Electric Vehicles Have to Reduce Car Trips?

What Potential Do Light Electric Vehicles Have to Reduce Car Trips?

Factors Influencing the Pedestrian Injury Severity of Micromobility Crashes

Shared micromobility, perceived accessibility, and social capital

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