Factors influencing the usage of shared E-scooters in Chicago

Tuli, Farzana Mehzabin; Mitra, Suman; Crews, Mariah B

doi:10.1016/j.tra.2021.10.008

Cited by 36 publications

(21 citation statements)

References 73 publications

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“…The areas of the city where this mode of transport is deployed influence its use. Therefore, the central areas within the city of Braga where dedicated infrastructure is present, such as parking spots and cycle lanes make the usage of shared e-scooters more prominent, which is also the case reported in Puerto Rico [47], and Chicago [48].…”

Section: Discussionmentioning

confidence: 77%

Determinants of shared e-scooter usage and their policy implications. findings from a survey in Braga, Portugal

Dias,

Ribeiro,

Arsenio

2024

Eur. Transp. Res. Rev.

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Shared e-scooter systems have become an alternative for micromobility users in cities since 2017. The success of the shared e-scooter service can be related to the provision of more last-mile flexibility and convenience to users. They can also be seen as a replacement for private cars and on-demand ridesharing, especially in highly crowded urban environments. Therefore, the main objective of this research is to disclose the main characteristics that determine shared e-scooter usage and their policy implication in a medium-sized city in the North of Portugal. To meet this purpose, a survey was conducted, and statistical analyses were performed to correlate the sociodemographic characteristics of respondents with the willingness to use shared e-scooters. Results show that gender, origin of the trip, and the main mode of transport affect the usage of e-scooters, thus specific policies should be developed to decrease these inequalities. Special attention needs to be given to the creation and expansion of dedicated areas for e-scooter ridership, zoning, and some traffic calming measures to promote a safe, user-centric, and more pleasant environment for shared e-scooter riders.

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Section: Discussionmentioning

confidence: 77%

Determinants of shared e-scooter usage and their policy implications. findings from a survey in Braga, Portugal

Dias,

Ribeiro,

Arsenio

2024

Eur. Transp. Res. Rev.

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“…Te mixed linear regression model framework is developed separately for weekdays and weekends using an extensive set of independent variables including sociodemographic attributes, transportation infrastructure variables, land use and built environment variables, meteorological attributes, and situational attributes. (Te e-scooter demand variables can also be studied using count regression models such as negative binomial regression [36]. However, when count values are relatively high such as above 100 (as is the case in our study), the model probability values become very small and lead to estimation complexities.…”

Section: Current Study In the Contextmentioning

confidence: 90%

“…Te current study falls within the third stream of research. Tis group of research eforts focused on analyzing real-world dockless shared e-scooter trip data [6,[30][31][32][33][34][35][36]. Previous studies in this stream of research investigated the primary purpose of using e-scooter and found that these emerging mobility systems are mostly used for leisure rather than for commuting purposes [6,31].…”

Section: Literature Reviewmentioning

confidence: 99%

Modeling Dockless Shared E-Scooter Demand by Time of Day: A Case Study of Austin

Alsulami

Tirtha

Yasmin

et al. 2023

Journal of Advanced Transportation

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The goal of the current study is to identify and quantify the influence of various contributing factors on dockless e-scooter demand. Drawing on high-resolution e-scooter trip level data for 2019 from Austin, Texas, we develop census tract (CT) level demand data for four time periods of the day. The time-period specific data is partitioned for weekdays and weekends. Using the prepared datasets, we develop a joint panel linear regression (JPLR) model framework that accommodates for the influence of unobserved factors at multiple levels-CT, month, day, and time period levels. The analysis results indicate that the proposed JPLR models outperform the independent linear regression models for both weekdays and weekends. The results also manifest a significant association between e-scooter demand and several independent variables including sociodemographic attributes, transportation infrastructure variables, land use and built environment variables, meteorological attributes, and situational attributes. Further, several panel-specific correlation effects are found to be significant across four dimensions highlighting the importance of accommodating the influence of common unobserved factors on e-scooter demand across different time-of-day dimensions. The model validation exercise results revealed that the proposed models performed well compared to the independent models. Finally, the estimated models are employed to conduct a policy exercise illustrating the value of the estimated models for understanding CT level e-scooter demand on weekdays and weekends. The results indicate that land use mix, proportion of commuters, and season are some of the most influential factors for e-scooter demand.

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“…2.1 E-scooters Gössling (2020) dates shared e-scooters systems to 2017 in Los Angeles and points to a rapid growth in provision globally since then, comparable to that of public bike sharing (Spinney, 2020), another element of shared micromobility (Shaheen et al, 2020). With the rise in popularity of e-scooters there has been a growing body of research into their use, potential application and impact on cities and on mobility systems and practices (Caspi, Smart and Noland, 2020;Krier et al, 2021), examining how e-scooters might fit within and contribute to broader transport systems (Gössling, 2020;Rose et al, 2020) and how they are being used in, for example, Paris (Christoforou et al, 2021), Chicago (Mehzabin Tuli, Mitra and Crews, 2021), Munich and other German cities (Hardt and Bogenberger, 2019;König et al, 2022), Brisbane (Haworth, Schramm and Twisk, 2021), and Greater Manchester (Sherriff, Blazejewski and Lomas, 2022). Here we provide an overview of literature on their environmental impact, health implications, and challenges involved in sharing space with other road users.…”

Section: Contextmentioning

confidence: 99%

A Micromobility Buffet: E-Scooters in the Context of Multimodal Spaces and Practices in Greater Manchester

Sherriff

Blazejewski

2023

Active Travel Studies

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E-scootersare a relatively new form of mobility that is becoming more prevalent. Aroundthe world, cities and countries are developing differing responses to a rapid growthin their use. Understanding e-scooter use as part of a developing trend for bothnew e-micromobility vehicles and for new sharing and rental systems facilitatedthrough technology, it is important to understand how use is shaped by, andshapes, mobility spaces, and how e-scooters relate to existing mobilitypractices and transport planning policy, to create new ways of getting around. Whilstthe use of private e-scooters in public spaces remains illegal in the UK, Government-ledtrials have been taking place since autumn 2020. These are focused on rentalschemes in specific towns and cities across the country with the intention ofcreating an evidence base on usership and contextual issues. This paper presentsevidence from the Greater Manchester trial and is based on research conductedin collaboration with Transport for Greater Manchester and Lime, the private e-scooteroperator. The study combines online surveys, reference groups and qualitativeinterviews in an iterative cycle over the course of the trial to provide insightsinto who is using, and not using, the rental e-scooters and for what purposes. Itcontextualises the e-scooter trial within a broader discussion with other roadand pavement users to establish the ways they impact upon and interact with mobilityspaces and practices. Although focused on the rental scheme, the study alsotakes account of the use of and experiences around private e-scooters.Ourconversations with people in Greater Manchester reveal a complex relationshipwith e-scooters that reflects both a recognition of their potential to reducethe impact of urban journeys on climate change and air quality and a concernabout the ways these vehicles could integrate into mobility systems. People sawscope to use the scooters instead of other modes and as part of mode chainingbut the potential for this was limited by concerns about safety on the roadand, at present, the operational area of the trial, which did not always allow usersto access their places of work or education or to connect with public transportinterchanges. To some extent these concerns reflect the novelty of thetechnology, and could therefore change over time, but it is also the case thatviews resonate with well-established barriers to cycling and highlight thetendency for roads to be dominated by motor vehicles to the extent that usersof other modes feel vulnerable. Understanding e-scooters in this way placesthem within wider debates around active travel, the allocation of road space,and the enforcement of driving standards.Thereis however an additional dimension, which is the potential for e-scooters toimpact upon people walking and cycling and on vulnerable pavement users in particular.Their quiet operation and relatively high speeds have prompted some concerns fromgroups with visual and mobility impairments and our respondents have reportedspecific instances of feeling unsafe, experiencing collisions, or having tomove out of the way of an e-scooter. These observations call for a better understandingof what constitutes responsible, or ‘good’, e-micromobility use in contestedspaces. Conversely, there are potential use cases through which e-scooters facilitateinclusion, such as when they provide a form of mobility that requires lessexertion than cycling and when they can be used as a relatively inexpensive mobilityaid. They could therefore enable people who feel excluded from cycling to enjoya level of active mobility. There is also some evidence that, by reducing thetime spent waiting at transport interchanges, they can alleviate some concernabout personal safety.@font-face{font-family:"Cambria Math";panose-1:2 4 5 3 5 4 6 3 2 4;mso-font-charset:0;mso-generic-font-family:roman;mso-font-pitch:variable;mso-font-signature:-536870145 1107305727 0 0 415 0;}@font-face{font-family:Calibri;panose-1:2 15 5 2 2 2 4 3 2 4;mso-font-charset:0;mso-generic-font-family:swiss;mso-font-pitch:variable;mso-font-signature:-469750017 -1073732485 9 0 511 0;}p.MsoNormal, li.MsoNormal, div.MsoNormal{mso-style-unhide:no;mso-style-qformat:yes;mso-style-parent:"";margin:0cm;mso-pagination:widow-orphan;font-size:12.0pt;font-family:"Calibri",sans-serif;mso-ascii-font-family:Calibri;mso-ascii-theme-font:minor-latin;mso-fareast-font-family:Calibri;mso-fareast-theme-font:minor-latin;mso-hansi-font-family:Calibri;mso-hansi-theme-font:minor-latin;mso-bidi-font-family:"Times New Roman";mso-bidi-theme-font:minor-bidi;mso-fareast-language:EN-US;}.MsoChpDefault{mso-style-type:export-only;mso-default-props:yes;font-family:"Calibri",sans-serif;mso-ascii-font-family:Calibri;mso-ascii-theme-font:minor-latin;mso-fareast-font-family:Calibri;mso-fareast-theme-font:minor-latin;mso-hansi-font-family:Calibri;mso-hansi-theme-font:minor-latin;mso-bidi-font-family:"Times New Roman";mso-bidi-theme-font:minor-bidi;mso-fareast-language:EN-US;}div.WordSection1{page:WordSection1;}

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Factors influencing the usage of shared E-scooters in Chicago

Cited by 36 publications

References 73 publications

Determinants of shared e-scooter usage and their policy implications. findings from a survey in Braga, Portugal

Determinants of shared e-scooter usage and their policy implications. findings from a survey in Braga, Portugal

Modeling Dockless Shared E-Scooter Demand by Time of Day: A Case Study of Austin

A Micromobility Buffet: E-Scooters in the Context of Multimodal Spaces and Practices in Greater Manchester

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