Sunday Drivers, or Too Fast and Too Furious?

Arellano, Juan; Fang, Kevin

doi:10.32866/001c.11210

Cited by 25 publications

(17 citation statements)

References 11 publications

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“…As for helmet use, we did not observe a single shared e-scooter user wearing a helmet during the 12.5 hours of observation in Berlin. This finding of 0% helmet use, shared with other previous studies addressing e-scooter riders' safety in Germany (Störmann et al, 2020) is critically smaller than findings from other countries (Arellano & Fang, 2019;Haworth, Schramm, & Twisk, 2021;Todd et al, 2019). The non-use of helmets by shared escooter users in Germany is especially alarming in light of findings of frequent head injuries of hospitalized escooter riders (Aizpuru et al, 2019;Trivedi et al, 2019).…”

Section: Discussioncontrasting

confidence: 45%

“…The authors concluded that helmet use is related to the type of e-scooter, i.e., if a private of rental/shared escooter is used (Haworth & Schramm, 2019). Other studies have found even lower helmet use for shared escooters, e.g., between 2% and 10.9% in California, U.S.A. (Arellano & Fang, 2019;Todd, Krauss, Zimmermann, & Dunning, 2019) and 0.4% in Berlin, Germany (Siebert et al, 2020). While helmet use is not mandatory in Germany, e-scooter providers advise for helmet use in their apps and directly with pictograms on e-scooters (Fig.…”

Section: Helmet Usementioning

confidence: 97%

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Safety Related Behaviors and Law Adherence of Shared E-Scooter Riders in Germany

Siebert

Hoffknecht

Englert

et al. 2021

Lecture Notes in Computer Science

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Shared e-scooters, whose supply and coverage keeps increasing in many cities around the globe, are rapidly changing mobility in urban road environments. As rising injury rates have been observed alongside this new form of mobility, researchers are investigating potential factors that relate to safe/unsafe e-scooter use. In Germany, e-scooter sharing platforms were only recently permitted in the middle of 2019, and their number has increased steadily since then. The aim of this study was to assess key factors that relate to their safe use, through a direct observation of e-scooters conducted at three observation sites around Berlin. Helmet use, dual use, type of infrastructure use, and travel direction correctness were registered for 777 shared e-scooters during 12.5 hours of observation. Results reveal a high level of rule infractions, with more than one quarter of observed shared escooter riders using incorrect infrastructure, and one in ten e-scooter users riding against the direction of traffic. Dual use (i.e., two riders per e-scooter), was observed for 5.1% of shared e-scooters. Moreover, none of the riders observed in this study used a helmet on their shared e-scooter. These results point to a need for better communication and enforcement of existing traffic rules regarding infrastructure use and dual use. Further, they indicate a lack of efficacy of safety-related advice of shared e-scooter providers, who promote helmet use in their smartphone application and directly on their e-scooters.

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Section: Discussioncontrasting

confidence: 45%

Section: Helmet Usementioning

confidence: 97%

Safety Related Behaviors and Law Adherence of Shared E-Scooter Riders in Germany

Siebert

Hoffknecht

Englert

et al. 2021

Lecture Notes in Computer Science

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“…Such actions suggest there is a belief that shared e‐scooters can substitute BSS in urban areas to some extent. The potential similarities between e‐scootering and cycling have been noted (Arellano & Fang, 2019; McKenzie, 2019). Although e‐scooter schemes might to appeal to a similar demographic as BSS (McKenzie, 2019).…”

Section: Introductionmentioning

confidence: 80%

“…While such analysis rightly points out that the dockless schemes are more equitable that previous BSS in terms of social patterning of users, the lower rate of usage still perpetuates, rather than addresses, inequities. Absolute usage rates may also mask differences in the ways in which modes of transport are used by different groups; Arellano and Fang (2019) note that men ride e‐scooters faster than women, and NZ figures show that although similar proportions of men and women drive, men drive much more (Ministry of Transport, 2019). Rather than claiming equity or inclusiveness because of having more equitable usage than the existing situation transport policy should focus on developing transport innovations that primarily meet the needs of those who are transport deprived in order to address existing inequities.…”

Section: Discussionmentioning

confidence: 99%

“…Haworth and Schramm (2019) compared shared and private e‐scooter and bicycles use in Brisbane and found that women constituted around a quarter of e‐scooter riders (shared or private) and shared bicycle riders, but only 16% of private cyclists. Another study observed user behaviour and found differences in speed according to the environment (footpath/road) and gender (Arellano & Fang, 2019).…”

Section: Introductionmentioning

confidence: 99%

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Same same, but different? Cycling and e‐scootering in a rapidly changing urban transport landscape

Curl

Fitt

2020

N Z Geog

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This paper explores whether e-scooters can be considered similar to cycling in terms of their demographic appeal and skills required. Building on a social practices approach, we hypothesise that e-scootering and urban cycling may appeal to a similar demographic and require similar competencies. We draw on data from a 2019 survey of users and non-users of e-scooters. Respondents are not more likely to use an e-scooter if they have cycling experience. E-scooters seem to appeal to a broader demographic than cycling. Users are more likely to be young, able, males. Cycling experience is not associated with e-scooter competence.

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Understanding multimodal mobility patterns of micromobility users in urban environments: insights from Barcelona

Roig-Costa,

Marquet,

Arranz-López

et al. 2024

Transportation

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Micromobility, which includes bicycle-sharing systems, e-scooters, and shared moped-style scooters, has emerged as a popular alternative to traditional transport modes in urban environments, thus expanding the number of transportation options available to urban travellers. Previous research has primarily relied on trip-based data to explore the multimodal character of micromobility. However, existing evidence has failed to understand the ways in which urban travellers have reshaped their mobility patterns as a consequence of the introduction of micromobility. Using a travel survey (N = 902) set in Barcelona, Spain, cluster techniques are used to group micromobility users according to their frequency of use of three different micromobility modes (bicycle-sharing systems, private e-scooter, and moped-style scooter-sharing services). Then, a multinomial logistic regression was used, in order to explore each cluster’s usage of traditional modes of transport, along with all potential weekly combinations between modes. Results show that most micromobility users rely on a single type of micromobility mode on a weekly basis. The model further indicates that private e-scooter, shared bicycle, and shared moped-style scooter users develop different weekly mobility combination patterns. While personal micromobility options (private e-scooter) are associated with monomodal tendencies, sharing services (bicycle sharing and moped-style scooter sharing) encourage multimodal behaviours. These findings contribute to the limited knowledge concerning the role of some micromobility alternatives in creating more rational and less habit-dependent travel behaviour choices.

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Sunday Drivers, or Too Fast and Too Furious?

Cited by 25 publications

References 11 publications

Safety Related Behaviors and Law Adherence of Shared E-Scooter Riders in Germany

Safety Related Behaviors and Law Adherence of Shared E-Scooter Riders in Germany

Same same, but different? Cycling and e‐scootering in a rapidly changing urban transport landscape

Understanding multimodal mobility patterns of micromobility users in urban environments: insights from Barcelona

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