A Scientometric Review of Powered Micromobility

O’Hern, Steve; Estgfaeller, Nora

doi:10.3390/su12229505

Cited by 50 publications

(37 citation statements)

References 66 publications

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“…Indeed, cycling can be undertaken at safe social distances [ 7 ]. Many cities have responded by encouraging increased active transportation through the reallocation of urban space, for example by installing ‘pop-up- bicycle lanes’ [ 6 ] and there is recognition that this increase in active transport usage can continue post-pandemic [ 6 , 8 ]. These changes in transport patterns have the potential to maintain positive long-term impacts on mobility.…”

Section: Introductionmentioning

confidence: 99%

Bicycle Rider Behavior and Crash Involvement in Australia

O’Hern

Estgfaeller

Stephens

et al. 2021

IJERPH

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This research investigated how behaviours and attitudes of bicycle riders influence crash frequency and severity. The study recruited 1102 Australian bicycle riders for an online survey. The survey comprised questions on demographics, frequency of riding and the number and severity of traffic crashes during the last five years. The survey included the Cycling Behaviour Questionnaire and the Cyclist Risk Perception and Regulation Scale. Overall, there were low levels of errors and violations reported by participants indicating that these behaviours were on average never or rarely exhibited while riding a bicycle. Conversely, participants reported high levels of engagement in positive behaviours and reported high levels of traffic rule knowledge and risk perception. Higher rates of violations and errors were associated with increased crash likelihood, while higher rates of positive behaviours were associated with reduced rates of crash involvement in a period of 5 years. The findings highlight the relationship between errors, total crashes and crash severity Further promotion of positive behaviours amongst riders may also help to reduce the risk of crashes.

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Section: Introductionmentioning

confidence: 99%

Bicycle Rider Behavior and Crash Involvement in Australia

O’Hern

Estgfaeller

Stephens

et al. 2021

IJERPH

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“…The majority of dockless bike-sharing (DBS) bikes are distributed around metro stations in Chinese cities [ 16 ]. These newly shared mobility services contribute to solving the first- and last-mile problem [ 17 ].…”

Section: Introductionmentioning

confidence: 99%

Traffic Safety Perception, Attitude, and Feeder Mode Choice of Metro Commute: Evidence from Shenzhen

Guo

Yang

Huang

et al. 2020

IJERPH

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Like many other transit modes, the metro provides stop-to-stop services rather than door-to-door services, so its use undeniably involves first- and last-mile issues. Understanding the determinants of the first- and last-mile mode choice is essential. Existing literature, however, mostly overlooks the mode choice effects of traffic safety perception and attitudes toward the mode. To this end, based on a face-to-face questionnaire survey in Shenzhen, China, this study uses the two-sample t-test to confirm the systematic differences in traffic safety perception and attitudes between different subgroups and develops a series of multinomial logistic (MNL) models to identify the determinants of first- and last-mile mode choice for metro commuters. The results of this study show that: (1) Walking is the most frequently used travel mode, followed by dockless bike-sharing (DBS) and buses; (2) Variances in traffic safety perception and attitude exist across gender and location; (3) Vehicle-related crash risks discourage metro commuters from walking to/from the metro station but encourage them to use DBS and buses as feeder modes; (4) DBS–metro integration is encouraged by the attitude that DBS is quicker than buses and walking, and positive attitudes toward the bus and DBS availability are decisive for the bus–metro and DBS–metro integration, respectively; and (5) Substantial differences exist in the mode choice effects of traffic safety perception and attitudes for access and egress trips. This study provides a valuable reference for metro commuters’ first- and last-mile travel mode choice, contributing to developing a sustainable urban transport system.

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“…Similar to all other electric vehicles (cars, bicycles, etc. ), e-scooters reduce congestion, have zero emission as they do not emit air pollutants, and are also quiet, thus having no influence on the noise pollution levels in cities [42,43] Significant reductions in carbon emissions can potentially be achieved if e-scooters replace internal combustion vehicles, i.e., if the short journeys that are made by car are accomplished by e-scooters. For example, the use of an e-scooter causes between 64 and 237 g of CO 2, which can be further reduced by 20-30% after two years.…”

Section: The Ecology Dimensionmentioning

confidence: 99%

The E-Scooter Potential to Change Urban Mobility—Belgrade Case Study

et al. 2021

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As we witness a global change occurring with the advent of e-scooters (electric scooters), it is clear that adequate measures need to be taken for the implementation of this means of transport. Bearing in mind that the user should be the focus of the proposed measures, the aim of this paper encompasses the analysis of e-scooter users’ travel patterns, as well as standard scooter users’ willingness to switch to e-scooters for different hypothetical scenarios, and the determination of factors that have an influence on the users’ willingness to switch. The scenarios include the availability of various infrastructure capacities for the city of Belgrade, namely, a separate infrastructure for e-scooters, or sharing the existing infrastructure with cyclists, pedestrians and motor vehicles. Standard methods of descriptive statistics, the McNemar–Bowker test of paired samples, and multinomial logistic regression were used in this paper. The results showed that there was a statistically significant difference in users’ willingness to use an e-scooter, depending on the available infrastructure. The results of multinomial logistic regression showed that the mode of transport used before and during the COVID-19 pandemic, as well as the average distance traveled, had a statistically significant impact on the users’ willingness to switch to e-scooters if they were allowed to use the cycling infrastructure. This paper also identifies additional factors that have a positive (environmental benefits, congestion avoidance) and negative (safety issues, lack of infrastructure, etc.) impact on users’ willingness to switch, which can be of use to decision-makers as a basic guideline for the adequate implementation of e-scooters in transport systems.

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A Scientometric Review of Powered Micromobility

Cited by 50 publications

References 66 publications

Bicycle Rider Behavior and Crash Involvement in Australia

Bicycle Rider Behavior and Crash Involvement in Australia

Traffic Safety Perception, Attitude, and Feeder Mode Choice of Metro Commute: Evidence from Shenzhen

The E-Scooter Potential to Change Urban Mobility—Belgrade Case Study

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