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This version is not peer-reviewed
Sustainable Transport Systems and New Mobility Services: Challenges and Solutions, 2nd Volume
[1] We used the following search strings: |
[2] We used the following search string: |
[3] References have been removed from quotes for ease of reading. |
[4] Cazzola and Crist (2020) suggest lifecycle figures of 24gCO2-eq per pkm for a private e-bike and 150gCO2-eq per pkm for an ICE private car. |
[5] Other papers suggest even lower figures for the use of micromobility modes. Specifically, Cazzola and Crist (2020) assume energy use of 21Wh/km for e-bikes. However, for example, Weiss, Cloos and Helmers (2020) suggest a mean value of 7Wh/km for e-bikes (see their Table 1), which is more in line with advertised battery ranges. |
Reference | Country studied | Definition of micromobility provided | Detail of Definition[3] | Reference to main external definitions |
---|---|---|---|---|
Lazarus et al. (2020) | USA | Not really | ‘By enabling users to access a fleet of publicly available shared personal transportation devices on an as-needed basis, shared micromobility offers on-demand, low-emission public transportation options that can help to reduce congestion and emissions, as well as improve public health within urban areas’ | |
Moran et al. (2020) | Austria | No | ||
Lo et al. (2020) | New Zealand | No | ||
O’hern & Estgfaeller (2020) | Yes | “Microvehicles encompass both traditional and emerging vehicle types, from conventional bicycles and powered-two wheelers, through to power-assisted e-bikes, e-scooters and new vehicles such as electric skateboards and “hoverboards””. The paper also discusses the ITF and SAE definitions. | ITF, SAE | |
Sokołowski (2020) | EU-27 and UK | No | ||
Fitt & Curl (2020) | New Zealand | No | ||
Oeschger et al. (2020) | Yes | The paper discusses the ITF definition at length. | ITF | |
Esztergár-Kiss & Lizarraga (2021) | Spain, Germany, Denmark, Israel, Sweden | Yes | ‘Micromobility can be defined as the usage of bicycles, scooters, or small vehicles for typically short urban trips. It can be electric or traditional, and it can be privately owned or shared’ | |
Fonseca-Cabrera et al. (2021) | Spain | Yes | ‘It includes all transportation modes that allow their users to make a hybrid usage and behave either as a pedestrian or as a vehicle at their convenience or when necessary. Defined as such, micro vehicles include all easy-to-carry or easy-to-push vehicles allowing for the augmentation of the pedestrian. They can range from lightest rollers and skis to the heaviest two-wheeled, self-balancing personal transporters. They can be motorized or non-motorized, shared or privately owned.’ | |
Meng & Brown (2021) | USA | Not really | ||
Zakhem & Smith-Colin (2021) | USA | No | ||
Noland (2021) | USA | No | ||
Pande & Taeihagh (2021) | Singapore | Yes | "Theoretically, micromobility constitutes all passenger trips of less than 8 km (5 miles), which account for as much as 50 to 60 percent of today’s total passenger miles travelled in China, European Union, and the United States. Micromobility devices can be both human-powered or assisted by electricity. The powered micromobility devices comprising electric scooters or e-scooters, e-bikes, hoverboards, electric unicycles, and e-skateboards have recently become popular." This is followed by a discussion of the ITF and SAE definitions. | ITF, SAE |
Balacco et al. (2021) | Italy | No | ||
Bai & Jiao (2021) | USA | No | ||
Hosseinzadeh et al. (2021 | USA | No | ||
Hilgert et al. (2021) | No | |||
Sengül and Mostofi (2021) | n/a | Yes | “Micromobility is defined as small and lightweight (less than 500 kg) modes of transport with speeds less than 25 km/h, most of which are used individually, such as the use of bicycles, and with the standing position, such as the use of scooters. E-micromobility vehicles are different from micromobility vehicles due to their motorized powertrains, which are electric, as in e-bikes, e-scooters, and e-skateboards.” | Wikipedia; Deloitte: (https://www2.deloitte.com/us/en/ insights/focus/future-of-mobility/micro-mobility-is-the-future-of-urban-transportation.html) |
McQueen et al. (2021) | n/a | Yes | “We define micromobility modes as small, lightweight human-powered or electric vehicles operated at low speeds, including docked and dockless e-scooters and bike share systems.” | SAE, Didiu (https://micromobility.io/blog/ 2019/2/23/the-micromobility-definition) |
Amoako et al. (2021) | Ghana | Yes | “Defined as transport modes whose speeds do not exceed 45 km/h, micromobility products such as scooters, bicycles, hover-boards, and skateboards not only appeal to the young but also off er cheaper, cleaner, healthier, and quieter transport options” | Dediu |
de Bortoli (2021) | France | No | ||
Brown (2021) | USA | No | ||
Fazio et al. (2021) | Italy | Yes | “Micromobility is a widely used term for low-speed modes of transport based on the use of electric-powered personal micro vehicles, such as e-scooters. E-bikes can be included in this definition as they have been in the USA, even if in some countries, such as Italy, micromobility usually refers to small electric devices, thus excluding e-bikes.” The paper also mentions that micromobility “is used to indicate new types of transport modes that mainly use electric-powered personal mobility vehicles, such as hoverboards, segways, e-scooters, monowheels and e-bikes. They can be rented or shared vehicles or privately owned.“ | |
Sandoval et al. (2021) | USA | No | ||
Reck et al. (2021) | Switzerland | No | ||
Serra et al. (2021) | Portugal | Yes | “The category of micro-vehicles is quite broad, ranging from human-propelled vehicles to electric and internal-combustion ones, with speeds typically reaching up to 45 km/h.” Followed by a discussion of the ITF and SAE definitions. | ITF, SAE |
Askarzadeh & Bridgelall (2021) | USA | Not really | “Micromobility is an evolving form of transportation modality that uses small human- or electric-powered vehicles to move people short distance” | |
Luo et al. (2021) | USA | No | ||
Sun et al. (2021) | USA | Not really | “These small, lightweight mobility options (commonly referred to as micromobility) build on a foundation of shared station-based manual bicycle systems, and have been extended in the past few years to include additional vehicles such as dockless bikes, and electric bikes, and electric scooters.” | |
Aman et al. (2021) | USA | Not really | “Micromobility solutions include small-scale vehicles, such as bicycles, scooters, skateboards, segways, and hover-boards, can be human-powered or electric, and often cover short-distance trips. Shared micromobility programs, such as docked and dockless bikes and, recently, dockless electric scooters (i.e., e-scooters), have become increasingly ubiquitous in cities worldwide.” | |
Freire de Almeida et al. (2021) | Portugal | No | ||
Feng et al. (2022) | USA | No | ||
Bretones & Marquet (2022) | Yes | “The term e-micromobility is a broad concept that has drawn multiple definitions. Consensus definitions seem to gather smaller-scale, lightweight vehicles, electrically powered, operating at speeds up to 25 km/ h, that are mainly used for trips up to 10 km (Milakis et al., 2020; Institute for Transportation and Development, 2021). E-MM vehicles can be privately-owned or used through a shared service. (...) In this line, the definition provided by the International Transport Forum (ITF) is more inclusive and defines e-micromobility as: “vehicles with a mass of no more than 350 kg (771 lb) and a design speed no higher than 45 km/h” (International Transport Forum, 2020). For this literature review, we define e-MM as lightweight vehicles (weighting less than 35 kg), which are electrically powered and with a maximum speed of 25 km/h, including then e-bikes and e-scooters. We are therefore excluding larger and more powerful vehicles, such as e-speed bikes, e-mopeds, and e-motorcycles. Also, this selected definition let us include other modes such as segways and hoverboards.” |
ITF | |
Zhao et al. (2022) | China, India, Japan and USA | Yes | “micromobility devices include motor scooters, powered two-wheelers, motorcycles, mopeds, bicycles, e-bikes, pedal-assisted bicycles, speed-pedelecs, mobility scooters, standing scooters, and e-scooters.” | |
Asensio et al. (2022) | USA | No | ||
Sun & Ertz (2022) | Yes | “Micromobility refers squarely to vehicles that are smaller than cars, such as bicycles or scooters” | ||
Hamerska et al. (2022a) | No | |||
Pazzini et al. (2022) | Norway | Yes | “In the report written by the International Transport Forum (ITF), micromobility is defined as: “[…] the use of micro-vehicles: vehicles with a mass of no more than 350 kg (771 lb) and a design speed no higher than 45 km/h”. This definition includes both human-powered and electrically assisted vehicles such as bicycles, e-bikes, kick scooters, and e-scooters but also skateboards, one-wheeled balancing boards, and four-wheeled electric micro-vehicles” | ITF |
Sanders & Karpinski (2022) | Yes | “Micromobility refers to “a category of modes of transportation that includes very light, low-occupancy vehicles such as electric scooters (e-scooters), electric skateboards, shared bicycles, and electric pedal assisted bicycles (e-bikes)” [1]. In the past, many devices, including Segways, golf carts, and electric wheelchairs have been considered micromobility devices, but a new taxonomy from SAE International classifying powered micromobility devices includes only vehicles weighing less than 500 lb and having a top speed of 30 mph, which excludes the aforementioned devices” | SAE | |
Hamerska et al. (2022b) | Poland | Yes | “H. Dediu (2019) characterizes micromobility as a system of individual urban transportation utilizing primarily means of transportation powered by electricity, weighing no more than 500 kg (Bruce, 2018; Dediu, 2019). Micromobility is a concept, which assumes use of small, lightweight, zero-emission Personal Mobility Devices (PMD) that enable covering of short distances in transportation solutions, most frequently in the initial or the final stretch of the planned travel” | Dediu |
Lanza et al. (2022) | USA | No | ||
Fan & Harper (2022) | USA | Yes | “Micromobility (defined as docked or dockless shared bikes, e-bikes, scooters, e-scooters, skateboards, etc.)” | |
López-Dóriga et al. (2022) | Spain | No | ||
Xu et al. (2022) | USA | No | ||
Elmashhara et al. (2022) | No | |||
Fang (2022) | USA | Yes | “The Society of Automotive Engineers (SAE) defines micromobility vehicles as “primarily designed for human transport,” for use on paved facilities, no greater than 500 lb in curb weight, and have a top speed of no greater than 30 miles per hour (SAE, 2019). While the SAE taxonomy is limited to fully or partially-powered devices, human-powered devices can provide similar mobility. This paper discusses injuries related to the use of eight devices: bicycles, motorized bicycles, kick scooters, motorized scooters, skateboards, motorized skateboards, hoverboards, and devices presumed to be Segways.” | SAE |
Folco et al. (2022) | Italy | No | ||
Pérez-Zuriaga et al. (2022) | No | |||
Arias-Molinares et al. (2022) | Spain | No | ||
Schwinger et al. (2022) | Germany | Not really | “bike-, scooter-, and ride-sharing have become available to complement the available transportation modes. These novel modes, often summarized as micromobility, have in common that they are most often accessed with the traveler’s smartphone and offer personalized and flexible mobility services.” | |
Psarrou Kalakoni et al. (2022) | France | Yes | “The term “micromobility” is used widely to describe modes of individual transportation that are characterized by limited use of space and relatively low mass. However, apart from the vehicle characteristics, a rather mobility-oriented definition of the term includes all transportation modes that allow their users to make a hybrid usage and behave either as a pedestrian or a vehicle at their convenience (e.g. to cross a road or board on a bus) when necessary (Christoforou et al., 2021). These can include a wide range of vehicles, from bicycles and electric scooters to segways, kick-scooters, single-wheel boards, and other. They can be either motorized or non-motorized modes, shared or privately owned.” | |
Felipe-Falgas et al. (2022) | Spain | Yes | “Micromobility, consisting of private or shared lightweight vehicles, which operate at low speeds and are used for short trips [Roig-Costa, et al., 2021], includes vehicles such as e-bicycles, e-scooters, and e-mopeds. Many authors have theorized that micromobility characteristics, including its flexibility, sustainability, and affordability make them ideal for substituting more private vehicles that contribute to pollution (Bduljabbar et al., 2021).” | |
Medina-Molina et al. (2022) | Spain, Portugal, Italy, France, Germany, Turkey and the United Kingdom | Yes | ||
Castiglione et al. (2022) | Italy | No | ||
Nigro et al. (2022) | Italy | Yes | “In this paper, micromobility, although not yet universally defined (Eccarius and Lu, 2020), refers to a range of small, lightweight vehicles typically operating at low speeds (comparable to a bicycle) and personally driven by users. Thus, micromobility devices can include both powered (Sandt, 2019) and unpowered ones, such as bicycles, electric scooters, electric skateboards, shared bicycles, and electric pedal assisted bicycles.” | |
Štefancová et al. (2022) | Slovakia | No | ||
Romm et al. (2022) | USA | No | ||
Bylieva et al. (2022) | Russia | No | ||
Peng et al. (2022) | USA | No | ||
Liao & Correia (2022) | n/a | Yes | “The term micromobility first appeared in 2017 and denotes those vehicles which are light (less than 500 kg) and designed for short distances (less than 15 km). It mainly consists of (conventional and electric) bikes and scooters, while it also includes other less common modes such as skateboard, gyroboard, hoverboard, and unicycle” | Wikipedia |
Reference | Focus of paper | Type of (element of) paper | Topic | ||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Micromobility | E-scooter | Shared e-scooter | E-bike | Shared e-bike | Shared bikes | E-moped | Shared e-moped | Bicycle | Regular kick scooter | motorcycle | Motorized skateboards, hoverboards, segways | Empirical | Review | Conceptual | Editorial | Desk review laws | Case study | ||
Lazarus et al. (2020) | x | x | Impact shared e-bike on shared bike | ||||||||||||||||
Moran et al. (2020) | x | x | Spatial coverage and regulations | ||||||||||||||||
Lo et al. (2020) | x | x | Perception of regulations | ||||||||||||||||
O’hern & Estgfaeller (2020) | x | x | Publication analysis | ||||||||||||||||
Sokołowski (2020) | x | x | Law and regulations | ||||||||||||||||
Fitt & Curl (2020) | x | Social practice | |||||||||||||||||
Oeschger et al. (2020) | x | x | Integration with public transport | ||||||||||||||||
Esztergár-Kiss & Lizarraga (2021) | x | x | Travel behavior | ||||||||||||||||
Fonseca-Cabrera et al. (2021) | x | x | Travel behavior and safety | ||||||||||||||||
Meng & Brown (2021) | x | x | x | Geographical inequalities | |||||||||||||||
Zakhem & Smith-Colin (2021) | x | x | Parking and road use | ||||||||||||||||
Noland (2021) | x | x | x | x | Weather | ||||||||||||||
Pande & Taeihagh (2021) | x | x | Governance | ||||||||||||||||
Balacco et al. (2021) | x | x | x | x | x | E-charging stiations | |||||||||||||
Bai & Jiao (2021) | x | x | Equity | ||||||||||||||||
Hosseinzadeh et al. (2021 | x | x | x | Weather | |||||||||||||||
Hilgert et al. (2021) | x | x | x | Data and forensic analysis | |||||||||||||||
McQueen et al. (2021) | x | x | GHG, equity, sustainability | ||||||||||||||||
Amoako et al. (2021) | x | x | Acceptability and micromobility | ||||||||||||||||
Şengül & Mostofi (2021) | x | x | x | x | Review impacts | ||||||||||||||
de Bortoli (2021) | x | x | x | x | x | LCA shared/private | |||||||||||||
Brown (2021) | x | x | Parking policy | ||||||||||||||||
Fazio et al. (2021) | x | x | x | Network and route planning | |||||||||||||||
Sandoval et al. (2021) | x | x | Parking | ||||||||||||||||
Reck et al. (2021) | x | x | x | x | Mode choice | ||||||||||||||
Serra et al. (2021) | x | x | Safety | ||||||||||||||||
Askarzadeh & Bridgelall (2021) | x | x | Bike sharing stations | ||||||||||||||||
Luo et al. (2021) | x | x | Network design | ||||||||||||||||
Sun et al. (2021) | x | x | x | x | Energy | ||||||||||||||
Aman et al. (2021) | x | x | x | x | Equity | ||||||||||||||
Freire de Almeida et al. (2021) | x | x | Network | ||||||||||||||||
Feng et al. (2022) | x | x | Traffic flow | ||||||||||||||||
Bretones & Marquet (2022) | x | x | Sociopsychological factors of adoption | ||||||||||||||||
Zhao et al. (2022) | x | x | Injuries | ||||||||||||||||
Asensio et al. (2022) | x | x | x | Car substitution | |||||||||||||||
Sun & Ertz (2022) | x | x | x | GHG and shared micromobility | |||||||||||||||
Hamerska et al. (2022a) | x | x | x | Quality of shared services | |||||||||||||||
Pazzini et al. (2022) | x | x | x | Travel behavior | |||||||||||||||
Sanders & Karpinski (2022) | x | x | Micromobility & autonomous vehicles | ||||||||||||||||
Hamerska et al. (2022b) | x | x | Quality of shared services | ||||||||||||||||
Lanza et al. (2022) | x | x | x | x | Travel behavior and infrastructure | ||||||||||||||
Fan & Harper (2022) | x | x | Car substitution | ||||||||||||||||
López-Dóriga et al. (2022) | x | x | Health impacts | ||||||||||||||||
Xu et al. (2022) | x | x | Air quality | ||||||||||||||||
Elmashhara et al. (2022) | x | x | User behavior and shared micromobility | ||||||||||||||||
Fang (2022) | x | x | x | x | x | x | Injuries | ||||||||||||
Folco et al. (2022) | x | x | Network planning | ||||||||||||||||
Pérez-Zuriaga et al. (2022) | x | x | User behavior and safety | ||||||||||||||||
Arias-Molinares et al. (2022) | x | x | Travel patterns and micromobility | ||||||||||||||||
Schwinger et al. (2022) | x | x | x | x | Public transport and micromobility | ||||||||||||||
Psarrou Kalakoni et al. (2022) | x | x | Neighborhood suitability for micromobility | ||||||||||||||||
Felipe-Falgas et al. (2022) | x | x | x | x | LCA of shared micromobility | ||||||||||||||
Medina-Molina et al. (2022) | x | x | Sociotechnical transitions | ||||||||||||||||
Castiglione et al. (2022) | x | x | x | x | x | City logistics | |||||||||||||
Nigro et al. (2022) | x | x | Car substitution | ||||||||||||||||
Štefancová et al. (2022) | x | x | x | Impact of COVID-19 on micromobility | |||||||||||||||
Romm et al. (2022) | x | x | Multimodality | ||||||||||||||||
Bylieva et al. (2022) | x | x | Digital and physical aspects of shared micromobility | ||||||||||||||||
Peng et al. (2022) | x | x | x | GHG and shared micromobility | |||||||||||||||
Liao & Correia (2022) | x | x | E-carsharing and micromobility |
Section A: Comparing the micromobility definitions | ||
ITF | SAE | |
How powered? | ||
Human | Yes | No |
Assisted | Yes | Yes |
Fully | No | Yes |
Electric motors | Yes | Yes |
Combustion Engines | Yes? | Yes |
Others | ||
Top weight | 350kg | 227 kg |
Top speed | 45 km/h | 48 km/h |
Purpose | All mobility | Only personal transport |
Number of wheels | No | No |
Has sub-categories? | Yes, 4 | Yes, many |
Section B: Modes and purposes considered as micromobility | ||
Modes and Purpose | ITF | SAE |
Bicycle | yes | |
E-bike | yes | yes |
E-scooter (standing) | yes | yes |
E-scooter (sitting) | yes | yes |
Cargo-bicycle | yes | no |
e-cargo-bicycle | yes | if for transporting people: yes; for freight: no |
Skateboard | yes | no |
Hoverboard | yes | yes |
All-terrain vehicle | yes (depending on weight) | yes (depending on weight) |
Human Transport | yes | yes |
Freight Transport | yes | yes |
Average GHG emissions (in gCO2-eq) for | |||
---|---|---|---|
Transport mode and operation | (a) Vehicle and battery manufacture, assembly and disposal (including fluids), plus delivery to point of purchase | (b) Operational services (per vehicle) | (c) Energy use, whilst in use, per passenger km (including emissions from fuel production) |
Bike | 100,398 | 0 | 0 |
Shared bike | 128,454 | 136,111 | 0 |
Private e-bike | 168,510 | 0 | 11.8 |
Shared e-bike | 204,595 | 136,111 | 11.8 |
Private electric step scooter | 172,685 | 0 | 6.2 |
Shared electric step scooter (new generation) | 374,001 | 140,886 | 6.7 |
Private moped (ICE) | 391,272 | 0 | 54 |
Private moped (BEV) | 480,145 | 0 | 20 |
Private car (ICE) | 6,496,825 | 0 | 125.6 |
Private e-car (BEV) | 11,339,015 | 0 | 71.5 |
Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely those of the individual author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or the editor(s) disclaim responsibility for any injury to people or property resulting from any ideas, methods, instructions or products referred to in the content. |
Submitted:
27 June 2023
Posted:
28 June 2023
You are already at the latest version
This version is not peer-reviewed
Sustainable Transport Systems and New Mobility Services: Challenges and Solutions, 2nd Volume
Submitted:
27 June 2023
Posted:
28 June 2023
You are already at the latest version
[1] We used the following search strings: |
[2] We used the following search string: |
[3] References have been removed from quotes for ease of reading. |
[4] Cazzola and Crist (2020) suggest lifecycle figures of 24gCO2-eq per pkm for a private e-bike and 150gCO2-eq per pkm for an ICE private car. |
[5] Other papers suggest even lower figures for the use of micromobility modes. Specifically, Cazzola and Crist (2020) assume energy use of 21Wh/km for e-bikes. However, for example, Weiss, Cloos and Helmers (2020) suggest a mean value of 7Wh/km for e-bikes (see their Table 1), which is more in line with advertised battery ranges. |
Reference | Country studied | Definition of micromobility provided | Detail of Definition[3] | Reference to main external definitions |
---|---|---|---|---|
Lazarus et al. (2020) | USA | Not really | ‘By enabling users to access a fleet of publicly available shared personal transportation devices on an as-needed basis, shared micromobility offers on-demand, low-emission public transportation options that can help to reduce congestion and emissions, as well as improve public health within urban areas’ | |
Moran et al. (2020) | Austria | No | ||
Lo et al. (2020) | New Zealand | No | ||
O’hern & Estgfaeller (2020) | Yes | “Microvehicles encompass both traditional and emerging vehicle types, from conventional bicycles and powered-two wheelers, through to power-assisted e-bikes, e-scooters and new vehicles such as electric skateboards and “hoverboards””. The paper also discusses the ITF and SAE definitions. | ITF, SAE | |
Sokołowski (2020) | EU-27 and UK | No | ||
Fitt & Curl (2020) | New Zealand | No | ||
Oeschger et al. (2020) | Yes | The paper discusses the ITF definition at length. | ITF | |
Esztergár-Kiss & Lizarraga (2021) | Spain, Germany, Denmark, Israel, Sweden | Yes | ‘Micromobility can be defined as the usage of bicycles, scooters, or small vehicles for typically short urban trips. It can be electric or traditional, and it can be privately owned or shared’ | |
Fonseca-Cabrera et al. (2021) | Spain | Yes | ‘It includes all transportation modes that allow their users to make a hybrid usage and behave either as a pedestrian or as a vehicle at their convenience or when necessary. Defined as such, micro vehicles include all easy-to-carry or easy-to-push vehicles allowing for the augmentation of the pedestrian. They can range from lightest rollers and skis to the heaviest two-wheeled, self-balancing personal transporters. They can be motorized or non-motorized, shared or privately owned.’ | |
Meng & Brown (2021) | USA | Not really | ||
Zakhem & Smith-Colin (2021) | USA | No | ||
Noland (2021) | USA | No | ||
Pande & Taeihagh (2021) | Singapore | Yes | "Theoretically, micromobility constitutes all passenger trips of less than 8 km (5 miles), which account for as much as 50 to 60 percent of today’s total passenger miles travelled in China, European Union, and the United States. Micromobility devices can be both human-powered or assisted by electricity. The powered micromobility devices comprising electric scooters or e-scooters, e-bikes, hoverboards, electric unicycles, and e-skateboards have recently become popular." This is followed by a discussion of the ITF and SAE definitions. | ITF, SAE |
Balacco et al. (2021) | Italy | No | ||
Bai & Jiao (2021) | USA | No | ||
Hosseinzadeh et al. (2021 | USA | No | ||
Hilgert et al. (2021) | No | |||
Sengül and Mostofi (2021) | n/a | Yes | “Micromobility is defined as small and lightweight (less than 500 kg) modes of transport with speeds less than 25 km/h, most of which are used individually, such as the use of bicycles, and with the standing position, such as the use of scooters. E-micromobility vehicles are different from micromobility vehicles due to their motorized powertrains, which are electric, as in e-bikes, e-scooters, and e-skateboards.” | Wikipedia; Deloitte: (https://www2.deloitte.com/us/en/ insights/focus/future-of-mobility/micro-mobility-is-the-future-of-urban-transportation.html) |
McQueen et al. (2021) | n/a | Yes | “We define micromobility modes as small, lightweight human-powered or electric vehicles operated at low speeds, including docked and dockless e-scooters and bike share systems.” | SAE, Didiu (https://micromobility.io/blog/ 2019/2/23/the-micromobility-definition) |
Amoako et al. (2021) | Ghana | Yes | “Defined as transport modes whose speeds do not exceed 45 km/h, micromobility products such as scooters, bicycles, hover-boards, and skateboards not only appeal to the young but also off er cheaper, cleaner, healthier, and quieter transport options” | Dediu |
de Bortoli (2021) | France | No | ||
Brown (2021) | USA | No | ||
Fazio et al. (2021) | Italy | Yes | “Micromobility is a widely used term for low-speed modes of transport based on the use of electric-powered personal micro vehicles, such as e-scooters. E-bikes can be included in this definition as they have been in the USA, even if in some countries, such as Italy, micromobility usually refers to small electric devices, thus excluding e-bikes.” The paper also mentions that micromobility “is used to indicate new types of transport modes that mainly use electric-powered personal mobility vehicles, such as hoverboards, segways, e-scooters, monowheels and e-bikes. They can be rented or shared vehicles or privately owned.“ | |
Sandoval et al. (2021) | USA | No | ||
Reck et al. (2021) | Switzerland | No | ||
Serra et al. (2021) | Portugal | Yes | “The category of micro-vehicles is quite broad, ranging from human-propelled vehicles to electric and internal-combustion ones, with speeds typically reaching up to 45 km/h.” Followed by a discussion of the ITF and SAE definitions. | ITF, SAE |
Askarzadeh & Bridgelall (2021) | USA | Not really | “Micromobility is an evolving form of transportation modality that uses small human- or electric-powered vehicles to move people short distance” | |
Luo et al. (2021) | USA | No | ||
Sun et al. (2021) | USA | Not really | “These small, lightweight mobility options (commonly referred to as micromobility) build on a foundation of shared station-based manual bicycle systems, and have been extended in the past few years to include additional vehicles such as dockless bikes, and electric bikes, and electric scooters.” | |
Aman et al. (2021) | USA | Not really | “Micromobility solutions include small-scale vehicles, such as bicycles, scooters, skateboards, segways, and hover-boards, can be human-powered or electric, and often cover short-distance trips. Shared micromobility programs, such as docked and dockless bikes and, recently, dockless electric scooters (i.e., e-scooters), have become increasingly ubiquitous in cities worldwide.” | |
Freire de Almeida et al. (2021) | Portugal | No | ||
Feng et al. (2022) | USA | No | ||
Bretones & Marquet (2022) | Yes | “The term e-micromobility is a broad concept that has drawn multiple definitions. Consensus definitions seem to gather smaller-scale, lightweight vehicles, electrically powered, operating at speeds up to 25 km/ h, that are mainly used for trips up to 10 km (Milakis et al., 2020; Institute for Transportation and Development, 2021). E-MM vehicles can be privately-owned or used through a shared service. (...) In this line, the definition provided by the International Transport Forum (ITF) is more inclusive and defines e-micromobility as: “vehicles with a mass of no more than 350 kg (771 lb) and a design speed no higher than 45 km/h” (International Transport Forum, 2020). For this literature review, we define e-MM as lightweight vehicles (weighting less than 35 kg), which are electrically powered and with a maximum speed of 25 km/h, including then e-bikes and e-scooters. We are therefore excluding larger and more powerful vehicles, such as e-speed bikes, e-mopeds, and e-motorcycles. Also, this selected definition let us include other modes such as segways and hoverboards.” |
ITF | |
Zhao et al. (2022) | China, India, Japan and USA | Yes | “micromobility devices include motor scooters, powered two-wheelers, motorcycles, mopeds, bicycles, e-bikes, pedal-assisted bicycles, speed-pedelecs, mobility scooters, standing scooters, and e-scooters.” | |
Asensio et al. (2022) | USA | No | ||
Sun & Ertz (2022) | Yes | “Micromobility refers squarely to vehicles that are smaller than cars, such as bicycles or scooters” | ||
Hamerska et al. (2022a) | No | |||
Pazzini et al. (2022) | Norway | Yes | “In the report written by the International Transport Forum (ITF), micromobility is defined as: “[…] the use of micro-vehicles: vehicles with a mass of no more than 350 kg (771 lb) and a design speed no higher than 45 km/h”. This definition includes both human-powered and electrically assisted vehicles such as bicycles, e-bikes, kick scooters, and e-scooters but also skateboards, one-wheeled balancing boards, and four-wheeled electric micro-vehicles” | ITF |
Sanders & Karpinski (2022) | Yes | “Micromobility refers to “a category of modes of transportation that includes very light, low-occupancy vehicles such as electric scooters (e-scooters), electric skateboards, shared bicycles, and electric pedal assisted bicycles (e-bikes)” [1]. In the past, many devices, including Segways, golf carts, and electric wheelchairs have been considered micromobility devices, but a new taxonomy from SAE International classifying powered micromobility devices includes only vehicles weighing less than 500 lb and having a top speed of 30 mph, which excludes the aforementioned devices” | SAE | |
Hamerska et al. (2022b) | Poland | Yes | “H. Dediu (2019) characterizes micromobility as a system of individual urban transportation utilizing primarily means of transportation powered by electricity, weighing no more than 500 kg (Bruce, 2018; Dediu, 2019). Micromobility is a concept, which assumes use of small, lightweight, zero-emission Personal Mobility Devices (PMD) that enable covering of short distances in transportation solutions, most frequently in the initial or the final stretch of the planned travel” | Dediu |
Lanza et al. (2022) | USA | No | ||
Fan & Harper (2022) | USA | Yes | “Micromobility (defined as docked or dockless shared bikes, e-bikes, scooters, e-scooters, skateboards, etc.)” | |
López-Dóriga et al. (2022) | Spain | No | ||
Xu et al. (2022) | USA | No | ||
Elmashhara et al. (2022) | No | |||
Fang (2022) | USA | Yes | “The Society of Automotive Engineers (SAE) defines micromobility vehicles as “primarily designed for human transport,” for use on paved facilities, no greater than 500 lb in curb weight, and have a top speed of no greater than 30 miles per hour (SAE, 2019). While the SAE taxonomy is limited to fully or partially-powered devices, human-powered devices can provide similar mobility. This paper discusses injuries related to the use of eight devices: bicycles, motorized bicycles, kick scooters, motorized scooters, skateboards, motorized skateboards, hoverboards, and devices presumed to be Segways.” | SAE |
Folco et al. (2022) | Italy | No | ||
Pérez-Zuriaga et al. (2022) | No | |||
Arias-Molinares et al. (2022) | Spain | No | ||
Schwinger et al. (2022) | Germany | Not really | “bike-, scooter-, and ride-sharing have become available to complement the available transportation modes. These novel modes, often summarized as micromobility, have in common that they are most often accessed with the traveler’s smartphone and offer personalized and flexible mobility services.” | |
Psarrou Kalakoni et al. (2022) | France | Yes | “The term “micromobility” is used widely to describe modes of individual transportation that are characterized by limited use of space and relatively low mass. However, apart from the vehicle characteristics, a rather mobility-oriented definition of the term includes all transportation modes that allow their users to make a hybrid usage and behave either as a pedestrian or a vehicle at their convenience (e.g. to cross a road or board on a bus) when necessary (Christoforou et al., 2021). These can include a wide range of vehicles, from bicycles and electric scooters to segways, kick-scooters, single-wheel boards, and other. They can be either motorized or non-motorized modes, shared or privately owned.” | |
Felipe-Falgas et al. (2022) | Spain | Yes | “Micromobility, consisting of private or shared lightweight vehicles, which operate at low speeds and are used for short trips [Roig-Costa, et al., 2021], includes vehicles such as e-bicycles, e-scooters, and e-mopeds. Many authors have theorized that micromobility characteristics, including its flexibility, sustainability, and affordability make them ideal for substituting more private vehicles that contribute to pollution (Bduljabbar et al., 2021).” | |
Medina-Molina et al. (2022) | Spain, Portugal, Italy, France, Germany, Turkey and the United Kingdom | Yes | ||
Castiglione et al. (2022) | Italy | No | ||
Nigro et al. (2022) | Italy | Yes | “In this paper, micromobility, although not yet universally defined (Eccarius and Lu, 2020), refers to a range of small, lightweight vehicles typically operating at low speeds (comparable to a bicycle) and personally driven by users. Thus, micromobility devices can include both powered (Sandt, 2019) and unpowered ones, such as bicycles, electric scooters, electric skateboards, shared bicycles, and electric pedal assisted bicycles.” | |
Štefancová et al. (2022) | Slovakia | No | ||
Romm et al. (2022) | USA | No | ||
Bylieva et al. (2022) | Russia | No | ||
Peng et al. (2022) | USA | No | ||
Liao & Correia (2022) | n/a | Yes | “The term micromobility first appeared in 2017 and denotes those vehicles which are light (less than 500 kg) and designed for short distances (less than 15 km). It mainly consists of (conventional and electric) bikes and scooters, while it also includes other less common modes such as skateboard, gyroboard, hoverboard, and unicycle” | Wikipedia |
Reference | Focus of paper | Type of (element of) paper | Topic | ||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Micromobility | E-scooter | Shared e-scooter | E-bike | Shared e-bike | Shared bikes | E-moped | Shared e-moped | Bicycle | Regular kick scooter | motorcycle | Motorized skateboards, hoverboards, segways | Empirical | Review | Conceptual | Editorial | Desk review laws | Case study | ||
Lazarus et al. (2020) | x | x | Impact shared e-bike on shared bike | ||||||||||||||||
Moran et al. (2020) | x | x | Spatial coverage and regulations | ||||||||||||||||
Lo et al. (2020) | x | x | Perception of regulations | ||||||||||||||||
O’hern & Estgfaeller (2020) | x | x | Publication analysis | ||||||||||||||||
Sokołowski (2020) | x | x | Law and regulations | ||||||||||||||||
Fitt & Curl (2020) | x | Social practice | |||||||||||||||||
Oeschger et al. (2020) | x | x | Integration with public transport | ||||||||||||||||
Esztergár-Kiss & Lizarraga (2021) | x | x | Travel behavior | ||||||||||||||||
Fonseca-Cabrera et al. (2021) | x | x | Travel behavior and safety | ||||||||||||||||
Meng & Brown (2021) | x | x | x | Geographical inequalities | |||||||||||||||
Zakhem & Smith-Colin (2021) | x | x | Parking and road use | ||||||||||||||||
Noland (2021) | x | x | x | x | Weather | ||||||||||||||
Pande & Taeihagh (2021) | x | x | Governance | ||||||||||||||||
Balacco et al. (2021) | x | x | x | x | x | E-charging stiations | |||||||||||||
Bai & Jiao (2021) | x | x | Equity | ||||||||||||||||
Hosseinzadeh et al. (2021 | x | x | x | Weather | |||||||||||||||
Hilgert et al. (2021) | x | x | x | Data and forensic analysis | |||||||||||||||
McQueen et al. (2021) | x | x | GHG, equity, sustainability | ||||||||||||||||
Amoako et al. (2021) | x | x | Acceptability and micromobility | ||||||||||||||||
Şengül & Mostofi (2021) | x | x | x | x | Review impacts | ||||||||||||||
de Bortoli (2021) | x | x | x | x | x | LCA shared/private | |||||||||||||
Brown (2021) | x | x | Parking policy | ||||||||||||||||
Fazio et al. (2021) | x | x | x | Network and route planning | |||||||||||||||
Sandoval et al. (2021) | x | x | Parking | ||||||||||||||||
Reck et al. (2021) | x | x | x | x | Mode choice | ||||||||||||||
Serra et al. (2021) | x | x | Safety | ||||||||||||||||
Askarzadeh & Bridgelall (2021) | x | x | Bike sharing stations | ||||||||||||||||
Luo et al. (2021) | x | x | Network design | ||||||||||||||||
Sun et al. (2021) | x | x | x | x | Energy | ||||||||||||||
Aman et al. (2021) | x | x | x | x | Equity | ||||||||||||||
Freire de Almeida et al. (2021) | x | x | Network | ||||||||||||||||
Feng et al. (2022) | x | x | Traffic flow | ||||||||||||||||
Bretones & Marquet (2022) | x | x | Sociopsychological factors of adoption | ||||||||||||||||
Zhao et al. (2022) | x | x | Injuries | ||||||||||||||||
Asensio et al. (2022) | x | x | x | Car substitution | |||||||||||||||
Sun & Ertz (2022) | x | x | x | GHG and shared micromobility | |||||||||||||||
Hamerska et al. (2022a) | x | x | x | Quality of shared services | |||||||||||||||
Pazzini et al. (2022) | x | x | x | Travel behavior | |||||||||||||||
Sanders & Karpinski (2022) | x | x | Micromobility & autonomous vehicles | ||||||||||||||||
Hamerska et al. (2022b) | x | x | Quality of shared services | ||||||||||||||||
Lanza et al. (2022) | x | x | x | x | Travel behavior and infrastructure | ||||||||||||||
Fan & Harper (2022) | x | x | Car substitution | ||||||||||||||||
López-Dóriga et al. (2022) | x | x | Health impacts | ||||||||||||||||
Xu et al. (2022) | x | x | Air quality | ||||||||||||||||
Elmashhara et al. (2022) | x | x | User behavior and shared micromobility | ||||||||||||||||
Fang (2022) | x | x | x | x | x | x | Injuries | ||||||||||||
Folco et al. (2022) | x | x | Network planning | ||||||||||||||||
Pérez-Zuriaga et al. (2022) | x | x | User behavior and safety | ||||||||||||||||
Arias-Molinares et al. (2022) | x | x | Travel patterns and micromobility | ||||||||||||||||
Schwinger et al. (2022) | x | x | x | x | Public transport and micromobility | ||||||||||||||
Psarrou Kalakoni et al. (2022) | x | x | Neighborhood suitability for micromobility | ||||||||||||||||
Felipe-Falgas et al. (2022) | x | x | x | x | LCA of shared micromobility | ||||||||||||||
Medina-Molina et al. (2022) | x | x | Sociotechnical transitions | ||||||||||||||||
Castiglione et al. (2022) | x | x | x | x | x | City logistics | |||||||||||||
Nigro et al. (2022) | x | x | Car substitution | ||||||||||||||||
Štefancová et al. (2022) | x | x | x | Impact of COVID-19 on micromobility | |||||||||||||||
Romm et al. (2022) | x | x | Multimodality | ||||||||||||||||
Bylieva et al. (2022) | x | x | Digital and physical aspects of shared micromobility | ||||||||||||||||
Peng et al. (2022) | x | x | x | GHG and shared micromobility | |||||||||||||||
Liao & Correia (2022) | x | x | E-carsharing and micromobility |
Section A: Comparing the micromobility definitions | ||
ITF | SAE | |
How powered? | ||
Human | Yes | No |
Assisted | Yes | Yes |
Fully | No | Yes |
Electric motors | Yes | Yes |
Combustion Engines | Yes? | Yes |
Others | ||
Top weight | 350kg | 227 kg |
Top speed | 45 km/h | 48 km/h |
Purpose | All mobility | Only personal transport |
Number of wheels | No | No |
Has sub-categories? | Yes, 4 | Yes, many |
Section B: Modes and purposes considered as micromobility | ||
Modes and Purpose | ITF | SAE |
Bicycle | yes | |
E-bike | yes | yes |
E-scooter (standing) | yes | yes |
E-scooter (sitting) | yes | yes |
Cargo-bicycle | yes | no |
e-cargo-bicycle | yes | if for transporting people: yes; for freight: no |
Skateboard | yes | no |
Hoverboard | yes | yes |
All-terrain vehicle | yes (depending on weight) | yes (depending on weight) |
Human Transport | yes | yes |
Freight Transport | yes | yes |
Average GHG emissions (in gCO2-eq) for | |||
---|---|---|---|
Transport mode and operation | (a) Vehicle and battery manufacture, assembly and disposal (including fluids), plus delivery to point of purchase | (b) Operational services (per vehicle) | (c) Energy use, whilst in use, per passenger km (including emissions from fuel production) |
Bike | 100,398 | 0 | 0 |
Shared bike | 128,454 | 136,111 | 0 |
Private e-bike | 168,510 | 0 | 11.8 |
Shared e-bike | 204,595 | 136,111 | 11.8 |
Private electric step scooter | 172,685 | 0 | 6.2 |
Shared electric step scooter (new generation) | 374,001 | 140,886 | 6.7 |
Private moped (ICE) | 391,272 | 0 | 54 |
Private moped (BEV) | 480,145 | 0 | 20 |
Private car (ICE) | 6,496,825 | 0 | 125.6 |
Private e-car (BEV) | 11,339,015 | 0 | 71.5 |
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