E-Scooter sharing: Eleven percent replace car rides - almost half replace walking

The German Institute for Urban Studies (Difu) and the German Aerospace Center (DLR) have investigated the typical usage of e-scooters, which were launched three years ago, and the conflicts that arise between pedestrians, cyclists, and e-scooter users. The study, commissioned by the Federal Ministry for Digital and Transport (BMDV) and funded by the National Cycling Plan, also focused on the scope for action and control options available to municipalities, especially in light of the current legal framework. As part of the study, the research team interviewed experts from locations including Berlin, Cologne, Stuttgart, Basel, Paris, and Warsaw, surveyed both e-scooter users and non-users (including blind and visually impaired individuals), analyzed accident and usage data, and recorded and evaluated street-level videos.

E-Scooters as a Component of a Diverse Transport Offer

Summary: Researchers believe that e-scooter rental systems will be a component of future diverse transport offerings. However, the sharing services will only develop in the interest of municipalities if they take an active role in regulation. Therefore, the research team recommends that municipalities integrate e-scooters into their transport strategies and position them in relation to motorized individual transport. For the successful integration of e-scooters into urban transport, it is also crucial to create the appropriate infrastructure, such as high-quality bike paths and parking areas for scooters.

After Initial Euphoria, a Hard Landing in Reality

The approval of e-scooters in German cities three years ago was intended to be an innovative contribution to the mobility transition, the authors outline. The hypothesis was that as more car trips are replaced by scooters, there would be less traffic congestion and better environmental conservation. However, improperly parked or obstructive scooters often caused frustration. As a result, many municipalities are now challenged with integrating and effectively managing e-scooters within the urban transport system. Additionally, there are legal ambiguities concerning the classification of e-scooter rental systems, such as determining whether their use constitutes common or special usage.

The Traffic Impact of E-Scooters is Underestimated

The researchers found that the traffic impact of e-scooters is better than their reputation suggests, though it varies depending on whether the scooters are part of a sharing system or privately owned. For sharing e-scooters, the combination with public transport (ÖPNV) is significant, with 25% of all rides combined with public transport. This combination is much less popular for private e-scooters (15% of all rides). On the other hand, private e-scooters replace more car trips, with about one-third (34%) of reported rides replacing a car journey. For sharing e-scooters, this figure is only 11%.

Less positively, 43% of users would have otherwise walked. Additionally, the survey shows that e-scooters are used not only for leisure rides but also for commuting, shopping, or personal errands. Almost a third of private e-scooter users, for example, use them to commute to work. Therefore, e-scooters have the potential to be a component of both urban transport systems and multimodal travel behavior, according to the conclusion.

Potential for Conflict in the Active Mobility System is High

Even though solo accidents are common, the majority of respondents have already experienced conflicts with e-scooters. Pedestrians (especially those with visual impairments) are more affected than cyclists. More conflicts are overall caused by parked e-scooters than by those in motion. Pedestrians are particularly affected by obstructions from parked e-scooters. Every sixth pedestrian reported stumbling over or tripping on a parked e-scooter.

Cyclists, on the other hand, experience mostly minor conflicts, such as having to swerve or slow down because of an e-scooter. However, the interaction behavior measured in street traffic between e-scooters and bicycles differs hardly at all. Challenges mainly lie in adherence to rules and the lack of parking spaces. This is also evident in the desires for handling e-scooters in cities – from both e-scooter users and non-users.

A Message to Municipalities: Actively Manage Instead of Reacting

Given the increasing space competition in many city centers, "doing nothing" is not a recommended strategy. On the contrary, municipalities are urged to more fairly allocate space in street traffic for different modes of transport. Sharing offers – such as electric micro-vehicles and car- and bikesharing – should be strategically integrated as elements in the multimodal mix of the urban transport system. To this end, new vehicles need to be integrated into transport policy strategies and defined by which transport policy goals they can contribute to. Expanding bicycle infrastructure and defined parking spaces for e-scooters help promote a harmonious coexistence of various modes of transport and prevent unauthorized use of sidewalks.

Based on the collected data, the research team has derived recommendations for municipalities, compiled numerous assessments, and prepared case studies for various cities. To ensure the results also serve as a useful tool for other municipalities in Germany when integrating e-scooter rental systems into the existing transport system, they have been published in the form of a practical guide.