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A Seminar-2 (TR 526) Synopsis On

“E-MICROMOBILITY”
Submitted by

Km Simran

(Scholar No. 222111507)

Under the supervision of

Prof. (Dr.) Siddhartha Rokade

Transportation Engineering

Department of Civil Engineering

Maulana Azad National Institute of Technology, Bhopal

March , 2023

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TABLE OF CONTENTS

Description

1. Introduction
2. Literature Review
References

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1. Introduction

According to the U.S. Department of Transportation, micromobility is “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)”.
Horace Dediu, who is widely credited with originally coining the term micromobility, defined
these modes as “everything that is not a car” that weighs less than 1,000 pounds. Over the last
few years, shared micromobility has evolved considerably.
Until relatively recently, shared micromobility consisted of shared e-bikes in a few select
cities. E-bikes fit well into the existing transportation system, since they were already
regulated. People generally knew what to expect from bicycles: where they would ride, how
fast they would go, and how they would behave. In 2018, the U.S. market for shared e-scooters
exploded. In many cities, officials were not informed of planned scooter deployments before
they occurred, leading to confusion. Unlike e-bikes, the existing legislation was often not
totally applicable to e-scooters. Fortunately, since that time, significant progress has been
made and many areas now have robust legislation governing shared e-scooters. Many cities
have published their findings to share their knowledge with others. The rise of micromobility
has changed the conversation around transportation from car-centric to a multimodal

perspective that considers the needs of all users.

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 LITERATURE REVIEW

William Riggs, Matt Kawashima, David Batstone (2021) This paper evaluates commercial
scooter deployment within municipalities in the United States, and seeks to identify policy trends
for regulating e-scooters. As many communities do not have policies in place, the study seeks to
benchmark and develop a policy dialogue addressing e-scooter use and deployment. The study
focuses on three specific policy strategies cities are implementing: the use of pilot programs;
vendor limits or caps; and the inclusion of equity policy. The study finds that tension between
these policies has the potential to constrain or accelerate the market adoption of scooters and that
very few communities are designing and adopting environment strategies to regulate scooter use.
These policy dialogues are worth exploration as cities accelerate trends toward micromobility.
This study seeks to identify what cities are doing from a policy and regulatory perspective, if
anything, to regulate the use and deployment of e-scooters. This paper results indicate that there
may not be a “one-size fits all” approach to regulating e-scooters.

Giulia Oeschger , Paraic Carroll , Brian Caulfield (2020) This paper presents an extensive
systematic literature review of studies that focus specifically on the integration of
micromobility and public transport systems and is, to the knowledge of the authors, the first
review focusing on this specific aspect of micromobility. This paper offers an understanding of
how this topic has been studied to date, which factors and aspects have been considered and
analysed, which causalities have been identified in the research, in addition to identifying gaps
in the literature and providing guidance for future research on this topic. Furthermore, this
paper provides a comprehensive collection and critical discussion of suggestions and
recommendations included in the literature which are analysed in this study, aimed at
improving and further promoting the effective integration of micromobility and public
transport services. In this paper, a systematic literature review was conducted, to determine
how the integration of micromobility and public transport has been studied to date. Through a
systematic approach, 48 articles have been selected and analysed in this study, that specifically

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 focus on the subject of micromoblity and public transport integration. The main goal was to
identify the aspects of the topic that have been empirically examined to date, while also
discovering the gaps that exist and ought to be addressed in order to fully appreciate the
system and further improve it.

Zhufeng Fan , Corey D. Harper (2022) This paper uses Seattle as a case study and estimates that
up to 18% of short car trips could be replaced by micromobility. A static traffic assignment model
is developed to simulate and compare the results of peak hour traffic under a base case scenario
(2014 traffic conditions) to scenarios where a portion of short car trips are substituted by
micromobility. Results indicate that micromobility could reduce congestion on heavily congested
corridors and wide-scale bike lane deployment can maximize congestion benefits, but the impacts
to energy use and emissions are disproportionately low and other measures (e.g., vehicle
electrification) are needed to meet climate change emissions targets. In this paper they used
Statistical methods to assess the effects of micromobility on traffic congestion, emissions, and
energy use. They also used Other methods (e.g., surveys, scenario analysis, and life cycle
assessments) to to assess the effects of micromobility on congestion and/or environmental
sustainability. In order to assess the environmental and congestion benefits of higher
micromobility penetration and assess improvements in link performance as they replace the short
vehicle trips by micromobility. In this paper, They explored the potential impacts to congestion,
emissions, and energy use if a proportion of short car trips are replaced by micromobility modes,
using Seattle as a case study.

Daniel J. Reck , He Haitao , Sergio Guidon , Kay W. Axhausen(2021) Shared micromobility

services (e-scooters, bikes, e-bikes) have rapidly gained popularity in the past few years, yet little
is known about their usage. While most previous studies have analysed single modes, only few
comparative studies of two modes exist and none so-far have analysed competition or mode
choice at a high spatiotemporal resolution for more than two modes. To this end, we develop a
generally applicable methodology to model and analyse shared micromobility competition and
mode choice using widely accessible vehicle location data. We apply this methodology to estimate
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the first comprehensive mode choice models between four different micromobility modes using
the largest and densest empirical shared micromobility dataset todate. Our results suggest that
mode choice is nested (dockless and docked) and dominated by distance and time of day. Docked
modes are preferred for commuting. Hence, docking infrastructure for currently dockless modes
could be vital for bolstering micromobility as an attractive alternative to private cars to tackle
urban congestion during rush hours. Furthermore, our results reveal a fundamental relationship
between fleet density and usage. A “plateau effect” is observed with decreasing marginal utility
gains for increasing fleet densities. City authorities and service providers can leverage this
quantitative relationship to develop evidence-based micromobility regulation and optimise their
fleet deployment, respectively.

Aoyong Li , Pengxiang Zhao , Xintao Liu , Ali Mansourian , Kay W. Axhausen , Xiaobo Qu
(2022) Although e-scooter sharing has become increasingly attractive, little attention has been
paid to a comprehensive comparison of e-scooter sharing mobility in multiple cities. To fill this
gap, they conduct a comparative study to reveal the similarity and difference of e-scooter sharing
mobility by collecting and analyzing vehicle availability data from 30 European cities during post
COVID19 pandemic. The comparisons are implemented from four perspectives, including
temporal trip patterns, statistical characteristics (i.e., trip distance and duration), utilization
efficiency, and wasted electricity during idle time. Results suggest that the similarity and
difference co-exist between e-scooter sharing services in the cities, and utilization efficiency is
significantly related with the number of e-scooters per person and per unit area. Surprisingly, on
average nearly 33% of electricity are wasted during idle time in these cities. These research
findings can be beneficial to further optimizing e-scooter sharing mobility services for
transportation planners and micro-mobility operators.

Hongtai Yang , Jinghai Huo , Yongxing Bao , Xuan Li , Linchuan Yang , Christopher R.
Cherry (2021) In this study, They try to answer the question of whether the advent of e-scooter

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sharing influences the ridership of bike sharing and to quantify the influence on the bike sharing
ridership of different user groups and types of trips. The e-scooter sharing and bike sharing trip
data of Chicago are used in this study As a new type of shared micromobility, e-scooter sharing
first appeared in the United States and became popular worldwide. Considering e-scooter sharing
and bike sharing have similar service attributes, the ridership of bike sharing may be affected by
the introduction of e-scooter sharing. To date, studies exploring this impact are limited. In this
study, we seek to analyze the impact of e-scooter sharing on the usage of bike sharing from trip
data of e-scooter sharing and bike sharing in Chicago for a total of 30 weeks. We rely on a
difference-in-differences modeling approach based on the propensity score matching method. We
found that the average duration of e-scooter trips is shorter than that of bike trips. The introduction
of e-scooter sharing reduced the overall bike sharing usage by 23.4 trips per week per station
(10.2%). bike sharing usage of non-members and members decreased by 18.0 (34.1%) and 5.4
(4.0%) trips, and that of male and female members decreased by 3.3 (3.1%) and 2.0 (7.3%) trips,
respectively. Furthermore, the volume of short-, medium-, and long-duration trips of bike sharing
decreased by 10.9 (7.5%), 5.4 (9.6%), and 3.4 trips (20.5%), respectively. Finally, bike sharing
use during non-peak hours decreased but was not affected during peak hours.

Matteo Ignaccoloa , Giuseppe Inturria , Elena Cocuzzaa , Nadia Giuffridab , Michela Le

Piraa , Vincenza Torrisi (2021) This paper presents a first set of criteria and applied it to a single
case study. Future research endeavours might enlarge the analysis performed by including more
cities and performing an in-depth multicriteria evaluation, both to validate and modify the set of
criteria according to the context of implementation and to weigh them from a multistakeholder
perspective. Besides, a detailed spatial analysis could be helpful to support the planning and
design of suitable and safe networks for micromobility, as usually performed in the case of active
modes (Ignaccolo et al., 2020). This is one of the most critical issues for administration and e-
scooter usage and, in general, for all micromobility modes: shared micromobility is currently seen
by administrations as a recreational mode, and its social value as commuting mode is not properly
assessed when contracting such services to private companies. However, public administrations
cannot ignore the potential of this new mode of transport and should include it in future planning
scenarios. The rapid spread of e-scooters in urban areas has brought new challenges for city
administration and planners, both in terms of safety in the interaction with motorized vehicles and
complementarity with active transport modes. While the spread of e-scooters internationally has
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been around for some time, European states are recently adapting their regulations for these
innovative modes of transport: in particular, Italy has equated the circulation of e-scooters with
that of bicycles

Daniel J. Reck , Henry Martin , Kay W. Axhausen (2022) Shared micro-mobility services are
rapidly expanding yet little is known about travel behaviour. Understanding mode choice, in
particular, is quintessential for incorporating micro-mobility into transport simulations in order to
enable effective transport planning. They contribute by collecting a large dataset with matching
GPS tracks, booking data and survey data for more than 500 travellers, and by estimating a first
choice model between eight transport modes, including shared e-scooters, shared e-bikes, personal
e-scooters and personal e-bikes. They find that trip distance, precipitation and access distance are
fundamental to micro-mobility mode choice. Substitution patterns reveal that personal e-scooters
and e-bikes emit less CO2 than the transport modes they replace, while shared e-scooters and e-
bikes emit more CO2 than the transport modes they replace. Our results enable researchers and
planners to test the effectiveness of policy interventions through transport simulations. Service
providers can use our findings on access distances to optimize vehicle repositioning.

They introduces the key results of previous studies on shared micro-mobility services. The first
subsection focuses on mode choice and the second subsection focusses on substitution patterns.

1. Mode choice with shared micro-mobility services

2. Substitution patterns for shared micro-mobility services.

Zhejing Cao , Xiaohu Zhang , Kelman Chua , Honghai Yu , Jinhua Zhao (2021) in this
study they investigate the potential of using e-scooter sharing to replace short-distance transit trips
of excessive indirectness, multiple transfers, and long access-egress walking. First, they conducted
a stated preference survey on e-scooter users in the Central Area of Singapore and estimated
mixed logit models to examine factors influencing the choice of e-scooters and transit then they
calculated the number of transit trips that can be replaced by e-scooters. Second, they analyzed the
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decision of e-scooter companies in terms of the trade-offs between serving more e-scooter trips
and making more revenue under varying fares. The results show that fare, MRT transfer, and
MRT access-egress walking distance have significantly negative impacts on mode utilities with
random tastes among respondents. Male, young and high-income groups are more heterogeneous
in e-scooter preferences compared with other groups. The loss of mode share can be nearly 17% if
maximizing the revenue. They classify trade-off situations into five categories and provide
suggestions of how to balance between mode share and revenue for each category. Several
implications are drawn for better harnessing and regulating this new mobility service. This study
attempts to understand to what extent e-scooter sharing can replace short-distance transit trips.
They approach in two facets. The first is on users’ perceptional level through a stated preference
survey. In other words, how people state their preferences for e-scooters over transit in different
scenarios. The second is on e-scooter companies’ operational level: given the users’ stated
preference, how would the e-scooter sharing company tradeoff between serving more trips and
seeking more revenue. The emergence of e-scooter sharing as a new micro mobility service
provides an attractive option for short-distance travelers. Surprisingly less was known about its
effectiveness in serving short-distance transit trips. In this work, we investigate the potential of
using e-scooter sharing to replace short-distance transit trips in Singapore Central Area on two
levels, namely users’ perceptional level and e-scooter companies’ operational level.

Robert B. Noland (2021) The usage of shared e-scooters, dockless e-bikes, and docked bicycles
are correlated with weather conditions to examine the relative impact on each mode, specifically
number of trips taken, their duration, and distance.In this study the Data is obtained from the City
of Austin data portal. Rain, temperature and wind conditions are obtained from NOAA and a
variety of analysis methods are applied, specifically Prais-Winsten and Negative Binomial
regressions as well as a Random Forest model to examine the full suite of weather variables and to
avoid some of the distributional issues in the trip models. In addition, controls are included for
holidays, days of the week, and special events in Austin (such as the SXSW festival); all are found
to be critical control variables, with SXSW associated with large increases in trips. Results
suggest that docked bicycle and e-bike usage is more sensitive to adverse weather conditions than
e-scooter trips, though all are reduced in colder, rainier, and windier conditions, as well as

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extreme heat and high relative humidity. Their underlying hypothesis is that weather has a larger
impact on bicycle trips than e-scooter trips. I investigate this by estimating models that associate
the daily number of trips with daily weather conditions over an entire year. I control for day of the
week, holidays, the University of Texas school session, football games and the SXSW festival. I
also estimate average trip duration and distance using the same variables. I interpret results based
on coefficient effect size and statistical significance. Analysis of daily trips is complicated by the
fact that trips are counts. This calls for a Poisson or Negative Binomial regression rather than a
standard ordinary least squares model. Micromobility is offering the promise of a more
sustainable transportation mode for short trips in cities. If weather is a deterrent this suggests that
these modes will need to evolve to offer protection from the weather. However, this can make it
difficult to maintain lightweight and more energy efficient mobility.

Domokos Esztergar-Kiss , Daniel Tordai , Julio C. Lopez Lizarraga (2022) This study aims
to support policymakers and service providers with evidence on individualś preferences towards
e-scooters and its potential in five different locations (Copenhagen, Munich, Barcelona, Tel Aviv,
Stockholm). The basis of the assessment was a Stated Preference (SP) experiment designed to
extract individualś utility for e-scooters usage, supported by multinomial logit (MNL), mixed logit
(ML) and nested logit (NL) models for the analysis process. The modeling was used to estimate
unobserved attributes related to e-scooters, cost and time sensitivity, and the probability of its
selection. The study was built on 790 completed responses that highlighted each location’s
preference towards e-scooters. Results show that there is a higher degree of expected e-scooters
usage in Barcelona and Tel Aviv, while in Munich, Stockholm, and Copenhagen users showed
less interest. If an increase in income occurred, e-scooters would be still preferred in Barcelona,
while car would be more appealing in Munich. Overall, Munich, Tel Aviv, and Barcelona are
more pricesensitive than Scandinavians, and all cities have low time sensitivity. Understanding the
current usage of e-scooters is vital before predicting the potential changes it can cause in the
market and more importantly, in a cities transportation system. Finally, considerations based on
previous research related to the Stated Preference survey design are presented.

1. User characteristics and travel patterns

2. Changes in mode choice
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 3. Public perception of micromobility
4. Public perception of micromobility

This study provided evidence from five different European cities regarding individual preferences
towards new mobility forms (e scooter sharing service), using the same survey and same
methodology at all locations. This study helps comprehend that the main issues of integrating
micromobility services into the city transportation network is the weak regulatory environment,
the lack of mitigation of multimodal traffic, and the price dissatisfaction.

David Vetturi , Monica Tibonia , Giulio Materninib , Benedetto Barabinob , Roberto

Venturab (2022) This study presents an experimental analysis that evaluates braking behavior by
comparing e-kick scooters and traditional bikes according to several vehicle speeds. These
analyzes help build a probabilistic mathematical model for estimating the stopping space of e-kick
scooters and bikes. The availability of this model is crucial for the design of safe intersections
between cycle paths and roads intended for motor vehicle traffic. Moreover, this model may
reveal insights that could challenge the recent European regulations that equated e-kick scooters
as bikes. According to the Italian legislation, e-kick scooters and bikes are considered a single
category of vehicles and can travel on the same infrastructures with the same rules; however, their
kinematic behavior is very different. The adoption of a bike as a vehicle for covering short
distances i.e., within 5 km is widely known both at the kinematic level and for its use by users.
Conversely, e-kick scooters are "unknown" vehicles both for their kinematic characteristics and
for their use by users. In the literature there are no models related to the quantification of the
braking distance for vehicles intended for urban micro-mobility and the technical legislation only
examines traditional vehicles, for this reason the objective of this research is modelling and
experimental comparing the braking behavior of bikes and e-kick scooters, focusing on the factors
that influence the braking distance, to investigate the safety of these vehicles. This analysis may
reveal insights that could challenge the recent European regulations that equated e-kick scooters
as bikes. The approach was conducted with a direct experimental method, attempting to evaluate
the variability of the phenomenon linked to the single braking maneuver and its systematic
characteristics related to the type of vehicle and braking start speed. For the tests carried out, the
effect of the different flooring was not considered and can be analyzed with further experimental
tests. The work also intends to present a methodology that does not require scientific instruments

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but enables extremely accurate results to be achieved. This study work examines the braking and
stopping maneuver for two-wheeled alleys and in particular e-kick scooters and conventional
bicycles.

Kostas Mouratidis , Sebastian Peters , Bert van Wee (2021) This paper reviews how
teleactivities, the sharing economy, and emerging transportation technologies – components of
what we could call the “App City” – may influence travel behavior and the built environment.
Findings suggest that teleactivities may substitute some trips but generate others. Telework and
teleconferencing may reduce total travel. Findings on the sharing economy suggest that
accommodation sharing increases long-distance travel; bikesharing is conducive to more active
travel and lower car use; carsharing may reduce private car use and ownership; ridesourcing
(ridehailing) may increase vehicle miles traveled; while the implications of e-scooter sharing,
ridesharing, and Mobility as a Service are context-dependent. Findings on emerging transportation
technologies suggest that private autonomous vehicles and urban air mobility may increase total
travel, whereas autonomous buses may lead to reduced car use. The literature review is organized
around three major areas: teleactivities, the sharing economy, and emerging transportation
technologies. These three areas are based on the use of ICT and mobile or computer apps and are
contributing to changes in people’s travel behavior and transformations of the built environment.

Roy J. van Kuijk , Gonçalo Homem de Almeida Correia , Niels van Oort, Bart van Arem
(2022) This study explores the user preferences for shared modes as first and last mile option to
connect activity locations. They have focussed on local public transport in the Utrecht province,
The Netherlands, which includes bus and tram lines. Its diversity in land use and PT network
density, the overall high bicycle usage, as well as the increased proliferation of shared mobility
concepts yield promising information which can be a harbinger for future PT integration
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worldwide. For both the urban and suburban areas of the province, we have designed and
conducted a stated choice experiment. Respondents were able to choose from shared bicycles, e-
bikes, e-scooters, and e-mopeds to reach their urban destination from a PT stop. For suburban
destinations, we also included light-electric vehicles (LEVs), e-cars, and demand-responsive taxi
services. Such a complete list of possibilities to travel by shared modes allows comparing the
different options and producing trade-offs not available yet in the literature. A sample of 499
respondents (285 urban and 214 suburban PT travellers) considered their first and last mile mode
choice of a recent PT trip in light of the new options. Results show that shared (electric-)bicycles
and e-scooters are generally preferred over other shared mobility options. More specifically, we
identified two knowledge gaps. First, most researchers tend to focus on interregional and urban
rail-bound PT trips when studying the integration of PT with shared mobility. Thus, they leave out
the first and last mile challenges related to local public transport which involves other modes such
as buses and trams. The study of this specific first and last mile context is important as many
residential, commercial and industrial areas depend on local public transport accessibility in the
absence of nearby train services. Second, existing user preferences studies towards shared
mobility are typically scoped to a single specific shared mobility option.

Gina Blazanin , Aupal Mondal , Katherine E. Asmussen , Chandra R. Bhat (2022) In this
paper, we develop a model to analyze first-use and use frequency of two micromobility modes:
Escooter sharing systems (ESS) and Bike sharing systems (BSS). The model employs psycho-
social constructs, built environment attributes, as well as individual-level demographics as
determinants. In doing so, we explicitly recognize the role played by awareness/first-use of new
technologies as a cognitive antecedent to subsequent frequency decisions. The main data source
for this analysis is drawn from a 2019 survey of Austin, Texas area residents. Our results highlight
the importance of considering psycho-social attitudes to both gain better insights into the
behavioral process leading up to ESS/BSS adoption/use as well as ensure an accurate data fit. In
particular, there are distinctive pathways of adoption/use frequency for each of the ESS and BSS
modes, but also complementary processes and behavioral spillover effects at play that warrant a
joint modeling of the ESS and BSS modes. Our results suggest that addressing safety concerns of
micromobility modes should be the top priority of providers and public agencies. Efforts solely

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directed toward extoling the “green” virtues of micromobility modes is likely to have limited
returns. Much of the literature related to micromobility studies has focused on docked
bikesharing, with comparatively little research on dockless BSS and even scarcer investigations
into ESS systems.

Or Caspi , Michael J. Smart , Robert B. Noland (2020) In this study, we explore the usage of e-
scooter sharing services in Austin, Texas over about a six month period. The study is based on trip
records of all the shared e-scooter operators in Austin and includes trip start and end locations. We
use both analysis of trip patterns and spatial regression techniques to examine how the built
environment, land use, and demographics affect escooter trip generation. Our findings show that
people use e-scooters almost exclusively in central Austin. Commuting does not seem to be the
main trip purpose, and usage of e-scooters is associated with areas with high employment rates,
and in areas with bicycle infrastructure. People use e-scooter sharing regardless of the affluence of
the neighborhood, although less affluent areas with high usage rates have large student
populations, suggesting that students use this mode of travel. Implications for planners suggest
that better bicycle infrastructure will facilitate e-scooter usage, college towns are a ready market
for e-scooter sharing services, and e-scooters may be a substitute for some short non-work trips,
reducing car usage, and benefiting the environment. They analyzed data for different times of day,
as well as for all trips. There are some minor differences in effect size and significance between
the Spatial Lag and the Spatial Durbin models. They present both; however, the Spatial Durbin
model has a slightly higher psuedo-R2 and we focus on those results.

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References

1.Daniel J. Reck , He Haitao , Sergio Guidon , Kay W. Axhausen ,Explaining shared

micromobility usage, competition and mode choice by modelling empirical data from Zurich,
Switzerland (2021)

2. Aoyong Li , Pengxiang Zhao , Xintao Liu , Ali Mansourian , Kay W. Axhausen , Xiaobo Qu,

Comprehensive comparison of e-scooter sharing mobility: Evidence from 30 European cities

(2022)

3.Hongtai Yang , Jinghai Huo , Yongxing Bao , Xuan Li , Linchuan Yang , Christopher R.
Cherry ,Impact of e-scooter sharing on bike sharing in Chicago (2021)

4. William Riggs , Matt Kawashima , David Batstone,Exploring best practice for municipal e-
scooter policy in the United States (2021)

5. Giulia Oeschger , Parai Carroll , Brian Caulfield , Micromobility and public transport
integration: The current state of knowledge (2020)

6. Zhufeng Fan , Corey D. Harper, Congestion and environmental impacts of short car trip
replacement with micromobility modes (2022)

7. Matteo Ignaccoloa , Giuseppe Inturria , Elena Cocuzzaa , Nadia Giuffridab , Michela Le Piraa ,
Vincenza Torrisi , developing micromobility in urban areas: network planning criteria for e-
scooters and electric micromobility device (2021)

8. Daniel J. Reck , Henry Martin , Kay W. Axhausen , Mode choice, substitution patterns and
environmental impacts of shared and personal micro-mobility (2022)

9. Zhejing Cao , Xiaohu Zhang , Kelman Chua , Honghai Yu , Jinhua Zhao, E-scooter sharing to
serve short-distance transit trips: A Singapore case (2021)

10. Robert B. Noland ,Scootin’ in the rain: Does weather affect micromobility? (2021)

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11. Domokos Esztergar-Kiss , Daniel Tordai , Julio C. Lopez Lizarraga , Assessment of travel
behavior related to e-scooters using a stated preference experiment (2022)

12. David Vetturi , Monica Tiboni , Giulio Maternini , Benedetto Barabino , Roberto
Ventura ,Kinematic performance of micro-mobility vehicles during braking: experimental analysis
and comparison between e-kick scooters and bikes (2023)

13. Kostas Mouratidis , Sebastian Peters , Bert van Wee , Transportation technologies, sharing
economy, and teleactivities: Implications for built environment and travel (2021)

14. Roy J. van Kuijk , Gonçalo Homem de Almeida Correia , Niels van Oort, Bart van
Arem ,Preferences for first and last mile shared mobility between stops and activity locations: A
case study of local public transport users in Utrecht, the Netherlands. (2022)

15. Gina Blazanin , Aupal Mondal , Katherine E. Asmussen , Chandra R. Bhat ,E-scooter
sharing and bikesharing systems: An individual-level analysis of factors affecting first-use and use
frequency (2022)

16. Or Caspi , Michael J. Smart , Robert B. Noland, Spatial associations of dockless shared e-
scooter usage (2020)

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