Micromobility is a relatively new term that encompasses various personal transportation devices, from electric-powered bikes and scooters to their human-powered equivalents. Since the COVID-19 pandemic, micromobility usage in many cities has increased, both from new private owners and those who use devices via sharing platforms such as Lime or Voi (Heineke, 2022). Rising fuel prices, reliability, and demand for greener transportation solutions have also stimulated this trend (BCG, 2022). Still, many cities have not adopted micromobility as a mainstream transportation medium. This article aims to examine whether cities should invest more in micromobility infrastructure and assess the feasibility of micromobility as a solution for more sustainable transport in cities.
Environmental benefits
Cities that embrace micromobility and advance the switching of fuel-based transportation to battery-powered devices can experience significant environmental benefits. Since micromobility devices operate on battery power, they do not produce polluting emissions, and their carbon footprint is around 80% less than a car’s (Huang & Aymonier, 2022). An Oxford University study showed how choosing micromobility over a car just once a day reduces an average citizen’s carbon emissions from transport by around 62%. In Europe, if one in five urban residents similarly changes their transport behaviour, this will reduce emissions from all car travel by 8% (Seymour, 2021). Since these devices can be charged using electricity from sustainable sources like wind and solar power, this can also lower their environmental footprint. However, clean energy sources must be available to charge their batteries. Still, the environmental benefits of micromobility are abundantly clear; lower air pollution and fossil fuel use positively impact public health and protect environmental ecosystems. Governments and city planners should recognise that the demand for sustainable transport is on track to increase significantly by a factor of around 2.5 in the next 30 years (Huang & Aymonier, 2022). Moreover, reducing transportation emissions should also be a key priority for policymakers since they account for around one-fifth of global carbon dioxide emissions (Ritchie, 2020). Cities should seriously consider micromobility as a potential solution for increasing the supply of sustainable transport, which will also help countries align with their carbon reduction commitments as per the 1.5°C target established by the 2015 Paris Agreement.
Micromobility as the solution to the “first and last mile problem”
It is also important to consider how users would substitute car travel with micromobility travel. One study has indicated that micromobility can replace trips made by walking, non-electric cycling, and public transport, all mediums with an even lower environmental footprint (DeWeerdt, 2022). Therefore, in some instances, micromobility may be creating more emissions than the modes of transport they are replacing. However, these findings should not discourage urban planners from the net benefits of micromobility. The evidence also suggests that if shared micromobility devices are placed in areas without access to public transport, micromobility is likely to be used as a more environmentally friendly substitute for car travel. This ties in with the “first and last mile problem,” where commuters need to get from the starting point of their journey to the public transport link which takes them to their desired final destination. This problem often means commuters use personal vehicles to solve the issue, leading to higher emissions. Micromobility provides a viable option for solving the missing link between personal vehicle usage and public transport and fixing the first/last mile connectivity issue, which is a significant challenge transport planners face (Doynova, 2022). These spatial factors must be considered when deciding where micromobility services should be placed. It is vital to ensure that devices are not located in areas where more environmentally friendly transport options are available. Integrating micromobility with the public transport system should have the overall benefits of increasing public transport accessibility and addressing first/last mile connectivity issues, while also being a much more environmentally friendly system.
Congestion alleviation
Increases in urban populations have led commuters to spend more time in congestion, wasting time and money and causing higher emissions. For example, drivers in the UK waste an average of 73 hours in traffic per year, and in London, a staggering 148 hours (Dodds, 2021). Micromobility devices occupy significantly less road space than cars and can help reduce harmful congestion in urban areas. If urban planners can shift urban transportation systems towards shared mobility options and improve infrastructure in favour of safe routes for micromobility devices, this can considerably alleviate congestion and reduce its damaging effects. A recent study suggests significant decreases in journey times where there is wide-scale availability of bike lanes and further concluded that replacing short vehicle trips with micromobility is a feasible solution to reduce traffic congestion in urban areas (Fan & Harper, 2022). Still, sizeable challenges come with integrating micromobility into a city’s infrastructure. Building safe cycle lanes that accommodate the various devices can be costly and disruptive for cities, especially in areas requiring a complete upheaval of their road system to accommodate micromobility devices. Indeed, regulatory challenges and safety concerns must be addressed when designing a system to accommodate micromobility. Shared micromobility providers must be regulated, and rules must be made and enforced to ensure the safety of the users and the public. If policymakers are serious about switching to an integrated transport system linking micromobility and public services, they should recognise that the long-run economic, environmental, and welfare benefits can outweigh the short-term infrastructure development costs and regulatory difficulties they may face. Taxes on micromobility providers and efficiency gains from lower congestion can also help to offset the costs of integrating micromobility into a city’s infrastructure, while regulatory flexibility can help authorities develop effective rules and policies for users and providers (Bidasca, 2020).
Safety and storage concerns
Parking, storage, and safety are other issues that have been raised regarding micromobility use in cities. It is common to see sidewalks crowded with e-bikes and scooters in cities that have adopted shared micromobility services, which can be seen as unsightly and potentially hazardous to pedestrians and other road users (Bonte, 2020). Moreover, vandalism and theft are inevitable consequences of leaving e-scooters and e-bikes undocked around urban areas. Cities can adjust and implement rules to address these concerns. Designated parking areas evenly spread across cities, and fines for those who leave their devices in unauthorised locations can prevent cluttered sidewalks. Docking stations for parking the devices can help reduce theft and vandalism, as well as providers installing robust locks on the devices for use when there is no secure docking available. These solutions will require cooperation between authorities and micromobility providers but should be feasible to implement if policymakers are committed to integrating micromobility into their city’s infrastructure.
Concluding remarks
Transportation is one of the most significant contributors to polluting emissions, accounting for 29% of emissions in the US (Destinie, 2022). Current systems must undergo a green revolution if authorities are serious about improving air quality, protecting local ecosystems, and ensuring the welfare of their citizens. Micromobility and shared use is a sustainable solution that can replace short car journeys, fix public transport connectivity, and reduce congestion while reducing overall transport emissions. Adequate infrastructure, such as safe cycle lanes, transparent regulations, and secure parking, must be in place if cities are committed to integrating micromobility into their public transport systems. Despite these potential costs and challenges, the net benefits of micromobility should act as an incentive for authorities to speed up the integration of micromobility into cities’ infrastructure.
References
BCG (2022) Micromobility has great promise for cities-if integrated into the current Transportation Landscape, BCG Global. Boston Consulting Group. Available at: https://www.bcg.com/press/20may2022-micromobility-promise-cities-integrated-into-current-transportation-landscape (Accessed: November 4, 2022).
Bidasca, L. (2020) Micro-mobility: Challenges and opportunities for Cities & Regions, REVOLVE. Available at: https://revolve.media/micro-mobility-challenges-and-opportunities-for-cities-regions/ (Accessed: November 4, 2022).
Bonte, D. (2020) Why micromobility will be a key component of future Urban smart mobility, Automotive World. Available at: https://www.automotiveworld.com/articles/why-micromobility-will-be-a-key-component-of-future-urban-smart-mobility/ (Accessed: November 4, 2022).
Destinie (2022) Shared micromobility climate impacts & sustainability, North American Bikeshare & Scootershare Association. Available at: https://nabsa.net/2022/04/25/climatesustainability/ (Accessed: November 4, 2022).
DeWeerdt, S. (2022) The hidden climate impact of micromobility services, Anthropocene. Anthropocene. Available at: https://www.anthropocenemagazine.org/2022/01/the-hidden-climate-impact-of-micromobility-services/ (Accessed: November 4, 2022).
Dodds, W. (2021) New report highlights amount of time lost due to congestion, Zag Daily. Zag. Available at: https://zagdaily.com/trends/new-report-highlights-amount-of-time-lost-due-to-congestion/ (Accessed: November 4, 2022).
Doynova, E. (2022) Micromobility: Pros & cons of an agile transit solution that’s here to stay, Modeshift. Available at: https://www.modeshift.com/micromobility-agile-transit-solution/ (Accessed: November 4, 2022).
Fan, Z. and Harper, C.D. (2022) “Congestion and environmental impacts of short car trip replacement with micromobility modes,” Transportation Research Part D: Transport and Environment, 103, p. 103173. Available at: https://doi.org/10.1016/j.trd.2022.103173.
Heineke, K. (2022) The two-wheeled commute: Micromobility and your future, McKinsey & Company. McKinsey & Company. Available at: https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/the-two-wheeled-commute-micromobility-and-your-future (Accessed: November 4, 2022).
Huang, A. and Aymonier, P. (2022) How can micro-mobility best contribute to the Sustainable Mobility Transition?: Tier blog, tier.app. Tier . Available at: https://www.tier.app/en/blog/how-can-micro-mobility-best-contribute-to-the-transition (Accessed: November 4, 2022).
Ritchie, H. (2020) Cars, planes, trains: Where do CO2 emissions from transport come from?, Our World in Data. Our World in Dat. Available at: https://ourworldindata.org/co2-emissions-from-transport (Accessed: November 4, 2022).
Seymour, T. (2021) Switching from car to micromobility once a day can cut emissions by 62%, says Oxford study, Zag Daily. Available at: https://zagdaily.com/trends/switching-from-car-to-micromobility-can-cut-emissions-by-62-says-oxford-study/ (Accessed: November 4, 2022).
It is good that you mentioned that cities that deteriorate because of congestion and pollution problems should be keener to integrate forms of micro-mobility, however; it is the same cities, I fear, that will struggle to safely integrate it. Hence, what you mentioned about the first and last-mile connectivity would be a good and achievable solution for this on a short-term scale. Using vehicles in this way it allows people to avoid spending a lot of money on them and keeps it financially interesting. We must keep in mind though that a lot of cities in Europe are a good example of how people are not gentle on the rental and do not pay a lot of respect for these vehicles.
Certainly we must install a culture of respect to the rental throughout our cities. Micromobility is not a one size fits all policy and you are right to point out how it may not be feasibly implemented in those cities where congestion is worse. Integrating micromobility into spatially vast areas where first/last mile connectivity is an issue and is often remedied via car travel should be the first priority, if authorities are willing to embrace this technology.
I think it is also very important to highlight how dependent micromobility is on digital mobility or digital accessibility of transport. I like the way you referred to the possibilities it can have for example on the climate and congestion, but I think it is very important to highlight, maybe as a shortcoming or also as a future possibility, how it is related to digital use of transport.
Although you discuss safety concerns a bit, I think there is a need to place a greater emphasis on this. The dangers of scooters are relatively large. I also think that we all either got hurt or know someone who got hurt on one. There are many who get seriously hurt, or even killed on them. Therefore, there is a need to increase the safety of these bikes, because I do agree with your main argument, that they are important for a greener city.
It is right to highlight the safety issues of these devices. However, I would argue that e-bikes and scooters are much safer for pedestrians and users than cars or motorbikes, which are the transportation mediums they should replace. The International Transport Forum also corroborate this. If we can establish dedicated lanes for micromobility devices, which could easily be done by expanding current cycling lanes, I do not see safety as that much of an issue. Of course, we need to encourage users to wear helmets and ride responsibly, and many e-scooter devices actually provide users with helmets and give a discount if they take a picture of themselves wearing one. I can relate to your point about knowing someone who has been injured on an e-scooter. I also know people, including myself, who have injured themselves on a bike, yet the dangers of cycling are nowhere near as emphasised as they are with e-devices. Adequate cycling infrastructure significantly reduced cycling injuries, and this should hopefully be applicable to micromobility too.
This was a really interesting piece! I think another point that definitely speaks to the benefits of micromobility is the fact that it can actually improve local economies if geofencing is used effectively. I understand that safety is a worry, but if we restrict micromobility vehicles to quieter streets that possibly run parallel to main roads, we can increase foot traffic in less pedestrianised areas. This would benefit small and medium business owners in these areas, whether by riders seeing new streets or by designated parking zones that align with a local government’s urban planning. I think this would also address the safety and parking issue.
What I also think is crucial when it comes to micro mobility is the importance of publicly funded micro mobility projects. For instance in Germany there are usually publicly funded bike systems and private providers like Lime, Tier or smaller companies and one can notice how these private providers, often early-stage start-ups, gradually get financial problems and withdraw from the market. At the same time, publicly funded bike sharing systems become bigger and more attractive for the user, also because of programs like 30 minutes free riding for students.
I think that micromobility can indeed be an answer to urban pollution. However, as you pointed out, this means of transport is not necessarily very safe for the individual who drives it and for the people around. In order for a city to adopt this means of transport, it is necessary, in my opinion, that the population is very disciplined and that rules and infrastructures specific to this means of transport are established, which is not yet the case everywhere