The Swedish Government announced on June 15, 2022 that electric scooters will no longer be allowed to park on pedestrian and bicycle lanes starting from September 1, 2022, except at designated bicycle racks or other designated parking areas. This measure has been taken to improve accessibility and safety for pedestrians and cyclists. The purpose of this thesis is to examine the effects and opinions regarding the parking ban in Stockholms stad, with a focus on users, municipalities, and operators. The report combines quantitative and qualitative methods, including surveys, interviews, and data analysis, to analyze various effects and opinions regarding the parking ban. The results show that users, municipalities, and operators perceive the implementation of parking zones as positive for the urban environment bypromoting increased orderliness and cleanliness. However, there is a downside in terms of longer walking distances to destinations and reduced convenience, as door-to-door travel is no longer as feasible. Complaints about illegal parking have decreased among the general public, but there have been other requests from users and operators regarding the placement of parking zones.  The municipalities Stockholms stad and Göteborgs Stad agree that a well-developed infrastructure for privately owned bicycles and shared electric scooters is crucial for implementing the parking ban. This study ultimately demonstrates that the introduction of the parking ban has had a negative impact on the usage of electric scooters in Stockholm's inner city.

According to the community database on accidents on the roads in Europe, 2035 cyclist fatalities happened in Europe in 2019 [S]. In Sweden, 10440 bicycle crashes were reported in the Swedish Traffic Accident Data Acquisition database during 2019, and 30% of the cyclist fatalities were in car-to-cyclist rear-end crashes [6]. Nowadays, new micromobility vehicles (MMVs), for example, e-scooters, and Segways, are becoming more popular. Unlike traditional bicycles, these new MMVs usually have novel designs in appearance, kinematics, operation method, and power source (e.g., electricity-driven/assisted), which bring new hazards to traditional road users [1, 4]. Thus, it is essential to understand and quantify the behavior of the new MMV users to improve road safety.

Elsparkcyklar har under senare år blivit ett populärt sätt att ta sig fram i städer runtom i världen. Elsparkcyklar finns idag på många platser, inklusive i Stockholm. Det finns många positiva påståenden och förväntningar om elsparkcyklar i urbana områden, men elsparkcyklar bidrar också till nya urbana problem, inte minst påverkas den offentliga miljön i flera avseenden. Frågan om elsparkcyklars konsekvenser har blivit ett diskussionsämne för städers invånare. I detta examensarbete analyseras hur närvaron av elsparkcyklar påverkar fotgängarmiljöer i Stockholm, med fokus på både fotgängares och elsparkcykelanvändares erfarenheter. Dessa erfarenheter har samlats in genom en enkätundersökning samt kvalitativa intervjuer, och har relaterats till teori om stadsutformning principer för trottoardesign. Studien visar att fotgängares och elsparkcykelanvändares perspektiv på elsparkcyklar i fotgängarmiljöer skiljer sig åt i flera avseenden. Erfarenheterna av elsparkcyklar påverkar fotgängares beslut att vistas i trottoarmiljöer. Slutsatserna och rekommendationerna från denna studie kan användas för att minimera konflikter mellan fotgängare och elsparkcyklar, genom att integrera designaspekter i fortsatt utformning av regelverk och genom att ta hänsyn till beteendefrågor. / One of the most popular types of micromobility is an electric scooter (e-scooter). An emerging phenomenon occurred in many places, including Stockholm. Regardless of some positive claims about e-scooters in urban areas, e-scooters also contribute to new urban problems. Some of the problems occurred in public spaces, and those issues are widely discussed among inhabitants. Therefore, this thesis will investigate how the presence of e-scooters affected the sidewalk environment around Stockholm captured from the experience of pedestrians and e-scooter users. The experiences will be captured through a survey and follow-up interviews with pedestrians and e-scooter riders and analysed from an urban design perspective and under sidewalk design criteria. The findings showed that pedestrians and e-scooter users have various perspectives while experiencing e-scooters in the sidewalk environment. Some of the experiences also affected pedestrian decisions to walk on the sidewalks. The recommendations of this study could be used further to minimise the clash in the sidewalk environment, by integrating not only the design aspects but also policy and user behaviour.

This thesis examines examples of the management of shared e-scooters in the three Swedish municipalities of Västerås, Borås, and Gävle to understand the approaches used in the planning of these vehicles. Since the amendment of the Traffic Ordinance (Chapter 3, Section 48) on September 1, 2022, municipalities have faced challenges in managing e-scooters in urban areas, as they are no longer allowed to be parked on sidewalks and bike lanes, and can only be parked at bicycle rack or other designated spots.The aim of the thesis is to see through content analysis how the three municipalities of Västerås, Borås and Gävle manage shared electric scooters in planning. This is to find best practice on how future planning for shared electric scooters can be designed in the city of Västerås in order to better address the requirements set in the Traffic Ordinance (Chapter 3, Section 48).The result shows that there are different approaches to handling electric scooters to benefit both the municipality and the interested operators who offer the electric scooter services. In this way, both parties can be involved in the development of the vehicle and its infrastructure for a more sustainable structure in the city and a better choice of means of transport.The city of Västerås has good opportunities to influence the development of shared electric scooters as they are still at a stage where they can evaluate what needs they have in this matter. The opportunities to take inspiration from other municipalities' management and implement these in the city can be a good first step towards planning that is adapted to the Traffic Ordinance (Chapter 3, Section 48). / Examensarbetet tittar på exempel av hantering av delade elsparkcyklar i de tre svenska kommunerna Västerås, Borås och Gävle för att se vilka tillvägagångssätt som används i planeringen av fordonet. Detta för kommuner har, sedan införandet av ändringen i Trafikförordningen (3 kap. 48§) den 1 september 2022, haft besvär med hur de ska hantera elsparkcyklar i staden då de längre inte får parkeras på gång- och cykelbanor och får endast parkeras vid cykelställ eller annan uppställningsplats.Syftet med examensarbetet är att genom innehållsanalys se hur de tre kommunerna Västerås, Borås och Gävle hanterar delade elsparkcyklar i planeringen. Detta för att hitta bästa praxis på hur framtida planering för delade elsparkcyklar kan utformas i Västerås stad för att bättre adressera de krav som ställs i Trafikförordningen (3 kap. 48§).Resultatet visar att det finns olika tillvägagångssätt att hantera elsparkcyklar för att både gynna kommunen och de intresserade operatörerna som erbjuder elsparkcykeltjänsterna. På detta vis kan båda parter involveras i utvecklingen av fordonet och dess infrastruktur för en mer hållbar struktur i staden samt bättre val av transportmedel.Västerås stad har bra möjligheter att påverka delade elsparkcyklars utveckling då de fortfarande är i ett skede där de kan utvärdera vad för behov de har i frågan. Möjligheterna att ta inspiration från andra kommuners hantering och implementera dessa i staden kan vara ett bra första steg att gå mot en planering som är anpassad efter Trafikförordningen (3 kap. 48§).

In the last years electric vehicles gained importance as a more sustainable alternative to traditional vehicles. The introduction of an electric powertrain leads to lower air-pollution emissions but it also involves the introduction of new materials in the product life cycle, e. g., the rare earths and lithium contained in the motor and in the batteries. Those materials have an environmental impact and they need to be disposed properly. The aim of this thesis is to have a quantitative knowledge of the environmental balance linked to the use of a different powertrain. Furthermore, this study explores how this balance can be modified improving the recycling and the end of life management. Specifically in this thesis, an average electric scooter has been chosen as a case study. The electric scooter is used as object of comparison with a traditional internal-combustion-engine scooter. The choice of a two-wheeled mean of transport is linked to the low level of facilities involved. This report first includes a definition of the case of study; this section also presents a description of the technologies taken into exam. It is also presented the result of interviews with dismantlers to depict the current process of EoL management of a scooter. The central part of thesis deals with different recycling scenarios. With the help of the Material Hygiene mind-set, a qualitative analysis and different recycling scenarios are proposed. The recycling scenarios involve the component of the electric powertrain that are peculiar of the electric vehicle. They mainly are the electric motor and the lithium battery pack. The last part of the analysis encompasses a Life Cycle Assessment of an average electric scooter to give a quantitative meaning to the life cycle comparison and to assess the environmental benefits of the proposed recycling scenarios. To perform the Life Cycle Assessment a software, SimaPro 7.3, is used. This software lets the user insert the bill of materials of the product and it associates to each material its environmental loads according to the database EcoInvent v.2.2. Keywords: electric scooter, lithium battery, permanent magnet, neodymium, Material Hygiene, Design for Disassembly, Life Cycle Assessment, LCA / Negli ultimi anni i veicoli elettrici sono emersi come un ’alternativa sostenibile ai veicoli tradizionali. L’introduzione di un gruppo propulsore elettrico permette emissioni inquinanti più basse ma comporta anche l’introduzione di nuovi materiali nel ciclo di vita del prodotto, e.g., le terre rare e il litio contenuti rispettivamente nel motore e nelle batterie. Questi materiali hanno un impatto ambientale e hanno bisogno di essere trattati correttamente. Lo scopo di questa tesi è di avere una comprensione quantitativa del bilancio dal punto di vista ambientale legato al l’adozione di sistema di propulsione elettrico. Inoltre, è indagato come questo bilanco possa essere influenzato migliorando il ricic laggio e la gestione dell’ultima fase di vita del prodotto. Nello specifico, in questa tesi, uno scooter elettrico è stato scelto come caso di studio. Lo scopo è di comparare questo scooter con uno tradizionale considerando il ciclo di vita del prodotto. Il mezzo di trasporto a due ruote è stato scelto perché considerato più semplice da modellare in quanto privo di componenti non inerenti al trasporto (es. aria condizionata, hi-fi, etc.). Questo report anzitutto include una definizione del caso di studio, questa sezione presenta anche una descrizione delle principali tecnologie coinvolte nel prodotto studiato. In questa parte del lavoro è anche riportato il risultato di interviste a rottamatori di scooter per illustrare l’attuale iter di rottamazione di uno scooter. La parte centrale della tesi tratta i differenti scenari di riciclaggio. Sfruttando la mentalità Material Hygiene vengono proposte un’analisi qualitativa e differenti scenari di rici claggio. Gli scenari di riciclaggio coinvologono il progettista a livelli differenti. Questi scenari riguardano i componenti del sistema di propulsione elettrico. Essi sono principalmente il motore elettrico e le batterie al litio. L’ultima parte dell’analisi riguarda il Life Cycle Assessment di uno scooter elettrico al fine di dare un significato quantitativo al confronto tra i cicli di vita delle due alternative. Inoltre, il life cycle assessment ha lo scopo di verificare e quantificare i benefici di impatto ambientale collegati all’adozione degli scenari di riciclaggio proposti. Per svolgere il Life Cycle Assessment è stato usato un sofware, SimaPro 7.3. Questo software permette all’utente di inserire l’elenco dei materiali di un prodotto e di associare a ciascun materiale il proprio impatto ambientale. Il software ha a disposizione per la modellazione i database di impatto ambientale EcoInvent 2.2. Parole chiave: scooter elettrico, batteria al litio, magnete permanente, neodimio, Material Hygiene, Design for Disassembly, Life Cycle Assessment, LCA

This rapport deals with the construction of a self-balancing scooter. A self-balancing scooter is a two-wheel vehicle where the velocity is controlled by the tilt of the driver. When the driver leans forward and backward, the vehicle is running forward and backwards. The main task was to determine if the Arduino microcontroller could be used for the control system. An iron frame, control circuit and a tilt able handlebar were constructed. Two recycled permobil DC-motor were mounted onto the iron frame. An accelerometer and a gyrometer were obtaining the tilt of the handlebar and the scooter. The system was using locked Anti-phase drive and a PI-regulator to control the motors. The self-balancing scooter prototype worked well and was able to balance without any external help. The driver was able to control the speed by tilting forward or backward and was able to choose the direction by the tilt of the handlebar. The balance was affected negative by the backlashes from the gear and too weak H-bridges. If the project were made again, two three-phase hub motors with higher ratings would replace the DC-motors. Gears could be excluded and the backlashes are removed.

Indianapolis / E-scooters are ubiquitous and their number keeps escalating, increasing their interactions with other vehicles on the road. E-scooter riders have an atypical behavior that varies enormously from other vulnerable road users, creating new challenges for vehicle active safety systems and automated driving functionalities. The detection of e-scooter riders by other vehicles is the first step in taking care of the risks. This research presents a novel vision-based system to differentiate between e-scooter riders and regular pedestrians and a benchmark dataset for e-scooter riders in natural environments. An efficient system pipeline built using two existing state-of-the-art convolutional neural networks (CNN), You Only Look Once (YOLOv3) and MobileNetV2, performs detection of these vulnerable e-scooter riders.

The work deals with a design of an electric mobility scooter for seniors or people with limited mobility with regard to technical, ergonomic and aesthetic requirements. The final design is based on the results of design and technical analysis. Emphasis is placed on the needs of the target user, for whom the scooter means freedom of movement. The design solves insufficient storage space even for larger luggage, thanks to the different arrangement of internal components. We managed to create a product with a more psychologically friendly expression, with optimal ergonomics, acceptable to the wider environment

Across the world, efforts are being made to deal with climate change, where development in different fields is being made to transition towards a sustainable future. Transportation has become one component of this, resulting in the emergence of micro-mobility. One popular micro-mobility mode discussed by many scholars and introduced in many places, including the city of Linköping, is e-scooters. E-scooters have become popular due to the flexibility they offer. However, they have contributed negative aspects too. Therefore, I have investigated how the implementation of e- scooters has affected Linköping municipality in terms of the built environment, travel habits, and sustainable goals perspective. I further describe the approach to socio-technical transition by introducing a niche innovation and, in this case, e-scooters to improve the current transportation system to steer towards a low-carbon future. The impact e-scooters have had in Linköping municipality will be captured through interviews with the officials and politicians from the municipality. The findings showed that e-scooters negatively impacted the built environment by putting more pressure on an already crowded city. Some e-scooters would be carelessly parked, posing a danger to other traffic users. As a result, specific regulations, such as geo-zones, were made to reduce e-scooters being wrongly parked. In Linköping city, e-scooters have mostly replaced walking and public transport trips. Because e- scooters are still relatively new in Linköping municipality, their contribution to the municipality's sustainable goals is limited and difficult to assess.

The fast-growing market of powered micro-mobility, including electric bikes (e-bikes) and electric scooters (e-scooters), has introduced a paradigm shift in mobility across the world. These emerging transport modes have frequently been referred to as convenient mobility, having playfulness and transport functions. However, one of the main obstacles to the safe adoption of these transport modes is the safety issues related to their use. Based on the cycling literature, the interaction of vulnerable road users with each other could be classified based on the encounter directions. More specifically, passing is referred to as same-direction encounters, and meeting demonstrates opposite-direction encounters. Experiments and observations have been applied in this research domain for data collection, while interview setups are less conducted to explore users' opinions about their interactions. In this study, we conducted a series of semi-structured interviews and scrutinised e-bike and e-scooter users' safety issues in motorised and non-motorised facilities (e.g. shoulder lanes and sidewalks). [from Introduction]