In this study, travel behavior for the users of E-scooter is analyzed based on survey questions. The main purpose of the study is to understand the nature of E-scooters users and their preferences as well as analyzing their trip parameters. The survey was designed to cover most ofthe behavioral influential factors. To represent the motives and barriers towards E-scooter adoption in greater Stockholm. it was sectioned into demographic data, general travel preferences, E-scooter choice preferences, last trip parameters and general discussion questions. Findings of this study suggested that E-scooters are mainly used by residents aged between 18-24. In Stockholm, public transportation facilities are very accessible and affordable than other private transportation modes. Travel time and travel cost were highly evaluated by the users and were considered as deciding criteria prior to making any trip in Stockholm. Findings suggested that trips made by E-scooters are mainly for fun and leisure rather than commuting and services. However, regarding normal trips, it was found that walking replaced the use of E-scooters more often. Historical data was used to validate and support the survey findings. Survey questions did not consider questions regarding impacts of COVID-19 on travel behaviours as well as the changes in travel patterns. Furthermore, the absence of highlights on research areas such as safety which covers the adoption of risky behaviours (i.e., driving on sidewalks, driving opposing traffic flow) and helmet use. The tool was used for research purposes was ‘Questionpro’. / I denna studie analyseras resebeteendet för användarna av E-scooter baserat på enkätfrågor. Huvudsyftet med studien är att förstå E-scooters användares natur och deras preferenser samt att analysera deras tripparametrar. Undersökningen var utformad för att täcka de flesta av debeteendemässiga inflytelserika faktorerna. Att representera motiv och barriärer mot e-scooteradoption i större Stockholm. den delades in i demografisk data, allmänna resepreferenser, val av E-scooter-val, parametrar för sista resan och allmänna diskussionsfrågor. Resultaten av denna studie föreslog att E-skotrar huvudsakligen används av invånare i åldrarna 18-24. I Stockholm är anläggningar för kollektivtrafik mycket tillgängliga och prisvärda än andra privata transportsätt. Restid och resekostnader utvärderades mycket av användarna och ansågs vara avgörande kriterier innan de gjorde en resa i Stockholm. Resultaten föreslog att resor med e-skotrar främst är för skoj och fritid snarare än pendling och tjänster. När det gäller normala resor fann man dock att promenader ersatte användningen av E-skotrar oftare. Historiska data användes för att validera och stödja undersökningsresultaten.

近年來，電動車與電動機車發展及應用儼然已成為世界潮流，在機車密度極高且擁有「機車王國」稱號的台灣，電動機車技術日新月異，也發展出多樣化商業模式，其中最著名莫過於電動機車電池租賃商業模式，以及共享商業模式。 本研究旨在利用成本效益分析中的淨現值法及益本比法，模擬分析機車使用者以電動機車代替傳統燃油機車，為使用者自己及整體社會帶來之淨現值。在電動機車方面，本研究分析兩種電動機車商業模式，分別為「電動機車電池租賃商業模式」及「共享電動機車商業模式」。 本研究結果顯示，在使用者立場下，目前電動機車成本依舊大於傳統125C.C.燃油機車之成本，且「電動機車電池租賃商業模式」較適合每個月騎乘里程較長之使用者，而「共享電動機車商業模式」較適合每個月騎乘里程較短之使用者。此外，敏感度分析顯示出，在「電動機車電池租賃商業模式」下，騎乘里程長度與NPV及BCR均呈現正相關。在「共享電動機車商業模式」下，每個月騎乘里程為100公里之使用者，在共享電動機車計價方式為每分鐘2.25元之方案下，使用者之NPV>0及BCR>1，並且騎乘里程越短之使用者，其對共享電動機車計價變動的益本比敏感程度越高(當價格下降時，益本比上升較高)。 最後，在整體社會立場下，利用「電動機車電池租賃商業模式」替換傳統燃油機車且騎乘里程越高之使用者，對整體社會帶來之淨現值越高。而利用「共享電動機車商業模式」替換傳統燃油機車且騎乘里程越低之使用者，越具有經濟效益。 / In recent years, the development and application of electric vehicles and electric scooters have become popuplar. In Taiwan, where scooter density is very high and is also called a "scooter kingdom", electric scooter technology is not only improving, but also developing a diversified business model. Particularly, two of the most famous business models are “Electric scooter battery rental business model” and “Sharing electric scooter business model”. The purpose of this study is to use the net present value method and the benefit ratio method in the cost-benefit analysis. We analysis the user's own benefits and the overall social net benefits which are generated from the scooter users replacing traditional fuel scooter with electric scooter. In the field of electric scooters, this study analyzes two business models of electric scooters, “Electric scooter battery rental business model” and “Sharing electric scooter business model”. According to the simulation result of empirical analysis, for the users, the current cost of electric scooters is still higher than the cost of traditional 125C.C. fuel scooters. “Electric scooter battery rental business model” is more suitable for people who have higher accumulated distance per month, and “Sharing electric scooter business model” is more suitable for people who have lower accumulated distance per month . On the other hand, according to the result of sensitivity analysis, the accumulated distance is positively correlated with NPV and BCR in the “Electric scooter battery rental business model”. In the “Sharing electric scooter business model”, those who ride 100 km per month have NPV> 0 and BCR> 1 in the pricing of NT$2.25 per minute. Besides, those who ride 100 km per month have higher sensitivity of pricing. For the overall society, those who use the "Electric scooter battery rental business model" to replace the traditional fuel scooter and have higher accumulated distance per month can generate higher net benefits to the whole society. Those who use the "Sharing electric scooter business model" to replace the traditional fuel scooter and have lower accumulated distance per month can generate higher net benefits to the whole society.

<div><p>Analyzing behaviors of objects on the road is a complex task that requires data from various sensors and their fusion to recreate movement of objects with a high degree of accuracy. A data collection and processing system are thus needed to track the objects accurately in order to make an accurate and clear map of the trajectories of objects relative to various coordinate frame(s) of interest in the map. Detection and tracking moving objects (DATMO) and Simultaneous localization and mapping (SLAM) are the tasks that needs to be achieved in conjunction to create a clear map of the road comprising of the moving and static objects.</p> <p> These computational problems are commonly solved and used to aid scenario reconstruction for the objects of interest. The tracking of objects can be done in various ways, utilizing sensors such as monocular or stereo cameras, Light Detection and Ranging (LIDAR) sensors as well as Inertial Navigation systems (INS) systems. One relatively common method for solving DATMO and SLAM involves utilizing a 3D LIDAR with multiple monocular cameras in conjunction with an inertial measurement unit (IMU) allows for redundancies to maintain object classification and tracking with the help of sensor fusion in cases when sensor specific traditional algorithms prove to be ineffectual when either sensor falls short due to their limitations. The usage of the IMU and sensor fusion methods relatively eliminates the need for having an expensive INS rig. Fusion of these sensors allows for more effectual tracking to utilize the maximum potential of each sensor while allowing for methods to increase perceptional accuracy. </p> <p>The focus of this thesis will be the dock-less e-scooter and the primary goal will be to track its movements effectively and accurately with respect to cars on the road and the world. Since it is relatively more common to observe a car on the road than e-scooters, we propose a data collection system that can be built on top of an e-scooter and an offline processing pipeline that can be used to collect data in order to understand the behaviors of the e-scooters themselves. In this thesis, we plan to explore a data collection system involving a 3D LIDAR sensor and multiple monocular cameras and an IMU on an e-scooter as well as an offline method for processing the data to generate data to aid scenario reconstruction. </p><br></div>

Innovation is a necessary element to transition towards a more sustainable transport paradigm. Advancements made in electrification and digitalisation are creating new forms of urban mobility which have the potential to reduce the impact of transport and shift modal splits. However, these developments have also been accompanied by new actors, influences, and challenges related to the urban governance process. In order to realise the sustainability benefits which urban settings desire, and innovative forms of technology promise, there is a need for purposive steering – for which policy and regulation are key tools. These themes are explored through a case study of the policy process for e-scooters in Stockholm, Sweden from 2018 to 2022. Guided by theory on sustainability transitions and the role of urban mobility governance, this thesis investigates how new influences are affecting progress towards sustainable mobility objectives. Results are derived from a combination of qualitative methods, including semi-structured interviews, as well as document and media analysis. Analysis suggests that disconnect within formal governmental hierarchies is complicating the agency of the municipality. Despite having similar long-term sustainability goals, communication and cooperation to deal with current challenges are limiting the municipality. Informal networks have also become channels for new forms of influence, with international organisations and city-to city interaction shaping policy discourse. In addition, knowledge is warranting authority for technology advocates of new technologies in the urban mobility sphere. This study ultimately demonstrates how new influences are complicating the municipality’s ability to work towards its own sustainability objectives for urban mobility. There is a need for improved collaboration and transparency with new actors, as well as a revolution in how the municipal level responds to, and sets the guidelines for a future in which urban mobility is truly sustainable. / Innovation är en viktig process i omställningen mot ett mer hållbart transportsystem. Elektrifiering och digitalisering skapar nya former av urban mobilitet som besitter stor potential att minska negativa effekterna av transporter och förändra våra transportmönster. Men denna utveckling innebär även utmaningar för policy. Nya aktörer, inflytanden och utmaningar formar politiken, policy och reglering. För att förverkliga de aspekter av hållbarhet som urbana miljöer eftersträvar, och innovativ teknik utlovar, behövs tydlig och målorienterad styrning. Policy och reglering är nyckelverktyg för denna styrning. Dessa teman utforskas genom en fallstudie av policyprocessen för elsparkcyklar i Stockholm mellan 2018 och 2022. Med hjälp av teorier om “sustainability transitions” och “urban mobility governance” undersöker denna uppsats hur nya faktorer i transportsystemet påverkar utveckling mot mål om hållbar mobilitet. Resultaten härleds från en kombination av kvalitativa metoder, bestående av semistrukturerade intervjuer, samt dokument- och medieanalys. Analysen tyder på att friktioner och konflikterande visioner inom formella hierarkier inom offentlig verksamhet komplicerar kommunens auktoritet och autonomi. Trots att många offentliga aktörer delar liknande långsiktiga hållbarhetsmål gör brister i kommunikation och samarbete det svårt för kommunen att hantera aktuella utmaningar. Informella nätverk har också blivit kanaler för nya former av inflytande, med internationella organisationer och samarbeten städer emellan som formar politisk diskurs. Utöver detta, skapar även privata aktörers kommersiella intressen och teknologiska expertis en viss auktoritet i bestämmandet över nya produkter och tjänster i det urbana transportsystemet. Denna studie visar slutligen hur nya influenser försvårar kommunens förmåga att arbeta mot sina egna hållbarhetsmål inom mobilitet. Förbättrad samverkan och transparens med nya aktörer, samt en revolution i hur kommunen sätter ramarna för framtida teknik är nödvändiga delar för att uppnå verklig hållbar mobilitet.

lt has been shown that engagement in secondary tasks may contribute to cyclists crash risk [1 ], meditated by cycling errors or risky behaviors. For influences on secondary task: engagement, it is generally found that phone use is negatively correlated with age. In most studies, males are more found engaged in phone tasks than females. lt was also found that users of a bicycle-sharing program more often to wear headphones and engage in more unsafe behavior. The use of safety gear (e.g., wearing a helmet, using reflectors) is often negatively correlated with distracted cycling. Also, cyclists engaged in a secondary task exhibit other risky behaviors more often [2]. The present study's first aim was to get (an updated) estimate of the observable frequency of different secondary tasks, use of additional safety equipment, and rule violations while riding bicycles and e-scooters in Germany. The second aim was to examine possible differences in secondary task: engagement, use of additional safety equipment, and rule violations between different types of users of the cycling infrastructure, i.e., riders of conventional bikes, e-bikes, scooters, and e-scooters. A third aim was to explore whether riders' secondary task engagement is related to active safety precautions (e.g., wearing a helmet), traffic rule violations, and at-fault conflicts and if there are rider profiles regarding safety-related behaviors. As the study is explorative, no hypotheses were formulated. [From: Introduction]