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.

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]

Data about bicycle usage is an important input parameter for several purposes. They are used to describe changes towards more sustainable transport, and partly to say something about changes towards more active transport as opposed to passive modes oftransport. Importantly such data are used as the denominator when calculating crash risk: for cyclists. In Norway, as in most countries, these data are captured in several ways today. This is partly done by using data from the national travel behavior survey, partly using figures from stationazy or mobile bicycle counters, and partly using other methods such as manual counts, etc. The technological development has provided several new opportunities to register such travel, in the form of more advanced stationary counters, advanced algorithms that interprets signal data, video recording solutions and app-based measurement systems. At the sam.e time, we see that development in the transport sector also creates new challenges. In just a few years, electric scooters have radically changed the traffic picture in cities and towns in Norway. There is therefore a need for more knowledge about different forms of ways to measure bicycle and micro-mobility use, their strengths and weaknesses, and what kind of strategies the authorities should have to be equipped to meet future changes in the transport field, as exemplified by the recent intlux of e-scooters. The current paper aims to respond to these challenges by answering the following research questions: • What are the relative strengths and weaknesses of different data sources for measuring cycling and micromobility use? • How weil do the different sources function to capture micromobility and to differentiate between traditional cycling and micromobility? • How can the different data sources be used as input for calculating crash risk for various forms of soft mobility (i.e. cycling and micromobility)?

E-scooter riders have an increased crash risk compared to cyclists [1 ]. Hospital data finds increasing numbers of injured e-scooter riders, with head injuries as one of the most common injury types [2]. To decrease this high prevalence of head injuries, the use of e-scooter helmets could present a potential countermeasure [3]. Despite this, studies show a generally low rate of helmet use rates in countries without mandatory helmet use laws [4][5][6]. In countries with mandatory helmet use laws for e-scooter riders, helmet use rates are higher, but generally remain lower than bicycle use rates [7]. As the helmet use rate is a central factor for the safety of e-scooter riders in case of a crash and a key performance indicator in the European Commission's Road Safety Policy Framework 2021-2030 [8], efficient e-Scooter helmet use data collection methods are needed. However, currently, human observers are used to register e-scooter helmet use either in direct roadside observations or in indirect video-based observation, which is time-consuming and costly. In this study, a deep learning-based method for the automated detection of e-scooter helmet use in video data was developed and tested, with the aim to provide an efficient data collection tool for road safety researchers and practitioners.