Image: DfT
The DfT’s long-awaited evaluation into the ongoing trials of rental e-scooters has concluded that they could provide a real alternative to other modes of transport, including cars.
Rental e-scooter trials were launched in July 2020 in 32 areas across England. It is estimated that by December 2021, 14.5 million trips had been made by users.
The evaluation, carried out by Arup, NatCen and Valtech, examined how and why rental e-scooters are used, and by whom, as well as safety, mode shift, environmental and wider social impacts.
The evaluation finds evidence to suggest that as the trials have become more mature, users are seeing e-scooters less as a novelty and more as a convenient mode of transport that they could use to get to specific destinations.
This is reflected by the fact that the proportion of users shifting from private motor vehicles to e-scooters has been increasing over time, while mode shift from active modes has been decreasing.
Therefore, it concludes that rental e-scooters ‘can serve as a valuable mode of transport’, something which has been welcomed by the DfT.
The evaluation also brings into focus the safety record of rental e-scooters.
Data highlighted in the report indicates that the frequency of rental e-scooter collisions was higher during 2021 than for pedal cycles (including bicycles and e-bikes), though this was ‘likely to be driven in part by the novel nature of the mode’.
It is also noted that findings show collisions were more likely to occur among less experienced users, ‘making it difficult to make like-for-like comparisons with more established modes’.
While the frequency of rental e-scooter collisions was higher than for pedal cycles, the types of injuries reported by rental e-scooter users appeared broadly similar to the types of injuries reported by cyclists.
Elsewhere in the report, e-scooter and other road users raised concerns around technical elements of the e-scooter design such as e-scooter audibility, visibility and acceleration.
Some members of the public also had issues surrounding the behaviour displayed by riders, with pavement riding causing particular concern among pedestrians with mobility issues and blind or partially sighted individuals.
The DfT has pledged to incorporate the conclusions from the evaluation into future policy development.
Responding to the report, the DfT said: “The national evaluation of the e-scooter trials represents one of the largest evaluations of e-scooters internationally in terms of the breadth of data collected.
“As the first trial of these vehicles within the context of the UK, both the strengths and limitations identified represent valuable knowledge. The lessons learned will be used to inform future policy.”
Mass communication needed to provide greater clarity on e-scooters
The data and information analysed in the evaluation came from a variety of sources, including operator data from all 32 trials on trips and their characteristics from July 2020 to the end of December 2021.
There were also sources of qualitative data, such as research with users, residents and local stakeholders.
The report does not cover private e-scooter use. However, it is recognised that private use is widespread and that this may affect the perceptions of the trials on behalf of non-users and the recording of safety data.
The report compares performance against a number of objectives – and makes a series of suggested improvements.
Among these is the need for greater communications to inform the general public about e-scooters.
Local stakeholders suggested that more communication using mass media was needed to provide greater clarity on e-scooter rules (such as parking), differences between rental and private scooters, and on safety information.
Some suggested that the DfT website needed to be better promoted as a useful and informative resource.
In interviews, local stakeholders were asked for reflections on whether any changes to land use and transport infrastructure would better support the use of e-scooters in the area.
The main suggestions were segregated lanes for e-scooters, more on-road parking and improvements to parking bay signage.
Stakeholders believed this would make e-scooter users safer and in-turn encourage take up.
I live in Portsmouth where we have had an e-scooter trial scheme which seems to have been very popular and successful, especially amongst the younger population (which has also lead to fewer student cars in an already crowded city).
There are, of course, also a lot of people using private scooters which are technically illegal, but which also alleviate traffic congestion.
There have been accidents, of course, often resulting from irresponsible use, but there were also accidents with cars, mobility scooters and bicycles (the Council is also planning on introducing rental “Beryl Bikes”)
The main issue is the lack of provision of cycle/ scooter routes, but this is something which the Council is, finally, addressing.
Overall, the benefits of the e-scooters outweigh the drawbacks.
My only concern is that any requirement for compulsory helmet use would be detrimental because it introduces a barrier to people’s usage, just in the same way that it has deterred people from using bicycles in places where it has been tried, even though it’s known that a helmet has little benefit to the rider in low speed accidents.
Graham Marsden, Portsmouth
--4
Sorry Simon, but I disagree that the escooter user is usually the victim. Many of the reported incidents in my area have been down to unsafe use, eg riding straight out into the road, or riding while under the influence.
Keith Wheeler, Milton Keynes
+6
It doesn’t really matter what happens with the legislation; eScooters are already with us and are likely to grow in ownership and use. There’s not much point worrying about whether to make helmets compulsory or to ban riding on pavements since there is already widespread illegal riding and nobody is attempting to stop that.
As a more vulnerable road user, the eScooter rider is usually the victim in collisions. And to draw parallels with pedal cycling, it’s time that society stopped blaming the victims and did more to penalise the motorists who hurt them. Society also needs to embrace the idea of a safer environment for all road users – which means making fewer and slower car journeys within urban areas.
Simon John Taylor, Nottingham
--7
Mikes grandson is breaking the law using a private e-scooter.
In December 2021, the modal shift to e-scooter was 42% from walking and 10% from cycling, so over half switched from active travel. In addition 18% switched from public transport and 9% would have not made the journey. So hard to justify that they‘can serve as a valuable mode of transport’
RICHARD, London
+10
Initial comments from PACTS here: https://www.pacts.org.uk/wp-content/uploads/e-scooters-evaluation-report-PACTS-comment-Dec-2022.pdf
David Davies, Westminster
0
I agree the e-scooters are an alternative mode of transport. My grandson has one which he uses to get to college, however I worry whenever he goes out that no crash hat is worn, I see him sometimes use the pavement and sometimes on the road. I appreciate at present this is illegal but there are so many people using them the police seem to turn a blind eye!
If E-scooters are to be made legal, then this presents a whole new ball game, do they use cycle lanes, would the user have to wear a crash hat, what about insurance etc etc.
Reliability also comes into this as my grandson is on his third scooter, numerous manufacturing faults on his previous scooters even his latest one is not that brilliant.
I think there is a lot of work to be done on legislation before these scooters are made legal.
Mike Hancox, Warwick
+9
As your report says, it doesn’t include private scooters, which is where a lot of use issues are. Those who rent one owned by the council tend to be more responsible. I hear of incidents daily, particularly with school children, who have come off and broken their arm or dislocated a shoulder. Certainly helmets must be compulsory and some form of reflective clothing as a minimum standard. Small wheels and pot holes don’t mix well.
Brian Chidgey, Bournemouth
+11