It seems like e-scooters
have been popping up everywhere in the last few years.
Companies like Bird, Lime, and Ojo
have placed their e-scooters in over 100
cities and towns around the world.
And they're even more popular in the US
than bike-sharing programs,
according to the National Association
of City Transportation Officials.
But, while those bike-sharing programs seem
to have it all figured out,
dock-less e-scooters have hit some speed bumps
along the way.
The e-scooter premise is simple.
You use an app to find and unlock a scooter near you,
ride it where you need to go,
and then leave it there for the next person.
The company takes care of charging the battery
and making sure the scooters are where they need to be.
Pricing varies, but generally there is
an initial unlocking fee along with a per-minute fee.
Some other additional fees are possible,
like if you venture outside the scooter's "home zone."
The scooters are designed to tackle transportation
and congestion issues in towns and cities.
Sure, the scooters are a form of shared mobility
and are convenient and affordable,
but that doesn't mean they're perfect.
Pedestrians, cars, bikes, pretty much everyone
is trying to adapt to sharing the roads and sidewalks,
while riders are confused about where to use them
and what regulations to follow.
Sidewalk, bike lane, or road?
With traffic or against it?
And then there's the question of parking.
Without designated docking stations for e-scooters,
they can end up in a pile,
obstructing sidewalks and crosswalks.
It's not so much the scooters themselves
that are to blame,
but the people behind the handlebars
who choose to ignore the rules.
These aren't problems that can be easily ignored.
And parking issues aren't the biggest concern
when it comes to e-scooters.
Tarak Trivedi: There are definite dangers, including death.
I mean, we've seen a number of deaths already
since they've been introduced.
That's UCLA Health emergency physician
Tarak Trivedi.
After seeing so many patients with scooter-related injuries,
he decided to study them and publish the results.
Trivedi: So, anecdotally, some of the stories
that I've heard are:
I fell off. I don't know how.
The break didn't work appropriately.
The accelerator got stuck.
There was a pothole in the road that I missed.
I was riding, and the sidewalk was a little bit uneven,
and I sort of just tipped over.
Hit by cars,
of course, intoxication and not paying attention.
The Associated Press reported there were
11 deaths linked to e-scooters from the start of 2018
through June of 2019.
But that's a rough estimate,
since there's no official data available.
And that's not including the 1,500 injuries also reported
in that same time period.
Trivedi: Overall, we found 249 emergency-department visits
that were associated with an
electric-scooter use of some sort.
Some other results that we found interesting
were that almost no one was wearing a helmet.
Approximately 30% of our injured
patients actually had some sort of fracture,
and 40% of them had some sort of head injury.
Those stats are kind of alarming.
They should make helmets a requirement, right?
There's a lot of arguments
inside of required, mandatory-helmet laws.
On one hand, we know that helmets protect the skull
and brain. However, some cyclists
and cyclist-advocacy organizations
argue against mandatory-helmet laws,
saying that it makes people less likely
to use bicycles in general.
And the same applies to e-scooters.
Which means local governments have to do all they can
to keep riders safe.
And in some cities, that means no e-scooters at all.
New York City, for example,
has yet to install an e-scooter program
because of safety and infrastructure concerns.
But just across the Hudson River,
in the 1-square-mile city of Hoboken, New Jersey,
e-scooters are everywhere.
Hoboken has pilot e-scooter programs
with both Lime and Ojo
in hopes of addressing their lack of street space
and parking demands.
Ryan Sharp: The benefit of doing a pilot program
for six months is that it gives the city an opportunity
to test out the model of e-scooter sharing.
To put out surveys to the public, to get their feedback,
and to collect data to see how popular
or how much ridership is happening through this program.
Narrator: Pilot programs help these cities learn
what works, what doesn't,
and where they can make improvements,
like setting safety standards
and better educating scooter riders.
Sharp: Some of the major rules that everybody has to follow
includes no riding on sidewalks,
you must ride in the direction of traffic.
There's an age requirement,
you must be 18 years or older to ride.
Only one rider per scooter, so no tandem riding.
Narrator: Rules are posted on the scooters
on signs around the city
and reinforced in the app itself.
It's in the scooter company's best interest
to comply with all the local laws.
As the vehicles become more widespread,
cities like Washington, DC, and Atlanta
are imposing strict restrictions on their usage
or banning them completely.
Some of these polices may be the result
of rider misuse, like breaking local laws
and leaving scooters in all the wrong places.
But at least they're better for the environment, right?
Not quite.
In fact, compared to other transport options,
e-scooters are not as green and eco-friendly
as you might think.
A study published in the journal
Environmental Research Letters
found that a lot of greenhouse gases are created when
manufacturing and transporting the scooters.
In fact, scooters typically emit more greenhouse gases
than buses with high ridership and electric bikes.
But it doesn't look like they're going to go away
anytime soon.
They're convenient, easy, and, we have to admit, fun.
So how do you keep everyone safe
and not infuriate local residents
with sky-high piles of scooters?
It's a shared responsibility between the riders,
pedestrians, companies, and local governments.
Towns and cities need to make sure they designate
where scooters should be ridden
and keep them safe for everyone.
In Hoboken, local police are enforcing scooter rules
through citations and suspending
or even terminating accounts.
Meanwhile, companies need to make sure
that they are enforcing the rules
and that the scooters are not disruptive
to local residents.
As for the riders, they need to understand and acknowledge
they are operating a moving vehicle.
Trivedi: A number of people also came in intoxicated.
About 10% of our riders were actually under the legal age;
they were under 18 years of age.
Narrator: It's clear changes need to be made
to make e-scooters safer and less disruptive.
We don't really think about it now,
but before 1915, stop signs for cars didn't exist,
and the US had no uniform approach to street safety
until the mid-1920s.
Hopefully, it won't take that long to solve the issues
e-scooters present.
And if you're riding one, consider wearing a helmet.
Follow all the local rules, and maybe stick to areas
without many pedestrians or cars.
Don't leave it in the middle of the sidewalk.
And don't forget to enjoy the ride.
It, like, doesn't, whoa!