2023/04/14
IATSS External Debriefing Session

Research Project 2208C

Research on safe and comfortableroad environment development
under mixed electric mobility
PL: Koji Suzuki(Nagoya Institute of Technology)

1

Purpose of researchStudy how sidewalks and roadways should be safely used bymultiple entities in a mixed electric mobility environment byinvestigating previous introduction examples in Europe andconducting multifaceted analyses of user psychology,
behaviour, etc.
Clarify the obstacles that must be cleared when introducing
electric mobility through workshops with domestic andinternational researchers and practitioners.
→Propose specific measures to achieve asafe and comfortable transportation society
under mixed electric mobility for countries andcities with automobile- and pedestrian-centred
road space structures．
2

Members
 PL
 Koji Suzuki (Nagoya Institute of Technology)

 Members

Traffic
engineering

Psychology

Urban
planning

Electric
mobility

Bioengineer
ing

Law

Mechanicalengineering Kazuhisa Ogawa (Tohoku Institute of Technology), Motoki Shino (University of Tokyo), Taro
Sekine (Nihon University) Special researchers
 Hiroto Inoi (University of Toyama), Miho Iryo (Nagoya University), Katsutoshi Ohta (IATSS
adviser), Takeru Shibayama (Vienna University of Technology), Kazufumi Suzuki (National
Institute of Technology Gunma College), Sanemune Takada (Komazawa University), Hideki
Tatematsu (Oriental Consultants Co., Ltd.), Keisuke Yoshioka (Nihon University), Tatsuto
Suzuki (University College London), Alhajyaseen Wael (Qatar University)

 Research collaborators
 Hiroki Ito (Nagoya Institute of Technology), Hidetoshi Hibino (Nagoya University)

 Observers
 Takashi Miyagi, Shiori Sugiura (Traffic Planning Division, Traffic Bureau, National Police
Agency), Takahiro Tsuruga (IATSS Advisor)
3

Targeted electric mobility Compact electric mobility for 1–2 people

Slow speed

Medium speed

 Mainly target electric scooters, which have various items to consider for sidewalk
and roadway use, and conduct research for other types of mobility, with a focus ondomestic introduction cases, and organize issues in anticipation of future
development in various regions

Ultra-compact mobility minicar(seats 1-2 people)

Electric scooter (seats 1
person)Automatic delivery
robot (unmanned)

Electric
wheelchair(seats 1 person)

Boarding typemobility support robot(seats 1 person)

For sidewalk use

For roadway use*Image source: Interim report of an expert study group on ideal traffic rules for diverse transportation entities

4

Results of previous fiscal years and activities of thisfiscal year Results of previous fiscal years
 We conducted research focusing on 'how users perceive' social acceptability ofelectric mobility, and we confirmed the characteristics and expectations ofelectric mobility, as well as the obstacles and issues for widespread use, fromthe perspectives of awareness, evaluations based on actual experience, andevaluation by use for a certain period of time.
Stage 2
Change inconsciousness
through experience

Stage 1
Appearance
evaluation
What impressions dousers have ofelectric mobility?

Stage 3
Evaluation by use forcertain period of time

Can we learn the characteristics
of electric mobility and thedeviations from our initial
impressions
by actually using them?

Various external factors related to user
acceptability
DesignMaintainability

Ease of use

Cost

Driving
performance
Safetyperformance

Can we understand and accept thegood and bad aspects of electric mobility
by comparing it with existing mobility?

Road
environment

Traffic
environment

Insurance/system

Traffic rules
5Results of previous fiscal years and activities of thisfiscal year Activities of this fiscal year Collect information on requirements, necessary infrastructure, and systems to be
accepted by society as new mobility (international comparison)…WG1，WG2
 Evaluate interactions with others and psychological load on sidewalks androadways, and acquire necessary knowledge for considering road spacedevelopment and the safe use of mobility based on field surveys and roadobservations…WG3，WG5
 Survey of local governments regarding the intention to introduce electric mobility inJapan, organizing issues at the time of introduction…WG4
 Host an international workshop on the research results, and clarify issues to beconsidered in future …WG6

WG1

Individual
acceptability
Socialacceptability

WG2

WG3

Legal system

Safety (roadways)

Rules / violations, hazardous
behaviour

WG4Introduction
intention / issues

WG5
Anxiety (co-existence ofpedestrians and automobiles)

Desired road traffic environment and issues (roadways,
sidewalks)International comparison

WG66Today’s report
1. Legal system, literature review, and future issues [WG2]2. Electric mobility introduction intention and issues
according to local government survey [WG4]3. Characteristics of the use of electric scooters on
roadways based on actual road and on-site experiments[WG3]
4. User anxiety and behavioural characteristics based on
on-site experiments [WG5]5. International comparative report on acceptability [WG1]6. International workshop report [WG6]7. Summary7

1．Legal system, literature review, and futureissues [WG2]
Purpose of research and activities
 Review of the legal system
Interviews with the National Police Agency about
questionable items
 Review of international research and reports

Clarify what is and is not stipulated in the legal system ofJapan, and organize issues that may arise in Japan andissues that need to be discussed with regards to the spreadof electric scooters8Review and discussion of legal system in Japan
Road Traffic Act vehicle classification and amended laws
Revision of Road Traffic Act Revised in April 2022, enforced in July 2023
[New]Specified small motorized bicycle
・Maximum speed ２０ｋｍ/ｈ
・Rated output ０．６０ｋW
・Length
１９０ｃｍ
・Width６０ｃｍ

Driving on
public roads

・１６ years or older
・Driver’s license：Necessary➡Unnecessary
・Helmet：Unnecessary➡Necessary
・Driving on sidewalks：Not allowed➡Possibly allowed≤６ km/h・Compulsory automobile liability insurance
・License plate (taxation label)Rated output
(kW)

>1.00

>0.60,
≤1.00

≤0.60

Road TrafficAct

Motor vehicle Motor vehicle Motorized
bicycleAppliestoRoad
Motor vehicle MotorizedMotorized
AppliestoTransportation
bicyclebicycleAct
The rated output differs due to the Road Traffic Act and Road
Transportation Act, and this affects the applicable laws andregulations, resulting in a complicated system

Parking lot laws
Bicycle laws
Bicycle ordinances
Safety standards of theRoad Transport VehicleAct
Act on Securing
Compensation for
Automobile Accidents
Local tax laws
Garage laws
9

Review and discussion of the legal system of Japan
Parking vehicles and bicycles on sidewalks
 Sharing services
 Coordination with other efforts to utilize the public road space required Legal propriety of parking on sidewalks
 Judicial precedents that allow or prohibit vehicles to park on sidewalks,
and the judgment is divided.
 Parking of vehicles/bicycles on sidewalks is controversial

 Authority of forced removal
 Road Traffic Act：Movement of vehicles by police officers and police
chiefs Ordinances of local governments (Bicycle Act): Forced removal of
bicycles by local governments
 It has not been determined who will implement forced removal ofelectric scooters, wheelchairs for those with physically handicaps, andwalking aids

10

Issues that may arise in Japan, and issues that require
further discussion ‘Position as a vehicle’ Complex position as a vehicle (even with similar shape and appearance, there areelectric scooters equivalent to automobiles) Difficulty for users to understand: Possibility that some users will drive on sidewalks withvehicles that can go ≥20 km/h.

 Type certification
 Japan has a performance confirmation system.
 Driving places divided according to speed (sidewalk is also possible if ≤6 km/h), but how
to How to manage speed limit? Limits of GPS.

 Cases where individual ownership is assumed
 Europe: Mainly sold at consumer electronics retailers, few scales at bicycle shops.
 Entry by industries that did not sell 'vehicles' Issues of thorough safety education.

 Consistency with bicycle crime prevention registration
 License plates of motorized bicycles are taxation labels, and the owner is determined by
the municipality.
11Issues that may arise in Japan, and issues that require
further discussion ‘Driving/driving space on public roads’
 Driving on sidewalks is rare in other countries
 Intersections when sharing driving space with bicycles
 Bicycle speed in Japan is slower than that in Europe.
 Even when the direction of travel is the same, speed zones aredifferent, and hazards emerge.

 Road structure characteristics not found in other countries
 Unknown impact on Japan’s road environment, which has drainage
ditches, gutter lids, telephone poles, fire hydrants, etc.

 Helmet wearing Due to the progress of discussions in other countries, theinternational direction is mandatory wearing of helmets' for further
clarity12

Issues that may arise in Japan, and issues that require
further discussion ‘Bicycle parking/vehicle parking, andother related items’ Correspondence to bicycle parking lots

 Trip purpose, trip length, and sex/age of users differ from those for othermeans of transportation.
 Use in the afternoon or on weekends, use when going out for entertainment, forshort trips, etc.

 Authority for removing illegal bicycle parking (vehicle parking) Unclear and needs to be consistent with the authority for bicycles.

 Use by high school students
 People aged 16 years and older can drive without a license, so there is apossibility that many people will use it.
 Increased driving by users who have never driven a motor vehicle
 Discussion needed on whether national standardization should be done by
notification from MEXT or whether each school should stipulate it in its
school regulations.
13

2. Electric mobility introduction intention, and issues
according to the local government survey [WG4] Overview of the surveys① Conducted questionnaire surveys of local governments todetermine the degree of importance of local issues and the
expected level of contributions of the introduction of electric
mobility to local issues② Conducted interview surveys with local governments thathave introduced electric mobility to understand the effects
and issues of introducing them
③ Examined and evaluated applicability methods for electric
mobility services based on local characteristics*Today, results of (1) and (2) from the above survey are
extracted and reported

14

(1) Summary of the questionnaire survey for local
governments■ Targeted mobility■ Survey screen(1) Electronic distribution ofquestionnaires

 Compact mobility for 1–2 people
Ultra-compact
mobility
minicar (seats
1-2 people)

Electric
scooter (seats
1 person)Automaticdelivery robot(unmanned)

Boarding typemobility
support robot(seats 1
person)Electric
wheelchair(seats 1
person)*Image source: Interim report of expert study group on ideal traffic rules for diverse transportation entities■ Main survey items
Importance of local issues and the degree of contribution of electric mobility

Issues to discuss with stakeholders before introduction

Need for differentiation from existing public transportation

Intention to introduce/continue electric mobility services*Some local governments that have not introduced the system responded withassumptions for some responses• Responses received from 53 municipalities (mainly Aichi, Gunma,
Osaka, Nara, Hyogo, Mie, Toyama, Shimane, and Ibaraki
Prefectures).
• Provided information on photographs of electric mobility, legal
treatment, and driving positions (*Regarding electric scooters, due
to the revision of the Road Traffic Act in July 2023, it will be possible
to drive on sidewalks under some conditions, but this survey
presents driving rules based on the current Road Traffic Act).

(2) Online response (Google Form)

15

(1) Questionnaire survey results
 Evaluation of the degree of importance of local issues

Low

ImportanceHigh（N=47）• The average importance of ‘securing the last mile’ and ‘securing mobility for the elderly’ tended to be high. In particular,
approximately 90% of respondents gave 4 points or more to ‘securing mobility for the elderly’, and many local governments
recognized this as a high-priority issue.
• Many local governments also place importance on items related to local revitalization, such as the ‘promotion of tourism’ andthe ‘revitalization of central city areas’.

(1) Questionnaire survey results
 Evaluation of the expected level of contribution of electric mobility to local issues（N=47）

超小型
モビリティ
・ミニカー

電動
キック
ボード

搭乗型
移動支援
ロボット

ラストワンマイル
の確保

55%

45%

36%

32%

高齢者の
モビリティ確保

40%

0%

11%

81%

観光の振興

53%

79%

62%

21%

交通安全
の確保

19%

2%

13%

15%

中心市街地
活性化

28%

66%

47%

19%

30%

自動車利用削減

53%

49%

36%

23%

55%

低炭素化社会
の実現

77%

64%

49%

45%

49%

交通渋滞の解消

15%

34%

23%

11%

36%

電動車
椅子

自動配送
ロボット

'Securing mobility for the elderly'⇒Electric wheelchair

15%'Securing the last mile'⇒Ultra-compact mobility minicar
13%'Promotion of tourism', 'Revitalization of central city
areas'⇒ Electric scooter, boarding-type mobility
26%
support robot'Realization of a low-carbon society' ⇒ All mobility
9%Ultra-compact
mobility minicar(seats 1-2
people)Electric
scooter (seats
1 person)Automaticdelivery robot(unmanned)

Boarding typemobility
support robot(seats 1
person)Electric
wheelchair(seats 1
person)*Image source: Interim report of expert study group on ideal
traffic rules for diverse transportation entities

Different trends in expected mobility for each local issue17

(2) Understanding the effects and issues of introducing
electric mobility
 Introduction case for ‘The purpose of 'promotion of tourism' (Izumo City, Shimane Prefecture)

Approx. 12.5 million people(total number of visitors in 2019)

Work on revitalization

Specifiedcity area

Izumo City
'Vulnerability of
secondary traffic' is an
issue

Examination of the use of ultra-compact mobility minicars(examined in FY2017, implemented in FY2018–FY2020)

Four themes for introduction of ultra-compact mobility minicars① 'Improved value of sightseeing spots' by increasing ease and convenience for tourists to movearound the city
② 'Free access' not only to famous sightseeing spots but also attractive sightseeing spots in the city
③ 'New attractions' in combination with sightseeing plans④ 'Contributing to reduced carbon dioxide emissions' through the use of electric vehicles

18

(2) Understanding the effects and issues of introducing
electric mobility
 Introduction case for 'promotion of tourism' (Izumo City, Shimane Prefecture)■ Introduction effect

Izumo
City

Specifiedcity area
Experienced increased
ability to attract customers

Most users highly regarded thedemonstration project■ Recognition of issues and future prospects
Not muchintent tocontinue Due to the presence of issues in terms of income and expenditure when
implementing project (*in this demonstration project, there were no private
business operators as the implementing body) Wish to study if a scheme can be built that makes it easy for private businesses toparticipate as a profitable business by reducing costs, including the costs of the
management and operation system of electric mobility Currently mainly used as a commercial vehicle, and rather than focusing on
profitability of usage fees, it is used as an SDGs initiative⇒Effective for the 'promotion of tourism', but there were problems interms of management and operation.
Currently being used as an SDGs initiative19

3. Characteristics of the use of electric scooters on roadways
based on actual road and on-site experiments [WG3]
In addition to grasping the actual conditions
On-site experiment through actual road surveys, some items were also
verified through on-site experiments

Actual road survey•••<Basic road section>

Driving position/speed
Driving side-by-side or overtaking a vehicle
Other dangerous events, etc.

<Intersection>••••

Driving evaluation when driving sideby-side or overtaking a vehicle
・Proper separation distance・Comparison with bicycle
Vehicle dynamics
・Stability by speed
・Turning characteristics

Passage method
Driving position/speed
Turning radius
Other dangerous events, etc.
← Shin-Okubo↓ Numazu←Nakanoshima↑ Nihon University College of Science andTechnology Funabashi Campus

20Survey of driving conditions on actual roads(Basic road section)
 Driving speed

100%

4

LUUP
LUUP以外ナンバーなし
累積度数

3
2
1

80%
60%
40%

累積度数

度数（台）

 Two peaks in speed distribution(around 15 km/h and over 20km/h), and a large difference
between sharing and private
ownership with the speed limit.

Speed distribution (Shin-Okubo survey)
5

20%

0

0%
1011121314151617181920212223242526272829303132333435
走行速度（㎞/h）

 Driving position (distance from curb/vehicle)
 Large variation in driving positions in Shin-Okubo, which has wide lanes, and Numazu, which
has many lanes. Meanwhile, in Nakanoshima, where the lane is narrow, driving at a positionof 0.8–1.0 m from the curb.
 When being overtaken by a vehicle, the occurrence of overtaking at a minimum separation
distance of 1.0 m. The minimum average value is approximately 1.4 m.
Distance from curb

離
隔
距
離

Distance from vehicle when overtaken
4.00
離隔距離（ｍ）

（
）

ｍ

3.00
2.00
1.00
0.00

（N=12）（N=8）（N=18）

中之島
（N=3）

沼津
（N=6）

21

Survey of driving conditions on actual roads(Intersection)
 Behaviour at intersection (Shin-Okubo: Kita-Shinjuku 1-chome intersection)
 Driving position: more than 80% of vehicles driving straight ahead are on the roadway only, butthere are approximately 20–30% of cases where the vehicle enters the sidewalk when turning
right or left (including cases where the vehicle driver gets off and walks onto the sidewalk) Speed: approximately 15 km/h for going straight, 10–15 km/h for right and left turns, and acertain number of 25 km/h
 Minimum turning radius: depends on speed, approximately 5 m when avoiding other vehicles(speed 10 km/h or less), often approximately 10 m when turning left or right (speed 10-15 km/h)

cumulative ratio

Max speed distribution at the intersection

Trajectory of electric scooters near/at the intersection

1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

Straight throughLeft turnRight turn

0

5

10

15
20
Speed [km/h]

25

30

22

On-site experiment on vehicle motion characteristics
 Vehicle motion response characteristics in slalom driving
 Difference in steering mechanism occurs at approximately 10 km/h, and the turning radius is
kept constant at low speeds by steering to make short turns.
 Conjectured that the control subject differs depending on the driving speed in situations
such as obstacle avoidance during actual driving.

Yaw
angle
Roll angle

Vehicle behaviour measured based on JASO T014:2013 Motorcycles– Slalom test procedure

Speed 7.1km/h（0.22Hz）

Speed 14.9km/h（0.46Hz）

Time (sec)Does not become a clean sine wave at low speeds.
In particular, the yaw angle (azimuth angle)
becomes a composite waveform and is affected bymultiple inputs

Power spectrum (dB)

Power spectrum (dB)Time (sec)←Peak frequency

Frequency (Hz)Pitch angle

Various state quantities approach a sinusoidal shape(close to the response waveform of a motorcycle)←Peak frequency

Frequency (Hz)23

4. User anxiety and behavioural characteristics based on on-site experiments[WG5] ((1) National Institute of Technology Gunma College experiment) Clarify avoidance characteristics and sense of anxiety when
passing by electric scooters in a mixed pedestrian environment
 Experiment conducted on subjects when walking and riding When walking: avoid electric scooters or bicycles as a pedestrian When riding: ride electric scooters or bicycles and avoid pedestrians

 Verification of the effects of different driving speeds and distances from each
other

24

Avoidance probability distribution (50% avoidance
probability)
 Comparison of distribution of areas of 50% avoidance probability according to

speed Low speed range: avoidance tends to be slower when riding an electric scooter
than when riding a bicycle
 High speed range: almost no differences between a bicycle and electric scooter

1.5

Y [m]

歩行者×電動KB

Bicycle1.0

歩行者×自転車
電動KB×歩行者

1.5

Y [m]

歩行者×電動KB
歩行者×自転車

1.0

電動KB×歩行者
自転車×歩行者

自転車×歩行者

0.5

0.5
0.0

Electric scooter
0

5

10

X [m]
15

20

When subject is walking

0.0

-0.5

-0.5

-1.0

When subject is walking -1.0

-1.5

-1.5

Relative speed 10km/h(5 km/h for pedestrians + 5 km/h for vehicles)

0

5

10

X [m]
15

20

Relative speed 20km/h(5 km/h for pedestrians + 15 km/h for vehicles)*Calculated with female dummy = 1

25

Evaluation of acceptability and anxiety of driving when passing
face-to-face (②Nagoya Institute of Technology/on-site experiment) Implementation date: a total of five days in November and December 2021
 Location: Nagoya Institute of Technology campus
 Subjects: 25 people (14 men, 11 women)
 Flow of experiment① Preliminary questionnaire② After driving practice and preliminary driving (slalom / sudden braking ×3）, 42 patterns of face-to-facepassing driving③ Subject turns left when feeling danger towards the investigator who heads directly towards the subject
without avoidance and returns to the original driving position④ Conducted a questionnaire on the acceptability and anxiety of each drive⑤ Post-drive, post-experiment questionnaire Driving conditions
Subject breakdown
要因/水準
組合せ パターン 被験者 調査員 被験者速度 調査員速度

歩車
車車

A

歩行者 電動KB(km/h)(km/h)(m)5

6/10/15

11/15/20

0/0.75/1.5

9

10/15

6/15

16/21/25/30 0/0.75/1.5

12

被験者が体験する合計パターン数

42

電動KB 歩行者

6/10/15

D

自転車 電動KB

10/15

電動KB 電動KB

走行位置 パターン数(km/h)
B

C

相対速度

5

6/15

11/15/20

0/0.75/1.5

16/21/25/30 0/0.75/1.5

9

12
26

Evaluation model of driving acceptability and anxiety
during passing

Nominal logistic regression analysis with two categories of dependent variables(responses to questionnaires (1) and (2))*Only (1) introduced in this presentation[Dependent variables]

Questionnaire (1) Driving acceptability
１,２: Not good
３,４,５: Good
Questionnaire (2) Anxiety during passing
１,２,３: Not anxious
４,５: Anxious
定義

説明変数
属性

走行条件

年齢

被験者の年齢

性別ダミー

男性：0，女性：1

バイク免許別ダミー

バイク免許保有：0，バイク免許なし：1

自転車利用頻度別ダミー

自転車に乗る：0，自転車に乗らない：1

離隔距離

すれ違い時の被験者と調査員の間の距離[m]

回避量

すれ違い時の被験者の基準線からのずれ[m]被験者速度（すれ違い時）

すれ違い時の被験者速度[m/s]

調査員速度（すれ違い時）

すれ違い時の調査員速度[m/s]

1運転スキルへの自信
2運転に対する消極性
運転特性

運転特性の得点

1：全くあてはまらない

3せっかちな運転傾向

2：少しあてはまる

4几帳面な運転傾向

3：かなりあてはまる

5信号に対する事前準備的な運転

4：非常にあてはまる

6ステイタスシンボルとしての車7不安定な運転傾向
8心配性的傾向（運転特性の得点は，運転スタイルに関するアンケートにより取得したものを使用する．）

27

Driving acceptability evaluation model
走行の受容性項
切片

パターンB

電動KB×歩行者

p値

675.3310.011 -10.016 <.0001 55.227-172.045

0.011

-

-

162.7980.013-

自転車利用頻度別ダミー

88.8690.009-

被験者速度（すれ違い時）

16.1700.008

調査員速度（すれ違い時）

年齢-

性 バイク免許別ダミー
回避量 実測値

p値

-

推定値

p値

0.000 12.817

0.008-29.352

0.002-3.8680.005-

36.161

0.001

4.820

0.001

-

-

-

-

-

-

-

-

推定値
0.398

p値

パターンD

自転車×電動KB

0.011-0.133

0.001

0.001

-1.0860.018-3.105

0.000

-

-

-

-

-0.564

0.048

-

-

-41.513

0.007

0.691

0.031

-

-

-0.8280.043-16.6620.014

3.043 <.0001 -11.390

66.9910.016

特 5信号に対する事前準備的な運転-87.016性 6ステイタスシンボルとしての車** 7不安定な運転傾向

行条件

1運転スキルへの自信
2運転に対する消極性

運 3せっかちな運転傾向
転 4几帳面な運転傾向

8心配性的傾向

R2乗(U)
サンプル数※下線は被験者

-3.523

-

推定値

パターンC

電動KB×電動KB

推定値

属 性別ダミー走

パターンA

歩行者×電動KB-103.394

0.013

1.020

-

-

-16.859

-

-

0.014

-

-

-

-99.699

225

-

0.001

-3.680
4.740

0.001

9.244

0.010

3.857

0.002

-

-

-

-

-

-

-

-

-

-3.987

0.001

-

-

-

-20.0270.001-1.788

0.070

0.009

1.182

0.001

7.009

0.006

-

-

0.660

-

0.001

-2.101 <.0001

0.323
224

0.001

0.605
300

Negativecoefficient:
Decreases
acceptability
All patterns…
Large avoidance
amount→Low driving
acceptability

0.000

0.418
300

**Evaluated using driver characteristics checklist (HQL)

When passing an electric scooter (patterns A, C, D)…Low acceptability for 'people who are reluctant to drive'
High acceptability for 'people who tend to drive meticulously'
Vehicles passing each other (patterns C, D)…Low acceptability for 'people who tend to drive in an unstable manner due
to mood'.
28

5. International comparative report on acceptability[WG1][Purpose]
Clarify the relationship between the social environment and intention to use/social acceptability
through a comparison of the infrastructure development status and the status of dissemination ofelectric mobility among different countries.

•

Intention to use: intention of the individual to use the service on their own≠•

Annoying, scary, dangerous… etc., if others use it

Social acceptability: awareness of the advantages and disadvantagesof dissemination of the service in society
Target cities: Tokyo, London, Vienna, Doha
End of 2020
onwards

From 2021 onwards, commonly used
despite privately owned vehicles being
banned on public roads

2020 onwards
Rapid introduction
in anticipation of2022 WC2018 onwards
Early introduction
29

Survey method
Subjects
 Residents of 23 wards of Tokyo, Greater London, Vienna, and Doha
 Age (20s–40s) and gender are equally divided as a general rule (somewhat biased
depending on city)
Question items
 Usage status of electric scooters, future use intention, evaluation of environment and system
related to electric scooters, values regarding electric mobility in general, social acceptability,
personal attributes, etc.
Non-user/electric
Regular user
Non-user/no electricscooter experience
Use an electric scooter
scooter experienceat least once a month

Regular userTokyo

If less
Non-userLondonVienna*Doha survey starts from January 2023

30

Basic tabulation results

Non-user

Regular user Purpose of use by regular uses and purpose of use by non-users/prospective users
Increasing proportion of use for business in Tokyo,
Little commuting in
shopping/recreation in London and Vienna
practice

Many requests for commuting towork or school31Basic tabulation results Frequency of bicycle use by regular users and non-users

Increasing
proportion of
non-cyclists in
Vienna, whereintroduction isprogressing

Non-user

Regular user

Most regular users ride at least once a week in Tokyo and London,
which are in transition

Half of the non-users
rarely ride32

Understanding causal relationships by Structural
Equation Modeling
Analysis of factors that determine use intentions and social acceptability of
non-users (frequency of less than once a month) Particular focus on the values of users, surrounding environment, andsystems, while referencing previous research (UTAUT (Venkatesh et al., 2003),
etc.) The following factors are assumed based on exploratory factor analysis:
SocialUse intention
Scooter
acceptability

sighting
frequency？
Safety/comfortHarmonywithsurroundings
Values emphasized in
mobility

Productsatisfaction
SocialsystemQuality ofservice
operation
Evaluation for current
status of scooters 33

Structural Equation Modeling/non-users (three countries

integrated)n639
 Among non-users, those who place importance on harmony with
GFI
0.987
their surroundings and not on safety have a higher intent to use.
AGFI
0.981
 Higher product satisfaction results in higher use intention and
CFI
0.898
social acceptability
RMSEA
0.056
 Quality of social systems and operational services improve social
・10% significant, * 5% significant
acceptability
SocialUse intention
Collision
safetyPoor roaddrivability
Finding aparking spot
Traffic rules
Wide use insociety

acceptability**1% significant

Scootermaintenance

Safety/comfort
Values toward
mobility

Evaluation of
the current
status ofscooters

Harmony withthesurroundings
Productsatisfaction

DesignSighting
frequency

Use byneighbours
DesignRoad surface
condition

Quality ofservice

Fun

Short turns Good for theenvironment

Scootertraffic rules

Fees
Apps

Social system

Surrounding
traffic rules

Insurance

Dedicatedlane
34

Structural Equation Modeling/non-users (London)

・10%有意, * 5%有意, **1%有意In London, social systems and quality of services have arelatively large impact on social acceptability

Use intention
Collision safety
Poor roaddrivability
Finding aparking spot
Traffic rules
Wide use insocietySocialacceptability

Safety/comf
ort

218

GFI

0.977

AGFI

0.968

CFI

0.870

RMSEA

0.068

・10% significant, * 5% significant,**1% significant
ScootermaintenanceRoad surface
condition

Quality ofservice

Values toward
mobility

Evaluation of
the current
status ofscooters

Harmony withthesurroundings
Productsatisfaction

DesignSighting
frequency

Use byneighbours
Designn

Fun

Short turns

Good for theenvironment

Scootertraffic rules

Fees
Apps

Social system

Surrounding
traffic rules

Insurance

Dedicatedlane
35Structural Equation Modeling/non-users (Tokyo)
In Tokyo, impacts of values and sighting frequency are notsignificant
Ultimately determined by evaluation of the current status ofscooters
Use intention

Collision safety
Poor roaddrivability
Finding aparking spot
Traffic rules
Wide use insocietySocialacceptability

n

261

GFI

0.984

AGFI

0.977

CFI

0.899

RMSEA

0.062

・10% significant, * 5%
significant, **1% significant

Scootermaintenance

Safety/comfort
Values toward
mobility

Evaluation of
the current
status ofscooters

Harmony withthesurroundings
Productsatisfaction

DesignSighting
frequency

Use byneighbours
DesignRoad surface
condition

Quality ofservice

Fun

Short turns

Good for theenvironment

Scootertraffic rules

Fees
Apps

Social system

Surrounding
traffic rules

Insurance

Dedicatedlane
36Structural equation modeling/non-users (Vienna)
 In Vienna, only product satisfaction and social systems weresignificant

Suggests the possibility that the structure ofconsciousness differs depending on the spreadof electric mobility

Collision
safetyPoor roaddrivability
Finding aparking spot
Traffic rules
Wide use insociety

Use intention

Socialacceptability

Safety/comf
ort

160

GFI

0.979

AGFI

0.971

CFI

0.864

RMSEA

0.058

・10% significant, * 5%
significant, **1% significant

ScootermaintenanceRoad surface
condition

Quality ofservice

Values toward
mobility

Evaluation of
the current
status ofscooters

Harmony withsurroundings
Productsatisfaction

DesignSighting
frequency

Use byneighbours
Designn

Fun

Short turns

Good forenvironment

Scootertraffic rules

Fees
Apps

Social system

Surrounding
traffic rules

Insurance

Dedicatedlane
37

6. International workshop report [WG6]
Theme: Role of Micro-E-Mobility in Modern Transportation
Systems: challenges and future expectations

 Co-sponsored with WCTRS SIG C4 and G2
Date: 28 February 2023, 9:00–13:00 (Central European Time, UTC+1)
Venue: Technical University of Vienna, hybrid format by Zoom
Program Report
 Report by three 2208C project members
 Presentation by two international researchers and practitioners
 E-scooters: an evolutionary approach to Acoustic Vehicle Alert Systems (Prof. Nick Tyler --University College London, UK
 Macro Managing Micro Mobility (Mr. Pedro Homem de Gouveia --- POLIS)

 Panel discussion
 Moderator: Dr. Wael Alhajyaseen (Qatar University, QAT) Panelists: Prof. Guenter Emberger, Prof. Nick Tyler, Mr. Pedro Homem de Gouveia, and Dr.
Koji Suzuki38

6. International workshop report [WG6] Participants Approximately 110 people (90 people online, approximately 20
people on-site) Main discussion points in the panel discussion
 Infrastructure suitability
 Single accident problem→Importance of maintenance and management

 Safety risk

 Innovations for reducing speed (relative speed between different forms of mobility)→ Decrease speed limit, strengthen enforcement, and provide technical support
 Innovations for reducing contact opportunities →Separate passage space Future of micro-E-mobility

 Whether mobility is sustainable, whether it will replace walking (health aspects),
consideration for the future Introduction according to trip length (e.g., walking for 1 mile, micro-E-mobility forseveral km), ideal city structure (importance of hierarchies of road networks to createparking spaces (car → micro-E-mobility) and allow mobility with different speed
levels)39

Micro-E-mobility usage environment in Vienna

30 km/h speed limit and traffic space
separate from other forms of mobility

Connections between sidewalks, bike lane, and crossing facilities

Innovations (markings) for handling connections with arterial roads and intersections40

7. Summary
 Compact electric mobility expected to solve local issues
 'Securing mobility for the elderly' ⇒ Electric wheelchair 'Securing last mile' ⇒ Ultra-compact mobility minicar
 'Promotion of tourism', 'Revitalization of central city areas' ⇒ Electric scooters,
boarding-type mobility support robots

 Obtained knowledge and issues for the future spread and development of electricscooters (1) Actual usage analysis
 Mostly driving on roadway, but some cases of diving on sidewalk (intersections) Necessity of being familiar and thoroughly following rules
 Space of 1.0 m each from curb and vehicles needed for driving side-by-side and overtaking. Passage
space equivalent to a bicycle lane needed. In cases of narrow widths, improvement of urban-type side
ditches are also possible.

 Vehicle motion dynamics
 Differences in the steering mechanism between low-speed and high-speed areas, and confirmed
effectiveness of balance manipulation by steering at speeds lower than approximately 10 km/h. Concerns
about avoidance behaviour of vehicles entering and exiting the road, and the danger of driving at
intersections.  Necessary to improve the understanding of users regarding motion characteristics suchas responsiveness due to speed and differences in the turning radius during lectures.
41

7. SummaryObtained knowledge and issues for the future spread and development ofelectric scooters (2) User acceptability

 The amount of avoidance and differences in normal driving characteristics influence anxiety
and acceptability when riding an electric scooter, and evaluations also differ depending on the
combination of subjects that pass each other.
→ Also necessary to reduce relative speeds between subjects when scooters pass each other,issue warnings during usage, and raise awareness to increase acceptability that considers
driver characteristics.

 Social acceptability
 Potential differences in the structure of consciousness depending on the spread of electric
mobility.
→During the dissemination transition period, the development of legal systems and improvementof operational services will increase social acceptance.

 Future issues based on the analysis of international cases
 Electric scooters are relatively easy to own due to the cheap vehicle body and taxes. → Issueof thorough safety education for users who do not have driver's license. Also examinations on
bicycle parking.
 Future-oriented multifaceted study on whether micro-E-mobility such as electric scooters canbe called sustainable mobility (aging society, economic impacts)
 Introduction and deployment of mobility according to the trip length, ideal city structure, andimportance of hierarchical road networks to allow for mobility with different speed levels
42(direction of comprehensive traffic space development)

43