# Understanding and Predicting the Usage of Shared Electric Scooter Services on University Campuses
## 2 Related Works  
It is believed that, in terms of urban features and population, higher education organizations mirror smaller cities [28]. Moreover, there exist many activities occurring on university campuses that exert both direct and indirect effects on the natural milieu [29]. Therefore, practitioners in these academic contexts need to apply green practices and provide support in offering multidisciplinary green technical solutions to achieve sustainable development on campuses [30]. The United States Green Building Council [31] revealed that a green campus is a higher education community seeking to enhance its resource conservation, energy efficiency, and ecological quality via training on healthy living, sustainability, and convenience learning environments for all. In the context of higher education, green practices are rising rapidly. However, achieving sustainability in Malaysian universities in this regard has yet remained an issue [32]. Malaysia has committed itself to buttress sustainability on university campuses after signing the Talloires Declaration. Thereafter, enthusiasm for focusing more on sustainable development has increased in Malaysia. Nevertheless, many universities yet lag behind in green practices in order to attain sustainability as an institutional policy. This runs counter to the outline of higher education institutions since the 1992 Earth Summit in Rio. Universities are facing pressure from non-/governmental organizations to incorporate green practices in their activities following several sustainability declarations. Shared micro-mobility (SMM)--the short-term rent of micro-mobility vehicles such as (e-)scooters and (e-)bicycles--is regarded as a mobility (sub)system that can alter the present transport system in terms of cars [2; 33]. This technology was first presented in 2017 and has now become an important mode of transport emerging in more than 1000 cities and college campuses worldwide. Such web-based SFFES services are managed by rental networks and operated using smartphones. Academic studies on SFFESs have been emerging. For example, ref. [34] examined anonymized SFFES trip data and concluded that users ride SFFESs for about 8 min for 0.7 miles, with an average speed of 5.23 miles per hour. The SFFES service could be used as an appropriate travel model for last-mile transport or short-distance trips. Ref. [35] found considerable differences in temporal and spatial usage patterns between SFFESs and docked bike-sharing ridership [36]. Ref. [37] assessed the behavioral determinants of travelers' purpose for using SFFESs and found that the perceived compatibility of SFFESs significantly affected usage intention. Ref. [15] performed Kruskal-Wallis and Chi\({}^{2}\) test with e-scooter-associated survey data and pointed to the importance of sociodemographic characteristics in affecting SFFES usage. Ref. [38] evaluated the API data of SFFES vendors and found significant SFFES ridership variations between weekends and weekdays, but not between morning and afternoon trips. As mentioned before, most of the academic studies in this field were conducted in the US. Surveys were conducted by a few cities to complement assessing the e-scooter pilot programs. It was found that e-scooters were popular or generally considered to present a respected service, even among non-users [15]. For example, the Portland report stated that over 30% of people had tried e-scooters. Over 70% of Portlanders riding an e-scooter stated that they utilized e-scooters most commonly for transportation, but not recreation. The reasons for use included reliability, speed, cost, convenience and fun [39]. Unequal adoptions between population groups were suggested by surveys. The gender (female/male) splits were 64/34 and 70/30 for Portland and Denver. In total, 69% of e-scooter users were aged 20-39 in Portland, while the figure was over 50% in Denver [39; 40].