## 1 Introduction  
Public spaces are key for sustainable communities and are part of the Sustainable Development Goals (SDG) through target 11.7, which states that, by 2030, cities must provide universal access to safe, inclusive, and accessible green and public spaces, particularly for women and children, older persons, and persons with disabilities [1, 2]. However, most of the shared micromobility services, including shared bicycles and e-scooters, were never implemented in public spaces to target equity and social justice problems, but only environmental burdens associated with economic goals to stimulate urban renewal [3]. In this context, the first-ever shared e-scooter services were deployed in the USA in 2017, and, in the following year, in Europe, with a promise to improve urban mobility and well-being in cities while decreasing the greenhouse gas (GHG) emissions from the transport sector and providing a resilient and equitable mode of transport [4]. In the first years of deployment, shared e-scooter services were responsible for more than 38.5 million trips in the USA, which surpassed the number of station-based bike share trips (36.5 million), shared e-bike trips (6.5 million), and shared dockless bike trips (9 million) [5]. In Europe, shared e-scooter services had an increase in the number of users from 1.7 million in 2018 to more than 16 million users in 2019 [6]. Only one shared e-scooter company was responsible for more than 16 million rides in more than 35 European cities in August of 2018; 12% of these shared e-scooter trips replaced car trips, taxis, or ride-hailing services [7]. This increased usage of e-scooters can contribute to the reduction of air pollution in cities if they can replace cars in short-distance trips. In Germany, for example, shared e-scooters can represent a shift towards sustainable mobility, as they can represent a reduction of up to 5500 tons of daily CO\({}_{2\text{eq}}\)[8]. On the other hand, a study conducted by [PERSON] (2022) [9] shows that the decrease in GHG emissions promoted by shared e-scooter usage can be greatly influenced by the source of energy (i.e., coal-powered power plants, solar energy) to charge their batteries and the type of pavement that shared e-scooters are riding on. Shared e-scooters can also represent a risk for users and the general population of cities. The quick sprawl of this service in urban environments, combined with the lack of legislation for users and proper infrastructure for journeys, have culminated in a rise in injuries related to the usage of this new mode of transport [10]. The e-scooter itself, as a micro vehicle, combined with the high speeds that can be reached, leaves riders extremely vulnerable to traumatic injury on major roads [11]. Moreover, the ridership and parking of shared e-scooters can be the origin of some problems in cities, since they can cause difficulties for pedestrians on sidewalks. It has been reported that shared e-scooters are responsible for disrupting pedestrian travel and blocking their right-of-way, as these vehicles are regularly parked undesirably on sidewalks, ramps, curb cuts, and handrails [12; 13; 14; 15; 16]. The problems are mostly caused by the service users, who are usually males with high incomes, with an average revenue of 2500 EUR/month in the USA and 2202 EUR/month in Europe [17]. Regarding the benefits and drawbacks of shared e-scooter services, this mode of transport can allow a significant improvement in local transport if proper planning and integration into the transport and land use system are performed [18]. Thus, the operation of shared e-scooter services needs to be based on fair population coverage and needs to take into account socioeconomic differences to provide a mode of transport for all [19]. Thus, this paper aims at filling the literature gap by providing an overview of the fairness and equity of shared e-scooter services, and how diverse socioeconomic groups are represented among users of this service, more specifically in the Portuguese context.