# Impacts of E-Micromobility on the Sustainability of Urban Transportation--A Systematic Review
## 4 Conclusions
In the current evaluation, it has been shown that most people replaced walking which means a substantial increase in the energy demand through the modal shift from nonmotorized modes to e-modes of transport. The global findings indicate that the modal shift to e-micromobility depends on urban forms and travel culture. For instance, the second most replaced mode in the American cities was ride-hailing, whereas in France it was public transportation [29]. In countries with extreme urban density, such as China, people tended to replace public transportation with the use of e-bikes; in contrast, it was reported that e-bike users replaced cars more than other modes in most of the US cities studied [14; 20; 30]. Another key finding from this research relates to the purposes of the usage of e-micromobility vehicles. In the USA, the proportions of users using these vehicles for commuting to work/school and fun/recreation were notably close to each other [6; 13; 23]. In Chicago, 50 percent of users stated that they had been using e-scooters for social/entertainment reasons; however, in Austin, Portland, and San Francisco, the specified purpose of usage was mostly for commuting to work or school [6; 13]. In the case of e-bikes, most e-bikes 34 re using for commuting. Admittedly, the purpose of recreation was also significant. The findings in the field of the energy consumption indicate that e-scooters could travel 128 km with 1 kW/h of energy, whereas a fossil fuel car can travel less than 1.6 km and the best-in-class e-cars can travel 6.4 km with the same amount of energy [37]. The development of e-micromobility might change the overall energy consumption in the mobility sector. The findings in Pittsburg indicated that the modal shift from conventional motorized modes of transport to e-micromobility for trips in the range of 5-8 km will decrease the energy demands of mobility by 50 percent [35]. The CO\({}_{2}\) emissions of e-scooters are approximately between 125-131 g per passenger per km, including 50 percent from the manufacturing process and materials, and 43 percent from the collection process for overnight charging. Therefore, their lifespan has an important environmental impact, because of the considerable emissions involved in their production process [30; 39; 40]. Regarding safety issues and regulations, the benchmarks mentioned in this paper give city authorities and regional planners an insight into how the infrastructure of e-micromobility should be integrated into cities to assure the safety of the citizens. This study provides an overview of the impacts of e-micromobility on urban transport in terms of four aspects, including impacts on current travel behaviors, energy consumption, the urban environment, safety issues, and the regulations required. However, it is advisable to investigate surplus energy demands in future research, considering that the energy demand will increase due to the modal shift from non-motorized transport to e-micromobility vehicles. Another future research suggestion is to investigate the impacts of land use parameters and urban forms on citizens' propensity to use e-micromobility vehicles, as well as the impact of population density on mode choice. **Author Contributions:** Conceptualization, H.M. and B.S. ; methodology, B.S. and H.M.; formal analysis, B.S. and H.M.; data curation, B.S. ; writing--original draft preparation, B.S. and H.M.; writing--review and editing, B.S. and H.M.; visualization, B.S. ; supervision, H.M. Both authors have read and agreed to the published version of the manuscript. This research received no external funding. Not applicable. We acknowledge support by the German Research Foundation and the Open Access Publication Fund of Technical University of Berlin. The authors declare no conflict of interest.