Shared e-scooters as a commuting mode : evidence from Malmö, Sweden
(2026) In Case Studies on Transport Policy 23.- Abstract
Shared e-scooters (SEs) are increasingly integrated into urban mobility systems, yet their role in commuting and contribution to sustainable transport remain insufficiently understood. This study examines SE commuting patterns in Malmo, Sweden, focusing on their use as both a first-/last-mile connection to public transport and a primary commuting mode. Using pre-pandemic trip data from a major SE operator and spatial analysis, we analyzed travel flows, user characteristics, and built environment factors influencing SE use. Results show that 53 % of morning commuting trips employ SEs as the primary mode of transport, while the remainder function as first-/last-mile connections, mainly among centrally located residents or those... (More)
Shared e-scooters (SEs) are increasingly integrated into urban mobility systems, yet their role in commuting and contribution to sustainable transport remain insufficiently understood. This study examines SE commuting patterns in Malmo, Sweden, focusing on their use as both a first-/last-mile connection to public transport and a primary commuting mode. Using pre-pandemic trip data from a major SE operator and spatial analysis, we analyzed travel flows, user characteristics, and built environment factors influencing SE use. Results show that 53 % of morning commuting trips employ SEs as the primary mode of transport, while the remainder function as first-/last-mile connections, mainly among centrally located residents or those transferring to public transport for longer commutes. The average trip distance is 2.3 km. SE use is most common among adults aged 19–45 and students and is not positively associated with higher income. Greater population density and mixed areas with commercial, industrial, and public service buildings correspond with higher SE usage, whereas longer distance from the city center reduces SE uptake. In peripheral areas with limited public transport and within approximately 3 km buffer of stations, SEs complement public transport. However, easy access to car parking lowers the likelihood of SE use as a driving alternative. Good cycling infrastructure exists further from the central areas encourage the adoption of SEs as a primary commuting mode. The study suggests policy perspectives for shaping SE towards a more sustainable role.
(Less)
- author
- Zhao, Chunli LU ; Xue, Mengtian LU and Hamidi, Zahra LU
- organization
- publishing date
- 2026-03
- type
- Contribution to journal
- publication status
- published
- subject
- keywords
- Commuting trip, Complement and substitute, Morning peak hour, Public transport, Shared e-scooter
- in
- Case Studies on Transport Policy
- volume
- 23
- article number
- 101695
- publisher
- Elsevier
- external identifiers
-
- scopus:105028191764
- ISSN
- 2213-624X
- DOI
- 10.1016/j.cstp.2025.101695
- language
- English
- LU publication?
- yes
- id
- e2a686e4-ed6d-454d-829a-05e368582418
- date added to LUP
- 2026-02-18 12:57:02
- date last changed
- 2026-02-18 12:58:06
@article{e2a686e4-ed6d-454d-829a-05e368582418,
abstract = {{<p>Shared e-scooters (SEs) are increasingly integrated into urban mobility systems, yet their role in commuting and contribution to sustainable transport remain insufficiently understood. This study examines SE commuting patterns in Malmo, Sweden, focusing on their use as both a first-/last-mile connection to public transport and a primary commuting mode. Using pre-pandemic trip data from a major SE operator and spatial analysis, we analyzed travel flows, user characteristics, and built environment factors influencing SE use. Results show that 53 % of morning commuting trips employ SEs as the primary mode of transport, while the remainder function as first-/last-mile connections, mainly among centrally located residents or those transferring to public transport for longer commutes. The average trip distance is 2.3 km. SE use is most common among adults aged 19–45 and students and is not positively associated with higher income. Greater population density and mixed areas with commercial, industrial, and public service buildings correspond with higher SE usage, whereas longer distance from the city center reduces SE uptake. In peripheral areas with limited public transport and within approximately 3 km buffer of stations, SEs complement public transport. However, easy access to car parking lowers the likelihood of SE use as a driving alternative. Good cycling infrastructure exists further from the central areas encourage the adoption of SEs as a primary commuting mode. The study suggests policy perspectives for shaping SE towards a more sustainable role.</p>}},
author = {{Zhao, Chunli and Xue, Mengtian and Hamidi, Zahra}},
issn = {{2213-624X}},
keywords = {{Commuting trip; Complement and substitute; Morning peak hour; Public transport; Shared e-scooter}},
language = {{eng}},
publisher = {{Elsevier}},
series = {{Case Studies on Transport Policy}},
title = {{Shared e-scooters as a commuting mode : evidence from Malmö, Sweden}},
url = {{http://dx.doi.org/10.1016/j.cstp.2025.101695}},
doi = {{10.1016/j.cstp.2025.101695}},
volume = {{23}},
year = {{2026}},
}