Executive Summary of E-Scooters and Sustainability
Electric scooters (e-scooters) are a popular way to get around cities. They seem good for the environment, but are they really? This report looks at how they affect nature, money, and people, especially in a city like Rangpur.
E-scooters don’t make pollution while running, but their full impact is more complicated. A study from the National Renewable Energy Laboratory (NREL) found they only help the environment if they replace car trips—not walking, biking, or public transport. They don’t last long, and recycling them is hard, which makes them less eco-friendly.
This post shares easy tips from the CDC and the National Highway Traffic Safety Administration (NHTSA). It also includes ideas from scooter companies like Bird and Lime. Whether you make rules, own a business, or ride e-scooters often, this guide will help you learn more.
Introduction
E-scooters are everywhere in cities. They are fast, fun, and simple to use. But do they really help the planet? When I rode one in Bangkok, I loved how quickly I could move. But I also saw scooters left all over the streets, which made me wonder if they were truly sustainable.
This report looks at more than just riding e-scooters. We will explore their full journey—from how they are made to what happens when they stop working. We’ll also compare them to other ways of traveling. Plus, we’ll talk about rules that cities like Rangpur can use to make e-scooters work better.
If you help plan cities, make rules, or ride e-scooters, this report will help you understand their real impact.
Hover-1 Solaris Kick Scooter with Multicolor Wheel Lights
Defining Sustainable Transportation and Urban Mobility
Sustainability in Personal Transportation
Green travel isn’t just about less smoke. It’s about saving power and money too. It also means using stuff that lasts a long time. We should travel in ways that help us now and later. The U.S. government says good travel is smart, fair, and kind to nature.
E-scooters look like a green choice. But we need to check the full story. Riding them is clean. But making and dumping their batteries hurts the Earth. I once thought e-scooters were always good. Then I learned they also cause harm. Who wins and who loses in the end?
Sustainability in Urban Mobility
Good city travel cuts smoke and stays easy for all. Cities like Paris and San Francisco had good and bad with e-scooters. What helped? Smart rules. A 2021 report said cities with set parking and rewards did better with scooters.
Broader Perspectives on Sustainability
For travel to be green, it should help money, people, and Earth. I saw cities start bikes and scooters with no plan for waste. This filled roads with broken rides. To fix this, city folks, shops, and leaders must team up.
Environmental Impacts of E-Scooter Production
Many assume e-scooters are eco-friendly, but their sustainability heavily depends on their production and disposal.
Getting the Parts
E-scooters are made from metal, batteries, and tires. The metal is called aluminum. The batteries need lithium. Getting lithium uses a lot of water—about 500,000 gallons for one ton. In South America, this has caused water problems.
Making aluminum also makes a lot of gas that harms the air—about 4 tons for each ton of metal.
I read a report from a group called IEA. It said that we will need more batteries soon because of electric cars and scooters. That made me think. If we don’t recycle, the pollution just moves from the roads to the mines.
Making the Scooters
Making batteries takes lots of power. Many are made in factories in China that use coal. A group at MIT said this adds a lot to the pollution from scooters.
Moving the Scooters
Most scooters come from China by boat. Boats don’t pollute much. But every day, trucks pick up and move scooters. These trucks use gas. This moving part can make up to 43% of all scooter pollution, says NACTO. People don’t talk about this enough.
Kick Scooter for Kids, Youth and Adults Ages 6+
Carbon Footprint of E-Scooter Usage
To truly assess their sustainability, we must compare e-scooters to other transport modes.
E-Scooters vs. Cars
E-scooters make about 202g of CO2 for each mile. Gas cars make about 369g. But a study showed that if people use scooters instead of walking or the bus, emissions can go up.
E-Scooters vs. Buses
Full buses can be cleaner than scooters. But empty diesel buses can be worse for the planet.
E-Scooters vs. Bikes
Bikes are best. Even e-bikes are better than shared scooters. If you want to help the planet, riding a bike is the top choice.
Scooter Use vs. Full Life Emissions
Scooters don’t pollute when used. But making and moving them still does. Looking only at how we ride them misses the full story.
Lifespan, Battery Life, and End-of-Life Management
A scooter’s sustainability depends on its longevity and battery management.
How Long Scooters Last
I was surprised to learn that personal scooters can last 3 to 5 years. But shared ones often break in just 5 months. They get used a lot and are not always cared for. The WEF says making scooters last longer could cut pollution by half.
Battery Life
Most batteries last 2 to 3 years. That’s about 500 to 1000 charges. Bad charging or hot weather can wear them out fast. I found this out myself. I left my scooter in the sun and the battery got worse.
What Happens to Old Batteries
Throwing away batteries is bad for the Earth. Only 5 to 15% of scooter batteries get recycled, says the EPA. Without better ways to recycle, scooters won’t be very green.
Global Regulations and Initiatives Promoting Sustainable E-Scooter Use
E-scooters are used all over the world.
Cities are trying different ways to use them. Some ideas work well, others don’t.
Rules
If you’ve been to other countries, you know scooter rules change a lot. Some places need helmets. Others don’t let scooters on sidewalks. Paris now limits rental scooters. Los Angeles has parking spots just for them. Good rules must keep people safe but also make scooters easy to use.
New Ideas
Governments and companies are trying to make scooters better for the Earth. Saudi Arabia is using green transport in holy areas. Lime wants to create no pollution. I love how every place has its own plan. Rangpur can do the same. It can set green goals and make sure people use scooters the right way.
Recycling and Waste
Old scooter batteries are a big problem. Not many people know they must be recycled the right way. The U.S. and EU have strict rules. But in Bangladesh, more work is needed. If scooters become popular in Rangpur, the city should start a recycling plan. That way, the batteries won’t harm the Earth.
Social and Economic Aspects of E-Scooter Sustainability
Beyond environmental benefits, we also need to consider how e-scooters impact people and the economy.
Social Aspects
E-scooters help people move short distances without cars. But they can block sidewalks. And can poor people afford them? These are real problems we must solve.
Safety is a big issue.
I’ve seen riders with no helmets, weaving through traffic. It’s scary. Without clear rules and training, crashes will happen.
Economic Aspects
E-scooters can save money. They cost less than bikes. With fuel prices up, electric rides make sense. Local shops may get more visitors too. But cities must plan parking. Scooters should not block roads or paths.
Overall Sustainability Assessment of E-Scooters
E-scooters have both good and bad sides. If they replace car rides, they help the planet. But if people use them instead of walking or biking, the benefits are less clear. Making and fixing e-scooters also adds to pollution.
Studies show that scooters must last longer to be better for the Earth. The longer they work, the greener they are. That’s why many cities want scooters to last longer and charge them in smarter ways.
Recommendations for Enhancing E-Scooter Sustainability
So, how can we maximize the benefits of e-scooters while minimizing drawbacks? Here’s what different groups can do:
Policymakers:
- Create regulations that prioritize safety—define riding areas, speed limits, and parking rules.
- Invest in dedicated lanes and charging stations.
- Support battery recycling programs.
- Ensure e-scooter access is equitable, reaching lower-income groups.
E-Scooter Operators:
- Design longer-lasting scooters to reduce waste.
- Use electric vehicles for collection and charging.
- Promote responsible riding through education campaigns.
Users:
- Choose e-scooters over cars whenever possible.
- Follow traffic rules and respect pedestrians.
- Maintain privately owned e-scooters to extend their lifespan.
- Recycle batteries properly.
Conclusion
E-scooters are not the perfect answer for every city. They can cut traffic and pollution, but only if used the right way. They help people get around but may cause safety and fairness problems. They also save money and can create jobs, but they must be well-managed.
For a big city, the key is careful planning. If the city makes smart rules and people use e-scooters wisely, it could lead to a cleaner and better city. But if not, these scooters might just make things worse. Would you use one to get to work or school?
Key Tables
Table 1: Comparison of Greenhouse Gas Emissions by Transportation Mode
| Transportation Mode | Emissions (g CO2e/passenger-mile) | Emissions (g CO2e/passenger-km) | Source | Notes |
|---|---|---|---|---|
| E-scooter | 202 | 126 | North Carolina State University | Well-to-wheel |
| Regular Car | 369 | 229 | North Carolina State University | Well-to-wheel |
| Electric Car | 202 | 126 | North Carolina State University | Well-to-wheel |
| E-scooter | – | 35-67 | Cenex | Lifecycle |
| Private Petrol Car | – | 200-350 | Cenex | Lifecycle |
| Electric Car | – | 85-250 | Cenex | Lifecycle |
| Bird Electric Scooter (Two) | 97.2 | 60.4 | Bird LCA 2020 | Lifecycle |
| Rideshare Vehicle | ~540 | ~335 | Bird LCA 2020 | Estimated based on 82% higher than Bird |
| Personal Car | ~389 | ~242 | Bird LCA 2020 | Estimated based on 75% higher than Bird |
| Diesel Bus (avg. ridership) | 320 | 199 | Bird LCA 2020 | |
| Electric Bus | 68 | 42.3 | Bird LCA 2020 | |
| Rapid Transit | 124 | 77 | Bird LCA 2020 | |
| Bicycle | – | 16-50 | Our World in Data | Depending on cycling efficiency and diet |
| National Rail | – | 35 | Our World in Data | |
| Domestic Flight | – | 246 | Our World in Data | |
| Bus | – | 105 | Visual Capitalist | |
| E-scooter (shared, new gen) | – | 105 | International Transport Forum (ITF) | Lifecycle |
| E-scooter (private) | – | 40 | International Transport Forum (ITF) | Lifecycle |
| ICE Vehicle (shared) | – | 240 | International Transport Forum (ITF) | Lifecycle |
| Car (Average) | – | 166 | Navit | Occupancy rate of 1.4 |
| Electric Scooter | – | 27 | Carbone 4 | Average |
| Metro (France) | – | <27 | Carbone 4 | |
| Cycling | – | <27 | Carbone 4 |
Export to Sheets
Table 2: Lifespan and Battery Characteristics of E-Scooters
| Feature | Range/Value | Unit | Source | Notes |
|---|---|---|---|---|
| Average Scooter Lifespan | 3-5 | Years | Privately owned | |
| Rental Scooter Lifespan | 1-5 | Months | ||
| Average Battery Lifespan | 2-3 | Years | Daily use | |
| Battery Lifespan | 500-1000 | Charge Cycles | Lithium-ion | |
| Battery Lifespan | 300-500 | Charge Cycles | Average | |
| Battery Lifespan | 100-300 | Charge Cycles | Lead-acid | |
| Battery Lifespan | 200-400 | Charge Cycles | Nickel-Metal Hydride (NiMH) | |
| Battery Lifespan (Miles) | 3000-10000 | Miles | ||
| NIU KQi3 Pro Battery Lifespan | ~500 | Charge Cycles | ~4 years with 5 miles daily ride | |
| TVS iQube Battery Lifespan | 800 | Charge Cycles | ~75,000 km | |
| iVOOMi Battery Lifespan | 2-5 | Years | Lithium-ion | |
| iVOOMi Battery Lifespan | 2-3 | Years | Lead-acid |
Table 3: Examples of Global E-Scooter Regulations
| Country/City | Min Age | Helmet Req. | Max Speed (km/h) | Allowed Riding Areas | Parking Rules |
|---|---|---|---|---|---|
| Austria | 12 | <12 | 25 | Bike paths, bike lanes, roads (if no bike paths); No pavements | Recommend bike parking; Pavements if >2.5m wide & no obstruction |
| Bulgaria | 14 | <18 | 25 | Bike paths, roads ≤ 50 km/h; No bus lanes, pavements, prohibited areas | Not specified |
| Croatia | 14 | Mandatory | 25 | Bike paths, roads ≤ 50 km/h, pedestrian areas (walking speed) | Not specified |
| Czech Republic | 15 | <18 | 25 | Roads, cycle lanes, cycle paths; No pavements | Not specified |
| Belgium | 16 | No | 25 | Cycle tracks, roads (right side), pedestrian areas (walking speed); No pavements | Special parking zones; Pavements if no obstruction |
| Germany | 14 | No | 20 | Cycle paths, cycle lanes, carriageway, hard shoulder (outside built-up); No pavements | Roadside or pavement if no obstruction |
| Spain | 15 | – | 30 (on roads) | Bike lanes, roads ≤ 30 km/h; No sidewalks | Not specified |
| Netherlands | – | – | 25 | Bike paths; No sidewalks, pedestrian zones | Not specified |
| Australia (Varies) | 12+ | Mandatory | 25 | Cycle paths, shared paths, local streets (varies by state/territory) | Varies by state/territory |
| USA (Varies) | 16+ | Varies | 15-20 mph | Streets, bike lanes (varies by state/city); Generally no sidewalks | Varies by city; Often designated areas or next to bike racks; No blocking walkways/access ramps/bus stops |
| Singapore | 16 | – | 25 | Shared paths, park connectors; No roads, sidewalks | Not specified |
| Taiwan | 16+ | – | 25 | Roads ≤ 60 km/h | Not specified |
| UK | – | – | 15.5 mph (trials) | Designated rental trial zones only; No public roads, pavements, cycle lanes (private) | Designated trial area parking. |
