Micromobility and sustainability

Building design
A woman wearing a helmet rides across a road on an e-scooter.

The e-scooter as the epitome of micromobility: what potential does it actually offer? Photo: JavyGo via unsplash

Micromobility is a growing trend. But can it make a significant contribution to more sustainable mobility? Read more about this here.

Micromobility is a growing trend. But can it make a significant contribution to more sustainable mobility? Read more about this here.

There is a lot of controversy these days with regard to the transport revolution. In addition to exciting pilot projects in some places, many cities and municipalities are still struggling to limit motorized private transport and attractively integrate alternative options into existing infrastructures. The list of alternative means of transport is not short. In addition to traditional public transport by bus and train or the use of bicycles, other means of transportation have been emerging for some time now. These are classified as micromobility.

This refers to transportation with lightweight, compact and individually usable devices. These can be designed with or without an electric motor. Micromobility vehicles are usually designed for short distances of just a few kilometers and travel at low speeds, usually under 25 kilometers per hour. The best-known example of micromobility is certainly the e-scooter, which experienced a real hype some time ago. Initially, a sharing provider in the e-scooter segment launched the first models on the market in Santa Monica/USA in the fall of 2017. From there, the concept quickly spread around the world. The scooters also arrived in Europe and it is now hard to imagine a city center without them. In Germany, a separate ordinance on the participation of small electric vehicles (with steering and handrails) in road traffic was even passed in June 2019 to regulate the use of scooters in urban traffic.

In addition to the much-discussed e-scooters, other means of transportation are also part of micromobility. These include Segways, e-light vehicles, hoverboards, monowheels, e-skateboards and classic skateboards. Thanks to their small size and flexibility, all of these devices offer significant advantages over cars, especially in urban environments. For example, they can be packed up quickly or parked almost anywhere and can also be used in zones that are closed to conventional car traffic. In addition to being user-friendly, micromobility could also actually contribute to a better urban climate. As the German Institute of Urban Affairs (Difu ) wrote in a 2021 report: “Micromobiles contribute to improving air quality, especially if they replace conventional car journeys.”

However, this statement reveals the dilemma of micromobility and a major point of criticism. This is because studies show that micromobility is not primarily intended to replace existing main modes of transportation. The e-scooter is not used instead of a car, but often in addition. For distances that would otherwise be covered on foot . This is not particularly dramatic for a skateboard without an electric motor. Micro-vehicles with an electric drive, on the other hand, are subject to criticism. This is because the environmental balance of electric mobility is controversial, as the mining of lithium on site, for example, can often hardly be guaranteed to be environmentally friendly and responsible.

Furthermore, the oversupply of scooters has not only done good things for the city’s infrastructure. In particular, e-scooters parked carelessly on the sidewalk can pose a danger to people with visual impairments, for example. Roland Stimpel, urban planner and chairman of the pedestrian protection association FUSS e.V., for example, emphasized in an interview with Deutschlandfunk that the scooters disrupt existing mobility rather than promoting it. Many cities are therefore trying to make adjustments. In some cases, there are already explicit scooter parking spaces. Or even zones in which parking and use are completely prohibited. For example in Paris. Following a citizen survey, a complete ban on e-scooters in the city center will come into force there from September this year.

So is micromobility more of a curse than a blessing? The debate cannot be resolved quite so simply. Because it is precisely where there are no other alternative means of transportation to the car that it unfolds its potential. For example, to link the surrounding countryside, the outskirts and the city center. Here, scooters, light electric vehicles or e-bikes can be used as feeder vehicles for the first or last mile in conjunction with public transport. Closing this gap in the public transport network makes the use of micromobility more attractive.

Another positive aspect is the shared ownership model promoted by micromobility. Sharing services run by a city council or a private institution prove that not every individual necessarily has to own a means of transportation. Rather, a shared fleet serves the community and everyone uses it freely as required. This is a major advantage over private cars, which spend most of their time unused. Such a model is also attractive from an economic point of view. This is because there is no need for the individual to take out insurance, carry out regular maintenance and buy fuel.

Forecasts predict that the micromobility market will continue to grow in the future. The market research company Grand View Research from the USA, for example, predicts an average annual growth rate of 7.6% in the e-scooter market between 2021 and 2028. If the technology continues to develop and cities manage to overcome logistical challenges in a smart way, micromobility could actually contribute to more sustainable mobility.

You can find more articles on urban mobility and the transport transition in our special topic on mobility.

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“Daily use is the best protection” Philipp Speiser has been restoring in Egypt for many years. He is an honorary professor at the TU Berlin and director of the project “The Fatimid Cemetery in Aswan”, which was successfully completed in 2014 and in which a sector of the necropolis was documented and restored. Archaeological sites are being looted in Egypt – how are they currently being […]


Foto: A. Paasch

“Daily use is the best protection”

Philipp Speiser has been restoring in Egypt for many years. He is an honorary professor at the TU Berlin and director of the project “The Fatimid Cemetery in Aswan”, which was successfully completed in 2014 and in which a sector of the necropolis was documented and restored.

Archaeological sites are being looted in Egypt – what are the current conditions for restoration in the country?

I can only speak for our project. I think restoration and looting have little to do with each other, except that places that are being worked on are better supervised during the work on site. The conditions for restoration are the same as before the revolution.

You have been restoring in Egypt since the 1980s. What has changed for you and your work since the revolution in spring 2011?

Nothing has changed for us since the revolution, as the German Archaeological Institute (DAI) still maintains excellent contacts with the Egyptian antiquities administration. We have the same Egyptian partners and local staff as before the revolution.


Foto: A. Paasch

To what extent was the Fatimid Cemetery the target of looting?

On the one hand, the cemetery is naturally used regularly and is considered a sacred place that is respected as such. There is therefore constant supervision by the users, and its daily use is the best protection.

Secondly, there are no antiquities or finds that can be sold for profit.


Foto: W. Meyer

In your opinion, how can the archaeological sites in Egypt be protected from looters?

Only through an appropriate presence of guards and wardens and a greater awareness among the population of the archaeological heritage and its importance. For this reason, the DAI has launched several educational programs for cultural preservation in Egypt. It is to be hoped that economic stabilization and the growth of tourism, particularly in the Nile Valley, and the resulting financial improvement will reduce looting.

Spatial Planning Matters! – Book review

Building design
Spatial-Planning-Matters Cover © vdf Hochschulverlag AG an der ETH Zürich

Spatial-Planning-Matters Cover © vdf Hochschulverlag AG an der ETH Zürich

Scientists at ETH Zurich have published an anthology on the planning process. It contains both practical examples and theoretical essays. And is a must for students.

Planning is mysterious. With increasing complexity, the process of a project becomes more decisive than the physical intervention. Whose voices are drowned out, what role do planners play in this process? Scientists at ETH Zurich organized a series of seminars on these questions with international scientists and practitioners from the planning world. The 232-page book documents the research results.

How to avoid planning errors

The publication has an exemplary structure and consists of two main parts: “Inspiring stories” and “Fundamental topics”. The first part presents seven completed and nine ongoing projects that demonstrate a variety of challenges and approaches to planning practice in Europe and the USA.

The essays on the “fundamental themes” discuss issues and innovative strategies. They should be considered in the various phases of the planning process. For example, the essay “Planning approaches or nothing comes from nothing” mentions that problem analysis at the beginning of planning is crucial and should not be ignored. The lack of a broad discussion of the problems was, for example, one reason for planning errors in the Stuttgart 21 project.

Focus on social aspects

The structure of the book fulfills its purpose of bridging the gap between practice and theory and reaching a broad audience outside specialist circles. The content of the publication is innovative and scientifically sound. It has a clear and concise structure, cross-references between examples and theory, an informative but restrained layout. The clear structure helps people with different backgrounds to better understand the planning process. Professionals can better understand innovative theories and the connection between theory and practice thanks to the example-oriented structure, the notes and the glossary.

Non-experts can rely on the detailed narratives and rich diagrams in the example chapters to understand key planning processes. However, the book’s perspective on planning focuses on social aspects. It leaves open how nature can be included as an important stakeholder in planning and how the process should change to adapt to climate challenges, for example.

A must-read for planning students

Furthermore, the examples focus on Europe, with a brief mention of the United States. Some non-European planning projects would be quite interesting for research and discussion. The European examples are sufficient for new insights, but exploring more projects in different contexts and developing theories, regardless of success or failure, would make the planning mechanism and theory more robust and universal.

This book is not a substitute for a comprehensive planning textbook, but it is innovative: a must-read for planning students who have mastered the theory but have little practical experience. It is also recommended for planners, politicians and others who are constantly looking for more efficient ways of planning.

The text was written in the “scientific writing workshop landscape architecture” at the TUM Chair of Landscape Architecture and Transformation with Prof. Udo Weilacher. As part of the seminar, students select specialist literature and work together on individual book reviews.

What value do undefined spaces have in a city? Dorothee Rummel poses this question in her dissertation “Undetermined spaces in cities: The value of residual space”.