DOTT IN DUBLIN

DOTT IN DUBLIN

Introducing shared e-scooters in Dublin: Opportunities and

constraints

31/03/2021

TABLE OF CONTENTS Introduction 1

This Study 1

Dott 1

Momentum Transport Consultancy 2

Structure 2

Context 4

Existing Accessibility 4

Demographics 5

Dublin’s Sustainability and Transport Aspirations 9

Micromobility in Dublin 11

Summary 11

E-Scooters in Dublin 12

E-Scooter Impact on Accessibility 12

Opportunities 12

Constraints and Mitigation 14

Characteristics of E-Scooter Trips in Dublin 15

E-Scooter Parking 17

Overview 17

Types of Parking 17

Establishing a Parking Network 19

Trip Types 24

Parking Network Density 26

Alignment with Policy 30

Introduction 30

Stakeholder Engagement 30

Integration with Public Realm and Existing Infrastructure 31

Transport Aspirations 33

Climate Change Policies 34

Conclusion 36

Recommendations 36

Figures

Figure 1: Study Area 3

Figure 2: Public transport accessibility and population density in Dublin 6

Figure 3: Workplace density in Dublin 7

Figure 4: Proposed dockless parking areas (conceptual designs) 19

Figure 5: Site Suitability Analysis – Inner Dublin Area 21

Figure 6: Site Suitability Analysis – Outer Dublin Area 23

Figure 7: Potential E-Scooter Trips in Dublin 25

Figure 8: Inner Dublin Area E-Scooter Catchments 28

Figure 9: Outer Dublin Area E-Scooter Catchments 29

1

INTRODUCTION

This Study

Momentum Transport Consultancy have undertaken this study commissioned by Dott to

understand the opportunities and constraints of shared e-scooters in Dublin city.

Whilst the planned introduction of e-scooters has prompted discussions on safety issues, it

is also widely recognised that e-scooter sharing schemes have the potential to integrate with

existing public transport networks, enhance accessibility and encourage a shift away from

private car use, thus reducing carbon emissions. The introduction of these modes therefore

aligns with the Dublin City Climate Action Plan1 which has set ambitious targets to reduce

carbon emissions in the capital. In addition, e-scooters have the potential to support

Ireland’s aim to achieve a climate neutral economy by 2050, as set out in the recently

published Climate Action and Low Carbon Development (Amendment) Bill2.

At present, e-scooters are illegal in Ireland due to their road category status, however, the

Programme for Government published in October 2020 included a commitment to legislating

micro-mobility vehicles. Furthermore, the Road Safety Authority (RSA) has recommended

their legalisation under certain circumstances, with a controlled and considered roll out. The

draft legislation was approved in February 2021 which will allow for the regulation of the

devices in the forthcoming Road Traffic (Miscellaneous Provisions) Bill.

Ireland’s cautious approach to the legalisation of e-scooters means that local and national

authorities can learn from other European cities that have already permitted the operation of

shared e-scooter schemes, and e-scooter providers have had the opportunity to learn from

their experience operating sharing schemes elsewhere.

It is important however to recognise contextual differences between cities, particularly in the

case of Dublin as a historic and growing city. The successful implementation of e-scooter

schemes in Dublin will require a strategy that takes account of the unique context in Dublin,

with its varying population density, transport accessibility, demographics and car ownership

rates. The purpose and destination of potential user trips will also need to be understood to

optimise the quantum and density of parking locations and the way in which the parking is

facilitated should be carefully considered.

Dott

Dott is a micromobility (e-scooter and e-bike) operator offering services across many

European cities including Paris, Brussels, Milan and Cologne. Most recently, Dott has been

awarded with one of the licences for the London e-scooter trial. It now wishes to expand its

operations to Ireland and recognises there is a great opportunity for successful operations in

the Dublin region. With a strong track record in stakeholder liaison, Dott aims to explore all

opportunities for e-scooters and work in collaboration with local authorities, community

groups and members of the public. Dott have therefore commissioned Momentum Transport

Consultancy to highlight the opportunities and constraints for shared e-scooter systems

1 Climate Change Action Plan, 2019, DCC 2 Climate Action and Low Carbon Development (Amendment) Bill, Government of Ireland, 2021

2

within the local context as a starting point to the public debate on how to make e-scooters

sharing in Dublin safe and convenient for all.

Momentum Transport Consultancy

Momentum is a highly regarded transport planning consultancy, with extensive experience

in the generation of transport strategies and transport research across the UK, Ireland,

Canada and other international destinations. Momentum offers a holistic approach to

transport consultancy, based on understanding and integrating the needs of people,

transport and movement in urban areas to help realise and deliver solutions.

As a people-focused consultancy, Momentum considers the impact for both existing and

future users of streets, how proposals connect with their urban environment and operate

within it, together with how this is likely to evolve in the future. We work diligently to develop

mitigating solutions and we are driven to ensure that our recommendations lead to transport

and environmental gains, benefiting our clients and the wider community.

Structure

This report will be set out as shown below. It should be noted that the study area covers the

Dublin City Council (DCC) boundary, as shown at Figure 1. It does not include the three

other Dublin local authority areas (Fingal, South Dublin, and Dún Laoghaire-Rathdown),

although the assessment could be updated to include the other areas if the local authorities

would support a collaborative approach to introducing a consistent shared e-scooter

scheme. The wider Greater Dublin Area (GDA) counties of Meath, Kildare and Wicklow are

also outside the scope of this study.

Context • Existing accessibility

• Dublin’s transport aspirations

• Micromobility in Dublin

E-scooters in

Dublin

• E-scooter impact on accessibility

• Opportunities

• Constraints and mitigation

• Characteristics of e-scooter trips in Dublin

E-scooter parking • Site suitability analysis

• Trip types in Dublin

Alignment with

policy

• Stakeholder engagement

• Integration with public realm and existing

infrastructure

• Transport aspirations

• Climate Change policies

Conclusion • Recommendations

4

CONTEXT

Existing Accessibility

Dublin is composed of a core city centre (herein referred to a Dublin City Centre) and lower

density suburbs. Key employment clusters are also located in outer areas of the city.

Consequently, the city’s transport infrastructure is required to accommodate varying levels

of demand over a large area with access to Dublin City Centre as well as the outer city

employment centres. This has led to an over-reliance on private cars and congestion on key

transport corridors.

Dublin is served by the following modes of public transport: Irish Rail’s Dublin Area Rapid

Transit (DART) and commuter rail services, Luas light rail system and Dublin Bus services.

The DART and Luas provide quick and reliable access to some of the suburban locations

while serving several stops within Dublin City Centre. 48 million passenger journeys were

undertaken by Luas in 2019, whilst DART and Dublin commuter rail services accounted for

35.6 million passenger journeys in the same year3. However, Dublin Bus provides the

largest number of passenger journeys, with 138 million recorded in 2019. In 2015, buses

were transporting five times more people than the Luas, and over twice as many as the

heavy rail network4.

Nevertheless, issues relating to the frequency and reliability of the bus network persist.

While bus lanes are in operation in parts of the city, they sometimes overlap and vary in

standards and levels of continuity between areas of the city. The National Transport

Authority’s (NTA) emerging BusConnects Dublin programme aims to deliver full bus priority

on all the main corridors and a significantly improved network to address these issues in

Dublin.

Simultaneously, active transport users and infrastructure are on the rise in Dublin. Between

2006 and 2017, the number of cyclists increased by 157%.5 According to the Greater Dublin

Area (GDA) Cycle Network Plan6, 471 kilometres could be added to the 159 kilometres of

existing cycle network within Dublin. At present, there are 60 kilometres of segregated

cycling tracks and pedestrian routes under planning and development for delivery over the

next five years. In the Dublin City Council area, the increase in cycling demands a significant

increase in cycle parking infrastructure. The Dublin City Centre Cycle Parking Strategy7

notes that the key to achieving cycling modal splits targets is the provision of safe, secure

cycle parking facilities at convenient locations throughout the city, as the absence of

appropriate cycle parking facilities has been shown to deter people from cycling in the first

place. It suggests 13,000-18,000 spaces could be provided. This is key to increasing the

number of people who commute into the City centre by bike.

It is recognised that in light of the COVID-19 pandemic, existing mobility trends have shifted.

DCC’s and the NTA’s COVID-19 mobility plan predicts changes in transport patterns that

need to be accommodated. More people are expected to cycle and walk, but also to use

3 Bus and Rail Statistics for Ireland, 2020, NTA 4 Dublin City Centre Transport Study, 2016, DCC 5 Climate Change Action Plan, 2019, DCC 6 Greater Dublin Area Cycle Network Plan, 2013 7 Dublin City Centre Cycle Parking Strategy, 2015, DCC

5

their private car since the public transport’s capacity will be reduced to accommodate social

distancing, even as the country recovers from the pandemic8.

Demographics

Population density and public transport provision and accessibility vary greatly across Dublin

and the differences are acute between the city centre itself and the surrounding suburbs.

Figure 2 depicts the variations in population density and public transport access within the

study area. Public transport accessibility has been estimated based on the location of public

transport nodes (Luas and DART stations and bus stops) with the frequency of services also

considered. The highest accessibility scores, intuitively, are in Dublin City Centre. Some

transport corridors with medium accessibility levels between the Dublin City Centre and the

suburbs are also depicted, such as the north/south Luas line. Figure 2 demonstrates that

there are considerable areas across the outer areas of the Dublin City Council area that

have poor access to public transport.

As well as accessibility for residents, accessibility to commercial areas is required to

facilitate successful workplaces. Figure 3 depicts the workplace densities throughout the

defined study area. Workplaces are not entirely concentrated to Dublin City Centre, as

Figure 3 demonstrates that there are significant clusters of employment in other areas of

Dublin. Additional clusters are located in areas such as Ballsbridge and Merrion to the

south, Eastpoint Business Park to the north-east, Santry Business Parks to the north and

Bluebell Industrial Estate to the west.

8 Enabling the City to Return to Work, Interim Mobility Intervention Programme for Dublin City, May 2020, DCC, National Transport Authority

FIGURE 2PUBLIC TRANSPORT ACCESSIBILITYAND POPULATION DENSITY

Most Accessible

Least Accessible

HigherDensity

LowerDensity

Public TransportAccess Level

Population Density

Terenure

Bluebell

Rathmines

DublinCityCentre

The Liberties

Finglas

Ranelagh

Clongriffin

Ballsbridge

Phibsborough

Marino

Donnybrook

FIGURE 3WORKPLACE DENSITY

DublinCityCentre

DublinCityCentre

Pembroke / South Dock

Pembroke / South Dock

BallymunBallymun

ClontarfClontarf

Beaumont / Donaghmede

Beaumont / Donaghmede

Ballyfermot / Drimnagh

Ballyfermot / Drimnagh

Crumlin / Kimmage

Crumlin / Kimmage

Rathgar / Rathmines

Rathgar / Rathmines

Cabra / FinglasCabra / Finglas

< 120

< 2,900

HigherDensity

LowerDensity

WorkplacePopulation

Workplace Population Density

9

Dublin’s Sustainability and Transport Aspirations

DCC is striving to improve sustainability and climate change resilience across the capital,

and part of this includes improving accessibility via sustainable modes of transport as

alternatives to car journeys. The policies and aspirations relevant to the area of study are set

out below.

GREATER DUBLIN AREA TRANSPORT STRATEGY 2016-2035

The central transport strategy that DCC is implementing, and which will guide the future of

transport in the city, is the Greater Dublin Area Transport Strategy 2016-2035. The overall

aim of this strategy is as follows:

“To contribute to the economic, social and cultural progress of the Greater Dublin Area by

providing for the efficient, effective and sustainable movement of people and goods.”

This strategy is seen as central to managing Dublin’s growth and ensuring it remains an

attractive and liveable city.

The guiding target of the strategy is to achieve a more sustainable modal mix by doubling

trips made by walking, cycling and public transport, while significantly reducing private car

journeys. These currently account for 33% of the modal split in Dublin City Centre,

meanwhile 50% of people travel by public transport and 15% by walking or cycling (Dublin

City Centre Transport Study, 2016). Within the Inner Metropolitan area which incorporates

much of the Dublin City Council area, an average of 65% travel by car, 11% by public

transport, and 17% walk or cycle (Transport Strategy for the Greater Dublin Area, 2016)8.

The Greater Dublin Area Transport Strategy sets out measures and ambitions to support this

modal shift, which include the following:

Speed Limits

DCC is notably considering extending the 30 km/h speed-limit already implemented in some

areas to all remaining suburbs within the DCC’s boundary, to further increase the number of

‘Slowzone’ areas9. This will improve safety for active travel modes including e-scooters and

alleviate concerns raised in the report of the RSA on the regulation of e-scooters.

Investments in Public Transport

Development of the BusConnects programme, the proposed MetroLink and the expansion of

the Luas and rail networks are outlined. The transport strategy will also work to enhance

pedestrian movement along the strategic pedestrian routes by widening footpaths where

appropriate. This will ensure the safety of pedestrians and reduce potential conflicts between

them and e-scooter users.

Cycle Infrastructure

The provision of destination cycle parking will be increased and work will be conducted on

extending the cycling network.

8 “Dublin City Development Plan, 2016 - 2022”, 2016, DCC 9 Climate Change Action Plan, 2019, DCC

10

CITY CENTRE DEVELOPMENT PLAN 2016 - 2022

The City Centre Development Plan promotes a more compact urban form “With much-

enhanced public transport system, with the expansion of the built-up areas providing for well-

designed urban environments linked to high quality public transport networks, enhancing the

quality of life for residents and workers alike”10. It will notably introduce traffic-free areas on

some street sections and work to progressively eliminate all ‘free’ on-street parking, both

within the canals and in adjacent areas where there is evidence of ‘all day’ commuter

parking. These traffic free areas will aid movement by walking, cycling and e-scooters,

further encouraging the move away from private car trips.

DUBLIN CLIMATE ACTION PLAN 2019 - 2024

The Dublin Climate Action Plan 2019 – 2024 presents Dublin’s four local authorities’ unified

approach to climate adaptation and mitigation. It notably sets the ambitious targets of

achieving a 40% reduction in greenhouse gas emissions by 2030. Within the areas of action

established in the plan, transport plays a key role.

The Dublin Climate Action Plan outlines how DCC will focus on the development of

greenways, primary and secondary routes, significantly improving the walking environment.

DUBLIN CITY PUBLIC REALM STRATEGY

The strategy entitled “Your City, Your Space” was adopted in 201211 and sets out seven

important design principles. These principles aim to ensure that the public realm allows for

the movement of people visiting the city every day. A key focus of the strategy is to

rebalance the street space allocated to different users. It will notably “be necessary to

reallocate road space or infill spaces to meet the public’s changing requirements”.

INTERIM MOBILITY INTERVENTION PROGRAMME

Following the onset of the COVID-19 pandemic, the new National Transport Authority (NTA)

and DCC published their “Interim Mobility Intervention programme for Dublin City” which

aims to support new travel patterns and social distancing through an ambitious redrawing of

the city and the reallocation of road space.

The document states that the implementation of protected cycle lanes will be fast-tracked

and may involve reusing existing road space by removing on-street parking and protecting

that road space for cycling, and potentially e-scooter use, via protection bollards and other

protection measures. Further still, other locations may “involve reducing the number of traffic

lanes to accommodate protected cycling facilities on both sides of the road, while

maintaining a balance for other required services in that area”.

SMART DUBLIN

Founded by the four Dublin Local Authorities, including Dublin City Council, Smart Dublin

aims to future-proof the Dublin region by trialling and scaling innovative solutions to a wide

range of local challenges, including climate change and the management of congestion.

Smart Dublin strives to collaborate and innovate with technology providers, research

institutions, local authorities and its citizens.

10 Transport Strategy for the Greater Dublin Area, 2016 -2035, 2016, National Transport Authority 11 The Dublin City Public Realm Strategy, “Your City, Your Space” 2021, DCC

11

Micromobility in Dublin

Dublin already has experience with bike sharing schemes. The implementation of the

DublinBikes scheme in 2009 by DCC was successful and met by a continuous demand to

expand the programme. The scheme currently has 1,600 bikes available at 115 stations in

Dublin city, a key factor in its success.

Bleeper Bikes were more recently implemented in the city and whilst they operate in a

‘station-less’ manner, they are required to be parked next to and locked to a public bike rack.

The scheme operates across a large area both inside the Dublin City Centre and in

suburban areas. Similarly, MOBY Bikes started operating in Dublin City Centre in 2020.

Parking is permitted in designated ‘virtual parking stations’ as well as at public bike racks,

though the latter incurs a fee.

Under current Irish legislation, e-scooters are considered to be ‘powered transporters’ and

require registration, motor tax, a driving license and insurance when used on a public road.

However, powered transporters fail to meet the criteria for vehicle registration (such as

minimum required safety standards) and are therefore not permitted for use on public roads

in Ireland.

The Programme for Government published in October 2020 included a commitment to

legislating micro-mobility vehicles and the RSA has recommended their legalisation under

certain circumstances, with a controlled and considered roll out to mitigate against potential

negative safety implications. The drafting of legislation was recently approved which will

allow for the regulation of the devices in the forthcoming Road Traffic (Miscellaneous

Provisions) Bill. The proposed legislation will allow e-scooters to be used legally in public

spaces. Tax, insurance and driving licenses will not be required. The minister is proposing to

create a new vehicle category which will be known as ‘Powered Personal Transporters’

(PPT) and will include e-scooters and similar devices.

Summary

Policy documents and strategies identify opportunities to improve sustainable modes of

transport in Dublin. Newer policies that have arisen following the onset of the pandemic

highlight the potential to enhance public realm by reallocating road space to enable

convenient and socially-distanced travel. These measures promote more sustainable travel

to allow Dublin to achieve carbon emission reduction targets. It is clear that policy supports

the implementation of further measures such as e-scooters to further the shift away from

private cars.

It is clear that there are significant opportunities for e-scooters in Dublin. With legislation

expected to change in Ireland, how shared e-scooter schemes can be operated

appropriately and effectively should now be discussed. Importantly, operations in Dublin

would need to be sensitive to the local context.

12

E-SCOOTERS IN DUBLIN

E-Scooter Impact on Accessibility

OVERVIEW

Mobility in Dublin is compromised by issues associated with traffic congestion and transport

inequality. The local population in Dublin are heavily dependent on car use relative to

comparable European cities, particularly in the suburbs, as access to frequent, reliable and

efficient public transport services or dedicated cycling infrastructure is not evenly distributed

throughout the area. The Luas and DART provide mass transit services to the centre of

Dublin, however accessibility to the networks vary considerably. The city’s extensive bus

network provides Dubliners with the primary alternative to car use, and BusConnect’s

proposed overhaul of the network is expected to substantially increase the proportion of

Dubliners living within 500m of a bus stop. Nevertheless, the mix of alternative transport

options to cars is underdeveloped in Dublin. An effectively planned and managed

introduction of shared e-scooters would provide an immediate and viable alternative to cars,

with relatively minimal capital and operational costs to local authorities.

The NTA is focused on shifting mode share away from cars to more sustainable modes of

transport. The Transport Strategy for the Greater Dublin Area 2016 – 2035 outlines an

ambition to restrict the mode share of a car-based work trips to a maximum target of 45%.

While e-scooters were not specifically referenced in this target as an alternative mode since

they were not part of the available mix of transport in Dublin at the time the Strategy was

published, they have the potential to assist with this mode shift away from cars.

Opportunities

ALTERNATIVE TO CAR USE

Car usage in densely populated urban environments is detrimental to human health,

efficiency of movement and social vibrancy of a city, due to traffic congestion adversely

affecting air quality and effectively forming “barriers” within communities. The spatial

requirements to facilitate excessive car use is an unnecessary and costly burden on a city,

as it consumes valuable public space that could otherwise be repurposed. While the impacts

of car usage are well documented, car trips remain high in Dublin.

The introduction of shared e-scooters would help to mitigate the issues associated with car

usage in Dublin. Shared e-scooters can provide users with a convenient and socially

distanced mode of transport that is more spatially efficient than cars. E-scooters do not emit

fumes or contribute to excessive noise pollution, and their uptake as an alternative to cars

would improve the health and social connection of the urban environment.

IMMEDIATE OPPORTUNITY

Shared e-scooters provide an opportunity to immediately improve the transport mix in Dublin

as the introduction could be rapid or as required. Minimal infrastructure, or in many cases no

infrastructure, is required to facilitate the use of these modes. E-scooters are able to work

effectively, very quickly and at little monetary cost to the local authority.

13

COMPLEMENTING THE PUBLIC TRANSPORT NETWORK

Addressing unequal access

Access to public transport is unequal throughout Dublin, with the limited extent of the Luas

and DART networks requiring most Dubliners to depend on the bus. Proposed

improvements to the public transport networks, including the changes to the BusConnect

network and speculative future investments in rail infrastructure, will improve access.

However, the realisation of these proposed initiatives may be long-term and issues with

unequal access may persist.

Alternative to congested public transport services

Shared e-scooters may provide an attractive alternative mode of transport for short-distance

journeys in areas of Dublin where public transport services are nearing capacity, such as

near Dublin City Centre. This would alleviate pressure on congested public transport

services by removing some short-distance journeys, which would enhance access for users

on long-distance journeys or who depend on public transport services for health or socio-

economic circumstances.

Filling the gaps in the public transport network

Public transport coverage is lacking in certain areas throughout the city. Gaps in the public

transport network effectively encourage the use of cars for journeys originating in or destined

for these areas. The travel speed, minimal physical requirements and convenience of e-

scooters means that they could provide a practical alternative to cars for short or medium

distances trips in Dublin (such as to Dublin City Centre, suburban villages or employment

clusters).

Intermodality

The introduction of shared e-scooters in Dublin could allow Dubliners to travel by e-scooter

to and from residential areas to key transport hubs, such as Luas or DART stations, and

continue their journeys using public transport. This would effectively “expand” the public

transport network, with the catchment area from transport hubs increased.

Shared e-scooters would also provide an alternative to ‘park and ride’ journeys, where

Dubliners drive to a public transport hub, park their vehicle, and catch a service into Dublin

City Centre.

SOCIAL-DISTANCING

The concerns associated with mobility in Dublin have been further amplified with the COVID-

19 pandemic. While the importance and desirability of access to outdoor public space and

walking and cycling facilities has increased, the attractiveness of private car journeys has

also increased as social distancing has become subconsciously entrenched in the approach

to movement. Meanwhile, social distancing requirements and reduced services have

impacted the attractiveness of public transport in the short-term. This situation risks

encouraging people to drive and reverse the long-term and gradual trends toward increased

use of sustainable modes of transport.

Local authorities in Dublin have responded to the crisis by reallocating road space from cars

to bikes and pedestrians, partly to restrict the capacity and convenience of driving, and partly

to improve the safety and attractiveness of cycling and walking. However, cycling is not a

practical mode of transport for all Dubliners due to the requisite physical abilities and

necessity to own a bike or live near a DublinBikes docking station, while walking is not an

14

appropriate option for all trip distances. Shared e-scooters would improve inclusivity by

providing an additional outdoors and socially distanced mode of transport that may be more

suitable for users unable to ride to bike.

Consequently, shared e-scooters could provide an additional opportunity for Dubliners to

travel outdoors using a sustainable and socially distanced mode of transport, improving

inclusion and accessibility.

Constraints and Mitigation

CLUTTERING

Scepticism about the appropriateness of shared e-scooters as a viable transport mode and

whether they are beneficial to society is often rooted in perceptions that shared e-scooters

clutter the public realm when unused, and this has been observed in cities without

strategically planned roll-outs.

By working effectively with local authorities to plan strategic introductions of the services,

shared e-scooters are successfully operating in numerous European cities with the issues

associated with street clutter mitigated – predominately through establishing networks of

dedicated parking areas.

Shared e-scooters could deliver numerous benefits to accessibility in Dublin, however a

poorly planned and executed introduction would jeopardise these benefits. Fundamental to

the introduction would be the development of a network of parking areas in Dublin that

identifies target areas for use and improves access to key destinations and public transport

hubs.

SAFETY AND ANTI-SOCIAL BEHAVIOUR

It is known that amongst both the public and within Local Authorities, there have been

concerns regarding the safety of e-scooters and where they are supposed to be used.

Pilot schemes for the use of shared e-scooters are currently occurring throughout the United

Kingdom, with trials in London set to commence in the Spring of 2021. The purpose of the

trials will be to partly assess the veracity of safety concerns and the ability of shared e-

scooters to positively contribute to mode shift from car usage.

To mitigate concerns about safety for pedestrians, it would be recommended that e-scooters

are banned from footpaths in Dublin and are only to be used on roads and dedicated cycling

infrastructure where their operating speeds are more appropriate.

The NTA’s planned expansion of cycle infrastructure in Dublin would be beneficial for the

use of e-scooters, providing desirable separation from vehicular traffic on key routes.

Bicycles and e-scooters are suitable to share bicycle lanes as they move at similar speeds

and have similar spatial requirements per user. Shared e-scooters would allow more

Dubliners to utilise the expanded cycle infrastructure and travel outdoors, as the physical

ability to use e-scooters is less demanding than for cycling.

15

Characteristics of E-Scooter Trips in Dublin

DIVERSITY ACROSS DUBLIN

As outlined in Section 2, population density and access to public transport varies

considerably throughout Dublin. The transport requirements of residents and the existing

deficiencies in the transport networks are particularly contrasting between Dublin City Centre

and the outer suburbs.

There is a substantial opportunity for shared e-scooters to improve accessibility throughout

Dublin City. However, understanding the disparities in population density, public transport

accessibility and the relationships between them are critical in establishing an effective

implementation for shared e-scooters, as the potential trip types, benefits and operational

constraints associated with e-scooters would vary across Dublin.

TARGET AREAS

Target areas include those with high population densities, good access to public transport

and proximity to the Dublin City Centre where minimising car trips is particularly important

and achievable with the right mix of alternative transport options. For trips within these

areas, shared e-scooters trips would be used as a single mode alternative to existing

transport options. Consequently, shared e-scooters in these locations would serve as a

space-efficient and socially distanced alternative to private cars and ride-sharing services

and alleviate pressure on public transport services.

In areas with high population density and proximity to the Dublin City Centre but poor public

transport access, there are clearly opportunities for shared e-scooters to dramatically

improve accessibility via sustainable modes of transport. Areas such as these should be

particularly targeted for the implementation of shared e-scooter parking.

In areas with low population density and poor access to public transport but proximity to

transport hubs, shared e-scooters could help to “expand” the public transport catchment

area by facilitating intermodal trips.

PURPOSE OF USER TRIPS

The reputation of shared e-scooters has traditionally been linked to tourism and leisure, but

the potential purposes of shared e-scooter trips are varied.

A strategic implementation of shared e-scooters in Dublin should be designed to encourage

visitors to travel to retail destinations, recreation and community uses, including parks, as

well as tourist attractions and entertainment venues by e-scooters rather than cars.

However, this approach alone would not fully utilise the potential e-scooters could have on

reducing car trips.

Journeys to work or to services concentrated in town centres should also be targeted.

Home-work and home-education trips have the potential to become critical elements of e-

scooter utilisation in Dublin if planned effectively. As demonstrated in Figure 3, employment

is particularly concentrated to the Dublin City Centre and several clusters outside the city

centre area. Employment clusters located in the outer Dublin City area would particularly

benefit from the implementation of shared e-scooters, as accessibility to these clusters

would otherwise be limited to cars.

16

USER EXPECTATIONS

The potential inconvenience associated with finding a shared e-scooter rather than using a

private car is partially acceptable for non-demanding pursuits, such as shopping, travelling to

the park or attending entertainment venues, where the time taken to locate a shared e-

scooter and walk before and after the trip is not critical.

However, to ensure the viability and attractiveness of shared e-scooter trips for work

journeys, and therefore realise the potential of shared e-scooters on improving accessibility

in Dublin, the perception of “inconvenience” needs to be confronted by satisfying user

expectations with reliable access to shared e-scooters. This can be achieved through

developing a strategic and dense network of dedicated parking areas, particularly in target

areas.

In addition to this, the growth of the Mobility-as-a-Service sector which primarily aims to

ensure convenient and accessible transport to all, can also be bolstered by the use of e-

scooters which add additional flexibility for the user.

17

E-SCOOTER PARKING

Overview

For shared e-scooters to be implemented successfully in Dublin as a viable alternative to car

usage, providing convenient access to users is fundamental. This is best secured by

developing a strategic and dense network of dedicated parking areas with an appropriate

and convenient parking method.

This section will discuss the different methods of parking e-scooters before discussing the

importance of an appropriate and considered parking network.

Types of Parking

Several options exist for the model that could deliver a network of shared e-scooter parking

areas, including:

• ‘Lock-to’ requirements

• Implementing docking stations

• Repurposing either carparking spaces or public realm for shared e-scooter parking areas

‘Lock-to’

The ‘lock-to’ option would require users to lock shared e-scooters to structures in the public

realm, such as bicycle stands. The lock would therefore be required to be permanently

attached to the e-scooter and is intended to reduce incorrectly parked e-scooters that might

obstruct footpaths or block crossings, for example. ‘Lock-to’ requirements are in place for the

existing dockless shared bike scheme, Bleeper, in Dublin, however, the requirement to lock

e-scooters to an object is rarely implemented, both in Europe and America. A study in

America suggested that there was no correlation between poor parking behaviour and the

ability to lock or not lock the e-scooter to a street object 12.

It is highly likely that the requirement to lock an e-scooter to a street object would detract

from the objective of maximising the ‘convenience factor’ associated with using shared e-

scooters. Users would need to find an appropriate and free structure to lock the e-scooter to,

which would effectively increase journey time.

While the intent of a ‘lock-to’ requirement may be for shared e-scooters to be locked to

bicycle stands, a deficiency in the number of bicycle stands may exist in key areas for

demand from both cyclists and e-scooter users. Consequently, mandating a requirement for

shared e-scooters to be locked to a structure in the public realm may introduce issues

associated with street clutter. Risks would include:

• Multiple e-scooters being locked to bicycle stands, affecting footpath width and aesthetic

• E-scooters reducing the available cycle stands for bicycles to be locked to

• E-scooters being locked to structures on private property

• E-scooters being locked to and blocking access to facilities, such as parking meters or

fire hydrants

12 Brown, A, Klein, AJ, Thigpin, C & Williams, N 2020 ‘Impeding access: The frequency and characteristics of improper scooter, bike, and car parking’ Transportation Research Interdisciplinary Perspectives, vol. 4

18

It is noted that by design, e-scooters do not need an extra lock to prevent vandalism.

Regardless, chain locks are not always capable of withstanding full forces applied.

Docking

Docking would require shared e-scooters to be docked at dedicated docking stations to

mitigate issues associated with clutter. DublinBikes, the existing shared bike system,

operates in this manner.

Whilst the need to dock an e-scooter eliminates the concern surrounding mis-parking, the

need to locate an available docking station at the end of the users trip would increase

journey time. Subsequently, this option significantly reduces the convenience factor and

could be a deterrent to using the scheme.

The docking option would require servicing vans to rebalance full and empty docking

stations, comparatively more so than the dockless option, would have negative traffic and

environmental consequences.

In addition to the above, implementing docking stations would introduce a significant amount

of infrastructure to the urban environment and affect the commercial viability and timing for

planning and execution of shared e-scooter schemes for operators.

Dockless

For the dockless option, users would park e-scooters in dedicated parking areas which

would be located in convenient locations, ideally adjacent to cycle lanes where possible, and

away from narrow footpaths. The user would not be required to lock or dock the scooters,

however, the e-scooter application would take the user through a number of steps to ensure

it had been parked in the correct manner. Operators would require the journeys to be

completed in georeferenced dedicated parking areas, or otherwise enforce fines on users.

Areas that can be used as e-scooter parking areas include repurposed on-street car parking

spaces and areas adjacent to but not intruding upon pedestrian footpaths. Through the use

of technology, the user will have the ability to find the nearest parking area to start/end their

journey, with the system recognising when the e-scooter is or isn’t in the designated area.

Users will be required to upload a photo at the end of their trip to confirm they have parked

the scooter correctly in an appropriate location.

Given the above, it is considered this would be the most convenient and desirable option for

users, and therefore the option that could most enhance accessibility in Dublin. Similarly to

docking requirements however, a lack of available dockless parking areas will increase

journey time and significantly reduces the convenience factor. It is important to recognise

that the provision of an appropriate density of parking areas is required. This is discussed

further later.

The large majority of e-scooter operations across other European cities operate in a

dockless manner. Figure 4 shows how these dockless parking areas can be incorporated

into the existing street scene.

FORM OF PARKING AREAS

Repurposing car parking spaces for shared e-scooter parking areas would reduce the supply

of car parking spaces and therefore the desirability of car usage, which would be particularly

advantageous in the Dublin City Centre where traffic congestion is most problematic. A

single car parking space can accommodate 6-10 parked e-scooters, which would represent

better space utilisation. This approach would also protect the public realm and footpaths

from being consumed by parked shared e-scooters.

19

It is noted however that this strategy should be approached carefully. The removal of on-

street car parking spaces might result in cases of illegal car parking. The repurposing of

these spaces for e-scooter parking should be balanced with the provision of dockless

parking areas elsewhere such as appropriate places within the public realm which do not

obstruct pedestrian footways.

PARKING COMPLIANCE

It is both the type of parking and parking area location that informs appropriate parking.

Given e-scooters are typically chosen for their ‘convenience factor’, users would expect

designated parking areas to be easy to access and not too far from the end destination of

their trip. A study undertaken by 6t in Paris13 using shared e-scooters suggested that parking

compliance among users (share of users who did not park on the footpath) increased over

time, from 35% in the Spring of 2019, to 71% in the Autumn of 2019 and, according to Dott

data, 97% in the Autumn of 2020. This increase was facilitated by the implementation of a

very dense network of parking areas, through collaboration between Dott and the local

authorities, and the emergence of technology to enforce parking compliance. At the

conclusion of e-scooter journeys, users are expected to upload a photo to verify they have

parked the e-scooter correctly in a designated area.

Figure 4: Proposed dockless parking areas (conceptual designs)

Establishing a Parking Network

A critical element to designing a network of shared e-scooter parking areas would be to

establish appropriate and consistent densities that satisfy user perceptions of convenience.

In key target areas such as the Dublin City Centre and surrounding suburbs, a dense

network of parking areas is recommended to create a sense of “door-to-door” accessibility.

Nevertheless, the densities established need to balance competing requirements. Higher

densities increase user convenience and success in terms of usage, though also increase

planning and implementation constraints and result in the challenge to find many parking

13 Institut Paris Région DRIEA 6t, (2020), Retours d’usagers sur les services de mobilité en free-floating, URL :

https://www.institutparisregion.fr/fileadmin/NewEtudes/000pack2/Etude_2430/etudeFF_FG6t_29sept20.pdf (accessed on 06/10/2020)

https://www.institutparisregion.fr/fileadmin/NewEtudes/000pack2/Etude_2430/etudeFF_FG6t_29sept20.pdf

20

areas. Implementing appropriate densities responsive to localised context in specific areas is

necessary, rather than a blanket density across Dublin.

SITE SUITABILITY ANALYSIS

It would be expensive, resource and space demanding to implement a network across the

entirety of the Dublin City area and as such, appropriate areas for operations need to be

identified. Understanding the context of Dublin and the variability across the Dublin City area

is key to developing an effective parking strategy that is feasible, convenient for users,

complements the public transport network and encourages mode shift from cars. An

indicative site suitability analysis has been conducted across Dublin to identify the areas

best suited for the location of shared e-scooter parking areas.

The assessment has been conducted for two areas within the jurisdiction of DCC: “Inner

Dublin” and “Outer Dublin”. For the purposes of this assessment, Inner Dublin is defined as

the area of Dublin that can be accessed within 15 minutes by e-scooter of Dublin City

Centre. The site suitability analysis for Inner Dublin City area is shown in Figure 5. The most

suitable areas for shared e-scooter parking are shown in yellows and oranges.

The variables used to assess parking site suitability in the Inner Dublin City area are as

follows:

• Population density

• Proximity to Dublin City Centre

• Proximity to key employment areas

• Proximity to infrastructure that would improve user sense of safety (i.e. cycling lanes)

It is noted that this suitability analysis is not exhaustive and numerous other variables could

be considered in a more detailed assessment.

Terenure

Chapelizod

Booterstown

Artane

Ballyfermot

Clontarf

Milltown

Walkinstown

Beaumont

Glasnevin

Rathgar

Killester

Perrystown

KimmageCrumlin

Inchicore

Coolock

Donnycarney

Whitehall

Bluebell

Dartry

Merrion

Raheny

Drumcondra

Ballsbridge

Phibsborough

Marino

Islandbridge

Ringsend

Kilmainham

Rialto

Ranelagh

Harold'sCross

Dolphin'sBarn

DublinCityCentre

Dublin Bay

0 21 KM

Data is available under the Open Database Licence, © OpenStreetMap contributors

Scale Bar

Most Suitable

Site SuitabilityAnalysis

Least Suitable

FIGURE 5INNER DUBLIN AREA SITE SUITABILITY ANALYSIS

22

The Outer Dublin City area constitutes the remaining areas of Dublin City in this assessment.

The site suitability analysis for Outer Dublin is shown in Figure 6.

The variables used to assess suitability in Outer Dublin are as follows:

• Population density

• Public transport accessibility

• Proximity to Dublin City Centre

• Proximity to key employment areas

• Proximity to infrastructure that would improve user sense of safety (i.e. cycling lanes)

Note that the critical difference in the site suitability analysis of Outer Dublin compared with

Inner Dublin is the consideration of access to public transport. Areas with high public

transport access in Outer Dublin could serve as hubs for intermodal trips, with users

travelling by shared e-scooter from surrounding neighbourhoods to access public transport

services to other areas of Dublin. Contrastingly, trips within Inner Dublin would be expected

to be predominately single mode journeys of short distances, and therefore other factors are

considered to be more significant in planning an effective network of parking areas.

Dublin Bay

DublinCityCentre

Castleknock

Fox & Geese

Kilnamanagh

Baldoyle

Tymon North

Greenhills

Ballyboden

Palmerston

Portmarnock

Rathfarnham

Sutton

Tallaght

TempleogueWillbrook

MulhuddartCorduff

Kinsaley

Blackrock

Blanchardstown

Windy Arbour

Goatstown

Mount Merrion

Ronanstown

Monkstown

Booterstown

Churchtown

Carpenterstown

Clondalkin

Clonsilla

Dundrum

Castleknock

Fox & Geese

Kilnamanagh

Baldoyle

Tymon North

Greenhills

Ballyboden

Palmerston

Portmarnock

Rathfarnham

Sutton

Tallaght

TempleogueWillbrook

MulhuddartCorduff

Kinsaley

Blackrock

Blanchardstown

Windy Arbour

Goatstown

Mount Merrion

Ronanstown

Monkstown

Booterstown

Churchtown

Carpenterstown

Clondalkin

Clonsilla

Dundrum

Ballyfermot

Chapelizod

Inchicore

Drimnagh

Crumlin

Terenure

Poppintree

Cabra

Whitehall

Donnycarney

Beaumont

Merrion

Kilmore

Donaghmede

Darndale

Ballymun

Santry

Most Suitable

Site SuitabilityAnalysis

Least Suitable

0 3.51.75 KM


Scale Bar

FIGURE 6OUTER DUBLIN AREASITE SUITABILITY ANALYSIS

24

Trip Types

E-scooters can facilitate different types of trips by providing a convenient alternative. Such

trip examples are shown in Figure 7, which compares target trip types with existing journeys

in Dublin. The example journeys highlight how shared e-scooter schemes can offer a

convenient mode alternative to facilitate journeys.

SINGLE MODE TRIPS IN INNER DUBLIN

Users that live in Inner Dublin near their place of employment or intended leisure

destinations, (though not within walking distance) could be targeted to travel by shared e-

scooter on single mode trips. These trip types are particularly unsuitable for cars, due to

issues associated with traffic congestion in the city centre where space is especially valuable

and constrained. Furthermore, private car ownership is costly and inconvenient in the city

centre. In areas where public transport services are lacking or constrained, shared e-

scooters could provide an additional alternative to car usage for these trips. The parking

strategy would need to support this and require a dense network of roughly equally

distanced parking areas to promote convenience.

SINGLE MODE TRIPS IN OUTER DUBLIN

Short-distance single mode trips to employment clusters or village centres in Outer Dublin

are another trip type to target. E-scooters could provide a viable alternative for these trip

types to car usage, which is particularly high in Outer Dublin.

A parking strategy to capture this potential could be implemented, with dedicated parking

areas located in suitable catchment distances from employment clusters and town centres in

residential areas. In some locations, this parking strategy may complement intermodal trips

from Outer Dublin to Inner Dublin as public transport hubs are often located in these areas.

INTERMODAL TRIPS IN DUBLIN

Intermodal trips facilitated by shared e-scooters would be another key trip type to target.

While single mode trips from the outskirts of Dublin to Inner Dublin using only shared e-

scooter might not be feasible from a user perspective, using a shared e-scooter to access a

public transport hub may provide suitable alternative to car trips for long-distance journeys.

A strategically planned parking strategy should be responsive to this opportunity and seek to

locate parking areas adjacent to public transport hubs and within catchment ranges.

Providing e-scooter parking areas a reliable distance from user origins has the potential to

effectively “expand” the public transport catchment area and substantially reduce travel time.

Appropriate transport hubs to provide with e-scooter parking include Sydney Parade,

Milltown tram stop, Blackhorse Luas stop and Broombridge tram stop for example.

25

Figure 7: Potential E-Scooter Trips in Dublin

26

Parking Network Density

It is recommended that different densities of e-scooter parking areas are adopted for

different zones of the city (i.e. Inner Dublin and Outer Dublin) to cater to relative transport

demand. E-scooter parking areas, where possible, should also be equidistance within zones

to develop user confidence in convenience and reliability. The following is the result of a

high-level analysis so it is recommended that further detailed studies should be undertaken

in these areas to determine the exact locations of parking areas. These refined studies

should recognise the individual elements of each area.

INNER DUBLIN AREA

Figure 8 demonstrates the opportunities a dense network of shared e-scooter parking areas

could deliver to Inner Dublin. The map has been developed assuming a conceptual network

of parking areas spaced approximately 400 metres apart from each other. The

implementation of a network with this density would ensure that people are generally always

within a 2–3-minute walk of a shared e-scooter parking area. The locations of the parking

areas have targeted the general areas identified as the most suitable for shared e-scooter

use, as shown in Figure 5.

Figure 8 shows the catchment areas from the parking areas of the conceptual network, with

97.7% of Inner Dublin accessible within a 6-minute e-scooter trip from a parking area and

100% of Inner Dublin accessible within 10 minutes. This density would ensure that users can

have confidence of finding a parking area to conclude their trip relatively quickly and in

proximity to their intended destinations.

Adopting a lower density with increased distances and walking times between parking areas

would jeopardise the perceived convenience factor required for shared e-scooter schemes to

be viable. Furthermore, it would increase the difficulty and travel time of finding a parking

area to leave the e-scooters at the conclusion of journeys.

As demonstrated in Figure 8, the implementation of a dense and roughly equidistance

network of shared e-scooter parking areas would give people throughout Inner Dublin a

reliable alternative to car journeys, regardless of whether they lived in an area with good

accessibility to public transport. This could represent a comparatively cost-effective option to

improving accessibility throughout Inner Dublin for the DCC, with relatively low infrastructure

requirements.

OUTER DUBLIN AREA

Figure 9 demonstrates the opportunities a dense network of shared e-scooter parking areas

could deliver to Outer Dublin around targeted areas. The locations of the parking areas are

concentrated in areas identified as the most suitable for shared e-scooter use, as assessed

by several factors discussed in Section 4.3 and shown in Figure 6. The map has been

developed assuming a conceptual network of parking areas in these target areas spaced

approximately 600 metres apart from each other. The implementation of this density would

allow people in target areas of Outer Dublin to be within 3 to 4 minute walks of shared e-

scooter parking areas, which would still preserve the perception of convenience while

accounting for the operational constraints of a very dense network in lower demand areas.

Figure 9 shows the catchment areas from the parking areas of the conceptual network in

Outer Dublin, with 84.41% of Outer Dublin accessible within a 6-minute e-scooter trip from a

parking area and 92.71% of Outer Dublin accessible within 10 minutes. This demonstrates

that even with an operationally more feasible density for the Outer Dublin context compared

with Inner Dublin, most of the area would still be accessible within a reasonable timeframe

from parking areas. Parking areas should be located at transport hubs, key employment

27

clusters and suburban villages, with additional parking areas located within a reasonable

travel time of them to facilitate intermodal trips and short-distance trips in Outer Dublin, to

maximise the potential to replace car journeys.

FURTHER STUDY

It is recommended that further detailed studies of catchment areas across Dublin could be

conducted to determine the optimal densities and the effects on accessibility.

Clonskeagh

Terenure

Ballymun

Templeogue

Santry

Rathmines

Drumcondra

Ballsbridge

Phibsborough

Irishtown

Chapelizod

Finglas

Cabra

Artane

Ballyfermot

Clontarf

Marino

Islandbridge

Milltown

Raheny

Sandymount

Ringsend

Walkinstown

Beaumont

Windy Arbour

Glasnevin

Rathgar

Killester

Perrystown

Portobello

The Liberties

Kimmage

Stoneybatter

Crumlin

KilmainhamInchicore

Donnybrook

Coolock

Donnycarney

Whitehall

Cabra East

Bluebell

Dartry

Ballybough

East Wall

North Wall

Merrion

Dublin

Dublin Bay

6 MINUTECATCHMENT*6 MINUTECATCHMENT*

97.71%COVERAGE97.71%COVERAGE

10 MINUTECATCHMENT*10 MINUTECATCHMENT**catchment from high suitabilitye-scooter locations*catchment from high suitabilitye-scooter locations


6 Minutes

10 Minutes

E-Scooter Catchmentfrom high suitability parking locations

0 2.51.25 KM


Scale Bar

FIGURE 8INNER DUBLIN AREA E-SCOOTER CATCHMENTS

Dublin Bay

Dundrum

Blackrock

Clondalkin

Blanchardstown

Tallaght

ClonskeaghTerenure

Mount Merrion

Ballymun

Kilbarrack

Templeogue

Santry

Rathmines

Drumcondra

Ballsbridge

Phibsborough

Irishtown

Finglas

Booterstown

Cabra

Artane

Ballyfermot

Stillorgan

Clontarf

Milltown

Raheny

Ringsend

Walkinstown

Beaumont

Windy Arbour

Glasnevin

Rathgar

Churchtown

Killester

Belmayne

Perrystown

Donaghmede

Clongriffin

Bayside

Baldoyle

Knocklyon

Portobello

The Liberties

Kimmage

Stoneybatter

Ballyroan

Crumlin

Inchicore

Donnybrook

Ranelagh

Coolock

Fairview

Donnycarney

Whitehall

Cabra East

Bluebell

Dartry

East Wall

North Wall

Willbrook

Merrion

DublinCityCentre

6 MINUTECATCHMENT*6 MINUTECATCHMENT*

OUTER DUBLIN AREAOUTER DUBLIN AREA


10 MINUTECATCHMENT*10 MINUTECATCHMENT**catchment from high suitabilitye-scooter locations*catchment from high suitabilitye-scooter locations

92.71%COVERAGE92.71%COVERAGE6 Minutes

10 Minutes

E-Scooter Catchmentfrom high suitability parking locations

0 3.51.75 KM


Scale Bar

FIGURE 9OUTER DUBLIN AREA E-SCOOTER CATCHMENTS

30

ALIGNMENT WITH POLICY

Introduction

It is imperative that all modes of transport are aligned with policy goals to ensure targets,

whether they be economic, social or environmental, are met. As discussed in Section 2,

DCC has ambitious goals within which transport plays a key role in. The introduction of e-

scooters must align with these and where possible enhance the actions taken to reach the

city’s goals.

Stakeholder Engagement

Above all, stakeholder engagement is the key to ensuring the success of e-scooter

operations in Dublin. DCC’s desire to underpin the sustainable development of the area

using appropriate, yet extensive stakeholder engagement strategies are detailed within the

Dublin City Development Plan (2016 – 2022). The document also highlights the importance

of collaboration with sectoral interests, city partners and adjoining authorities. Operators

within the micromobility industry must prioritise such engagement and collaborate with the

DCC to deliver new mobility operations that contribute towards DCC’s future vision.

Dublin is a large, well-established city with a rich history that has pre-existing partnerships

spanning many years. That is not to say that new partnerships cannot be formed; they

should be encouraged, particularly if they can enhance existing operations. While new

mobility modes may ‘disrupt’ the transport industry, disruption can target problematic trends

including increasing carbon emissions and traffic, both of which occur in Dublin. In order to

ensure positive changes, both old and new partnerships need to work together and systems

need to be integrated to achieve positive sustainability goals.

E-scooters are a new mode in the Irish transport system and have great potential to

contribute to both urban and rural areas. However, miseducation and a lack of information

disseminated to key stakeholders including local councils and transport authorities may

cause mistrust and a lack of confidence. Importantly, stakeholders are able to learn from

each other and further, wider stakeholder engagement allows broader perspectives to be

gained which is crucial to buy-in and subsequent scheme success (Macharis and Kin,

2017)14. Ireland has taken a reserved approach to the legalisation of e-scooters which has

allowed for the assessment of schemes in cities across Europe. The learnings from these

schemes need to be widely shared, not only through the operators but also to other transport

professionals. It is important to ensure all perspectives are considered and objective views

established so that appropriate decisions regarding the future of e-scooters and indeed other

micromobility modes in Dublin can be made.

In Dublin, detailed discussions between shared e-scooter operators and other existing

transport operators in the city including Bleeper (bike-sharing operator) and DublinBus would

be greatly beneficial. The opportunities for intermodal trips by e-scooter as discussed in

Section 4 can only be truly realised if proactive discussions are had between all parties. This

14 Macharis, C. and Kin, B. (2017) “The 4 A’s of sustainable city distribution: Innovative solutions and challenges ahead,” International Journal of Sustainable Transportation.

31

will enable mutual benefits to be found, enabling a fully integrated and successful transport

system.

Integration with Public Realm and Existing

Infrastructure

In order to minimise possible disruption to the existing transport network in Dublin, as well as

to retain the existing use of the pedestrian area, e-scooter parking systems should be

integrated as much as possible with the existing public realm and highway network.

Dublin’s urban realm plays an important role in the city, both to those who want to move

throughout the city for leisure or work and for those who use the public realm to socialise

and relax. E-scooters and specifically their parking should contribute to this, through their

location and design. Their location should be mindful of the existing users of the surrounding

public realm, most importantly pedestrians, whilst also retaining the ‘convenience-factor’.

Their design should be high-quality and compatible with the surrounding look and feel of the

area. Given this, the recommended solution of dockless parking areas as discussed in

Section 4 provides the simplest and most effective solution.

Dublin’s public realm design strategy, ‘Your City, Your Space’, published in September

201215 sets out a view for the future - the city centre will be predominantly accessed by

sustainable means which will result in a cleaner, less noisy, and more pleasant environment.

On foot, by bicycle or by public transport will be the main modes of access and through-

traffic will be proactively discouraged. This vision can be enhanced through the delivery of

shared e-scooter systems which can operate well alongside public transport systems to

deliver a more sustainable mobility mix. The strategy sets out a number of ‘guiding

principles’ that have been developed to address the challenge DCC has identified, and to

inform the future approach to public realm. The principles address ethos, working practices

and behaviour as well as the overall approach to design in the public realm. These principles

are set out below alongside how e-scooters and the associated parking can integrate and

contribute.

DESIGN PRINCIPLE 1: PUT PEOPLE FIRST

Shared e-scooter systems could widen the range of transport options, either through

enabling further travel in a shorter amount of time or allowing users to connect between

public transport nodes. A network of shared e-scooter parking areas should be strategically

planned in order to provide these benefits to as many people as possible.

E-scooters should be used on cycle lanes and quiet roads and be discouraged from being

used on the footpath, and the location of parking areas should reflect this. Parking should be

provided on-street and away from pedestrianised routes and desire lines. DCC should

continue to prioritise pedestrians, especially the visually impaired and people with

disabilities, and e-scooter operations should not inhibit this.

Public consultation and participation should also be sought prior to the opening of larger

parking areas. Views should be sought after implementation to ensure the parking solutions

are functioning as effectively as possible.

15 https://www.dublincity.ie/sites/default/files/2020-08/public-realm-masterplan.pdf

32

DESIGN PRINCIPLE 2: RECOGNISE THE VARIED ROLES OF STREETS

E-scooters should be encouraged to use existing cycling infrastructure and discouraged from

navigating through pedestrianised streets. The location of parking areas can contribute to

this as well as clear signage and specific rules issued to the user as they hire the scooter.

Shared e-scooter parking areas should be accessible and positioned adjacent to routes on

which they are best suited, such as next to cycle lanes.

DESIGN PRINCIPLE 3: PROTECT AND ENHANCE DUBLIN’S CHARACTER

AND HISTORY

Dublin has a historic centre and vibrant culture with many areas of distinctive character.

These areas are represented and enhanced by the public realm, be that through cobbled

streets or narrow walkways. The sense of place should not be jeopardised by the movement

of e-scooters and parking areas should be located appropriately so as not to clutter or

distract from the character of the historic centre. Importantly, parking should be level to

prevent e-scooters from falling over. If necessary, certain ‘no-parking’ zones should be

protected to ensure parking does not take place within them.

DESIGN PRINCIPLE 4: MAKE THE STREETS WELCOMING AND SAFE

Accessibility and safety should remain the number one priority in Dublin City Centre, for

pedestrians, cyclists and e-scooter users. It is likely that users of all three modes will co-exist

in some spaces, but the priorities for movement should be well highlighted. Ultimately,

pedestrian accessibility should remain top of the hierarchy and operators should consult with

relevant stakeholder groups to ensure the provisions are in place to prevent conflict between

these modes.

DESIGN PRINCIPLE 5: IMPROVE QUALITY THROUGH HIGH QUALITY

CONTEMPORARY DESIGN

Whilst any lock-to parking solutions are not recommended, if ultimately required, they should

be in-keeping with the existing design rhythms on the streets of Dublin. Specifically,

contemporary design is required to ensure the spaces within which the e-scooters operate

remain attractive.

DESIGN PRINCIPLE 6: IMPROVE QUALITY THROUGH MANAGEMENT AND

MAINTENANCE

It is vital that operators work closely with the local authorities, urban realm designers and

public realm management in order to ensure proposed parking solutions are compatible with

the design aspirations for the city. In addition to this, operators should be responsive to

reports of vandalism and mis-use.

DESIGN PRINCIPLE 7: ACHIEVE MORE THROUGH COLLABORATION AND

PILOTS

Stakeholder engagement is key to ensure a successful implementation of shared e-scooters,

which remains important throughout the lifecycle of the schemes. Prior to implementation,

operators should look to engage with stakeholders and seek out potential collaboration

opportunities which might enhance the resulting e-scooter schemes, be that through the

operations or through network design. Any pilots should be well advertised, and feedback

gained from the public should be reflected in the designed implementation or modification of

shared e-scooter schemes.

33

DESIGN PRINCIPLE 8: IMPROVE SUSTAINABILITY

It is recognised that public realm works represent a significant body of construction, and

operators should aim to deliver any required infrastructure that impacts the urban

environment as little as possible. Parking areas without the ‘lock-to’ requirements can

significantly help with this.

One of the most important benefits of shared e-scooter schemes is their potential to reduce

private car trips for short journeys. As discussed in Section 4, the parking network should be

developed to provide a convenient alternative to car use through replacing single mode car

trips or facilitating intermodal trips with public transport.

DESIGN PRINCIPLE 9: CONTINUE TO DEVELOP RESEARCH ON USERS’

NEEDS, HISTORIC CONTEXT AND BEST PRACTICE

Shared e-scooter operators should willingly gather and share useful information from their

schemes. Data analytics should guide continual improvements of the schemes, such as

identifying locations where parking areas should be removed, relocated or added to optimise

usage and reduce car trips.

Partnerships between DCC and operators should be fruitful and always maintained.

DESIGN PRINCIPLE 10: STAY ON TRACK

Shared e-scooter operators should stay up to date on the city’s goals and work with the DCC

in order to help shape the intended future, particularly regarding the ambitious climate

change policies in place. Regular meetings and collaborative workshops should be

scheduled and adhered to.

Transport Aspirations

It is encouraging that investments are being made in the existing public transport

infrastructure that provides a means of accessing not only Dublin City Centre, but also city

fringe commercial areas and educational institutions. It is important that the implementation

of e-scooters will not jeopardise the public transport network’s ability to thrive, however, it is

known that the existing system has constraints. As discussed in earlier sections, e-scooters

have the ability to both replace public transport trips and complement them, and both

outcomes can produce positive results.

The NTA is making numerous improvements to public transport. The bus element of this

effort – BusConnects – aims to deliver a new network of bus corridors as well as cycle lanes,

with works starting in 2021. It is clear that the development of a comprehensive bus network

and associated infrastructure provides great benefits to both bus users and non-users.

Further to this, the aspired improvement in capacity will help relieve the (pre-pandemic) bus

crowding which detracted users. E-scooter trips that replace short bus trips will further allow

an increase in capacity which will allow the bus operations to offer a reliable service to those

that favour the bus over other modes. The replacement of short private-car trips by e-

scooters can deliver some tangible benefits such as a reduction in congestion, further

favouring the bus network. E-scooters will also aid intermodality, enabling bus stops to

become more accessible to those on the urban fringes, further enabling the bus services to

be available for those who truly need it.

E-scooters have the ability to significantly complement rail travel. Plans to extend the Luas

and DART system and the proposed MetroLink will significantly enhance area accessibility.

The roll-out of e-scooters sharing schemes can complement this. Short car journeys to

stations, either as ‘park and ride’ trips or with onward passengers dropped off or picked up,

contributes to congestion. E-scooters will provide an alternative way to access a station for

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journeys that may exceed acceptable walking distances for users. Additionally, e-scooters

could function as an in-between mode, allowing users to travel between stations.

It is clear, that the convenience of e-scooters can complement the future aspirations for

public transport in Dublin. However, consideration must be given to the network of e-

scooters. In particular, the walking distance between e-scooter parking areas should be

thoughtfully considered in order to retain the ‘convenience factor’. Poor network

management resulting in a lack of e-scooter availability at stations could severely impact the

aspirations to remove private-car journeys from the road. The e-scooter operators, DCC and

transport operators should open discussions early to ensure the necessary infrastructure

(such as space for e-scooter parking) is in place prior to the opening of new stations.

Climate Change Policies

It is recognised that transport is Ireland’s largest source of energy-related CO2 emissions –

in 2018, it accounted for 40% of the total16. DCC have published their Climate Action Plan

2019 – 2024, developed in association with Codema (Dublin’s Energy Agency) and the

Dublin Metropolitan Climate Action Regional Office (CARO). The Plan, adopted in May 2020,

sets out four key targets:

• 33% better energy use by DCC by 2020.

• 40% reduction in DCC’s greenhouse gas emissions by 2030.

• To make Dublin a climate resilient region, by reducing the impacts of future (and current)

climate change-related events.

• To actively engage and inform citizens on climate change.

It is clear that transport will play a large part in the transformation of Dublin to become more

climate resilient, and public transport and active travel are highlighted as key tools to allow

significant reductions in emissions to happen. The plan recognises the need for quality

public realm to make the streets more inviting and encourage people to move through them

by bike and walking. Biking in particular has been the predominant focus.

Through the delivery of segregated cycle lanes, DCC intends to increase the perceived

levels of safety to encourage more cyclists. Of course, these segregated lanes can also

benefit e-scooter users, thereby offering an additional mode for travellers to use other than

the car, or indeed in some areas, unnecessary public transport trips.

DCC aspires to be a Future Cycling City and will collaborate with cities including Amsterdam,

Copenhagen and Munich to learn and share experiences in the development and promotion

of cycling infrastructure. In addition to this, DCC will also lead local innovation and research

programmes and encourage citizens and business participation in the development and

deployment of sustainable transport solutions. Whilst the plan does not reference e-scooters

in particular, the mode certainly has the potential to thrive in a city that places much of its

focus on cycling, given that the spaces used by each mode are similar.

The Irish Government recently approved the drafting of legislation which will allow for the

regulation of e-scooters in the forthcoming Road Traffic (Miscellaneous Provisions) Bill. The

Bill will allow for e-scooters to be used in public spaces. As discussed previously, e-scooters

provide a great opportunity to reduce short-distance private car trips. This is particularly

important given the population is expected to continue to grow, potentially increasing carbon

emission further.

16 Sustainable Energy Authority of Ireland, 2018

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Operators should look to ensure that the operational side of the shared e-scooter schemes

remain as environmentally-friendly as possible. E-cargo bikes should be used to travel

between parking areas to pick up and drop off uncharged/charged e-scooters and batteries

at the end of their useable life should be disposed of correctly. It is imperative that the

operation of e-scooter schemes supports the environmental benefits the scheme is

delivering through the removal of private car trips.

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CONCLUSION

Recommendations

To conclude the report, a number of recommendations have been devised to encourage the

successful implementation of shared e-scooter schemes in Dublin City.

STAKEHOLDER ENGAGEMENT

Above all, stakeholder engagement is the key to ensuring the success of e-scooter

operations in Dublin. Operators within the micromobility industry must prioritise such

engagement and collaborate with the DCC to deliver new mobility operations that contribute

towards the council’s future vision. Detailed discussions between shared e-scooter operators

and other existing transport operators in the city including Bleeper and Moby (bike-sharing

operators) and Dublin Bus would be greatly beneficial. The opportunities for intermodal trips

by e-scooter as discussed in Section 4 can only be truly realised if proactive discussions are

had between all parties. This will enable mutual benefits to be found, enabling a fully

integrated and successful transport system, reducing the greatest number of trips by private

car.

ENSURING THE ‘CONVENIENCE FACTOR’ – PARKING DENSITY

It is widely understood that transport modes are chosen due to the perceived convenience,

be that through their accessibility, speed, ease of use, cost and end location. Given their

dockless nature, e-scooters have the ability to provide a mode which is more convenient

than a private car trip. In turn, this will reduce congestion and increase air quality, benefiting

a wide range of people.

E-scooter operators can ensure the convenience of e-scooters remains high through an

appropriate parking network which recognise the variable demographics and therefore user

needs across Dublin City. Site suitability analysis based on these variables, such as that

included within this report, can help infer appropriate areas for e-scooter parking networks.

Further detailed studies should be undertaken in these areas to determine the exact

locations of parking areas. These refined studies should recognise the individual elements of

each area.

ENSURING THE ‘CONVENIENCE FACTOR’ – PARKING TYPE

To ensure e-scooters offer users with a convenient, alternative mode of transport, dockless

parking solutions are recommended. GPS systems and photo enforcement provide the

ability for the operating system to understand when an e-scooter is parked outside a

designated area. This allows e-scooters to be operated docklessly, ensuring scooters are

not crowded around street furniture or blocking pedestrian footpaths. It is recommended that

designated parking areas are provided in appropriate areas. This can include repurposed

on-street car parking spaces, both acting as a deterrent to car users and located away from

pedestrians.

Lock-to parking should be avoided as it significantly reduces the ability for e-scooters to be

located in areas which allow the greatest useability. Users would need to find an appropriate

and free structure to lock the e-scooter to, which would effectively increase journey time.

INTERMODALITY

The provision of e-scooter parking around areas with public transport access should be

prioritised to enable intermodality. By allowing more people to access public transport

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stations, the need for private car journeys is reduced. This should be encouraged through

the provision of a high number of available e-scooters, particularly at DART and Luas

stations that provide access into the city centre and commercial areas.

VEHICLE CHARGING AND FLEET MANAGEMENT

Operators should recognise that their operations can contribute towards carbon emission

reductions. E-cargo bikes should be used to travel between parking areas to pick up and

drop off uncharged/charged e-scooters.

URBAN DESIGN AND INFRASTRUCTURE

E-scooters and specifically their parking should contribute to Dublin City’s urban realm

aspirations and abide by the set principles. Their location should be mindful of the existing

users of the surrounding public realm, most importantly pedestrians, whilst also retaining the

‘convenience-factor’. Their design should be high-quality and compatible with the

surrounding look and feel of the area.

To address community concerns surrounding safety and clutter, the operators should

educate the users when possible to ensure riding on the footpath does not take place, and e-

scooters are parked appropriately.

DOTT IN DUBLIN

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