This study aims to identify latent classes among shared e-scooter users based on their characteristics and analyze the differences in personal and usage characteristics across these classes. Specifically, the study has the following key objectives: (1) to select variables related to the personal and usage characteristics of shared e-scooter users; (2) to collect data on the personal and usage characteristics of shared e-scooter users; (3) to derive the latent classes of shared e-scooter users; and (4) to test the differences in personal and usage characteristics across the identified latent classes. Variables related to the personal and usage characteristics of shared e-scooter users were selected based on a literature review. Through a survey, data on the personal and usage characteristics of shared e-scooter users were collected. A latent class analysis (LCA) was performed to derive the latent classes of shared e-scooter users. Finally, a chi-square analysis was conducted to test the differences in personal and usage characteristics across the latent classes of shared e-scooter users. The results of this study are as follows. The personal characteristics of shared e-scooter users were identified as age and sex, whereas the usage characteristics were identified as usage frequency, time periods of e-scooter usage, return/rental zones, return/rental places, and types of roads used. Data on sex, age, usage frequency, periods of e-scooter usage, and return/rental locations were collected from 278 shared e-scooter users. Based on information criterion, statistical validation, and the entropy index, four latent classes of shared e-scooter users were identified: “male users with a commuting purpose in business zones,” “male users with a homeward commuting purpose in residential zones,” “female users with a leisure purpose in park/green zones,” and “users in their 20s with a commuting purpose in residential zones.” The results of a chisquare analysis revealed statistically significant differences (p < 0.05) in the personal and usage characteristics across the latent classes. Shared e-scooter user types were classified through Latent Class Analysis (LCA), and differences in personal and usage characteristics were identified across the classes. The preferred usage environments and conditions for each class of shared e-scooter users are determined. Variables related to the return/rental zone and periods of e-scooter usage showed the most significant differences among the classes. These findings can contribute to the development of customized user policies and the improvement of services based on the characteristics of shared e-scooter users.

In this study, we analyze the design preferences of parking spaces for shared e-scooters. The detailed purposes are to develop the attributes and attribute levels for the design of shared e-scooter parking spaces, derive profiles by combining the attributes and attribute levels of parking space design, collect preference data on parking-space design from shared e-scooter users, and analyze the preferences for parking space design. The attributes and attribute levels for the design of shared e-scooter parking spaces were developed based on a literature review and an investigation of shared e-scooter parking spaces. Using the full profile method and orthogonal design, the profiles were derived by combining the attribute levels. Preference data for parking space profiles were collected from shared e-scooter users using survey cards to visualize the profiles. Preferences for parking-space design were analyzed using conjoint analysis. Through a literature review and case studies, three attributes: parking angle and direction, parking unit, and parking method, along with their attribute levels were developed. By combining the attributes and their levels, 16 profiles for parking spaces were created. Preference data for these parking-space profiles were collected from 278 shared e-scooter users using a 10-point Likert scale. Using conjoint analysis, the utility and importance of the attributes and attribute levels for parking space design were analyzed. A parking-space design plan that considers the preferences of shared e-scooter users was proposed. The utilities of the attribute levels for shared e-scooter parking space design were derived. Among the attribute levels, the 'compact parking unit' showed the highest utility for the parking unit, whereas 'head-in parking' had the highest utility for the parking method. For parking angle and direction, 'perpendicular parking' had the highest utility, followed by '45°, direction toward the facility’s passageway.' The importance of the attributes for shared e-scooter parking space design was also derived, with 'parking angle and direction' being the most important attribute. Finally, a parking space design plan for shared e-scooters was proposed using visualized survey cards.

As the use of shared kickboards rapidly increases, personal mobility (PM)-related accidents are frequently occurring. These accidents are mainly caused by careless behavior, which is typically indicated by neglecting to wear a helmet, speeding, signal violation, or illegal driving owing to incorrect driving methods. This type of user behavior increases the risk of accidents; for this reason, there is an urgent need to prepare effective measures for the safe use of shared kickboards. To reduce PM accidents, this study proposes a charging model that promotes the safe behavior of shared kickboard users. The core aim of this model is to persuade users to comply voluntarily with safety rules through incentives and penalties. Specifically, by providing a discount rate when wearing a helmet, the user is encouraged to wear a helmet, whereas in the event of an accident, a penalty is imposed to emphasize the disadvantages that occur when the safety rules are violated. This incentive structure is expected to contribute to the development of safer driving habits among shared-kickboard users. To verify the effectiveness of this charging model, simulations and user surveys were conducted in parallel. It was found that the user’s safety behavior improved, and the incidence of accidents decreased considerably. This confirmed that the proposed charging model not only reduced accidents but also naturally formed a safe driving culture for users. The shared key proposed in this study can benefit the operating company, and policymakers can contribute in the future by sharing key issues that are expected to play an important role in presentation and punishment, and provide a new paradigm for sharing key paradigms.

본 연구의 목적은 보행로에서 자유 주차된 공유형 자전거 및 전동킥보드를 수용하기 위한 혼합형 주차구획 설계방안을 제시하는 것 이다. 본 연구의 방법은 다음과 같다. 현장조사를 통해 공유형 자전거 및 전동킥보드의 주차비율을 도출한다. 문헌조사를 통해 공유형 자전거 및 전동킥보드의 주차단위구획을 도출한다. 주차단위구획의 배치에 따른 기하학적 특성을 이용하여 혼합형 주차구획 설계공식 을 도출한다. 혼합형 주차구획 설계 공식을 이용하여 주차구획 설계 사례를 제시한다. 본 연구의 결과는 다음과 같다. 주차실태 현장 조사를 통해 공유형 자전거 및 전동킥보드의 주차비율을 도출하였다. 혼합형 주차구획 설계공식 도출을 위한 주차단위구획의 규격을 도출하였다. 공유형 자전거 및 전동킥보드의 주차비율을 반영한 혼합형 주차구획 설계공식을 도출하였다. 공유형 자전거 및 전동킥보 드의 주차각도 유형별로 혼합형 주차구획 설계공식 적용 사례를 도출하였다. 본 연구의 결과를 바탕으로 자유주차 방식의 공유형 자 전거 및 전동킥보드로 인한 보행 방해 문제를 해소할 수 있을 것으로 기대한다.

최근 몇 년간 서울시 내 공유 전동 킥보드의 도입대수가 증가함에 따라, 불법 주·정차 문제가 중요한 사회적 이슈로 부각되었다. 서 울시는 이러한 문제를 해결하기 위해 관련 조례를 개정하여 불법 주·정차된 킥보드를 견인하고 있으나, 불법 주정차 신고 건수는 여전히 감소하지 않는 것으로 나타났다. 사후 견인에 중점을 두고 있는 제도를 보완하기 위해서는 전동킥보드 불법 주·정차의 공간적 특성을 파악하고 이에 대한 체계적인 분석이 필요하다. 따라서 본 연구에서는 전동킥보드 견인 데이터를 활용하여 전동 킥보드가 불법 주·정 차된 지역의 공간적 특성을 파악하자고 한다. 이에 따라, 서울시 각 행정동별 전동킥보드 불법 주·정차 견인 건수를 바탕으로 Moran's I 분석을 수행하여 공간적 자기 상관성을 파악하였다. High-High(HH), Low-Low(LL), High-Low(HL), Low-High(LH)로 구분된 네 가지 유 형의 패턴이 서울시 내에 분포하는 양상을 파악하고, 각 구역의 공간적 특성을 분석하였다. 연구결과는 해당 문제의 사전 예방을 위한 기초 자료를 제공하고, 정책적 시사점을 제시할 수 있을 것으로 기대된다.

PURPOSES : This study presents a formula for calculating the parking capacity of shared e-scooter parking spaces using the dimensions of the clearance spaces of sidewalks. The details are as follows: First, the discontinuity angle of the parking unit placement is derived. Second, the parameters of the sidewalk clearance lengths are derived. Third, a formula for calculating the parking capacity of shared e-scooter parking spaces is derived. Finally, we examine the applicability of the parking capacity calculation formula to actual sidewalk clearance spaces. METHODS : Based on literature reviews, a formula for the discontinuity angle of parking unit placement was derived using the sidewalk clearance widths and the geometric structure of parking units. Formulas for the parameters of the sidewalk clearance lengths were derived using the sidewalk clearance lengths and the geometric structure of the parking units. A formula for parking capacity calculation was derived using the formula for the parameters of the sidewalk clearance lengths and the discontinuity angle. Examples of the application of the parking capacity calculation formula to actual sidewalk clearance spaces are presented. RESULTS : The results of this study are listed as follows: The discontinuity angle for the placement of standard shared e-scooter parking units was derived. Additionally, a formula for the sidewalk clearance lengths was derived. Moreover, a formula for calculating the parking capacity of shared e-scooter parking spaces based on sidewalk clearance lengths and widths was derived. Finally, examples of the application of the parking capacity calculation formula to actual sidewalk clearance spaces are presented. CONCLUSIONS : A formula for calculation of the parking capacity of shared e-scooter parking spaces using the dimensions of the clearance space of sidewalks was derived and proposed. The parking capacity calculation formula presented in this study can contribute to the design of parking spaces to accommodate dockless shared e-scooters on sidewalks. Furthermore, it can also contribute to accommodating other types of dockless mobility. Future research can focus on designing parking spaces that consider the parking demands for shared e-scooters.

PURPOSES : This study presents an application plan for parking spaces for shared e-scooters using the clearance widths of sidewalks. The detailed purposes are as follows: firstly, to present appropriate spaces for installing parking lots for shared E-scooters. Secondly, to derive the specifications of parking unit spaces for shared E-scooters. Thirdly, to derive the formula for calculating the parking angle of shared E-scooters. Lastly, to provide examples of calculating the parking angle using the derived formula. METHODS : Based on the literature review, appropriate locations for installing parking spaces for shared E-scooters on sidewalks were proposed. We also investigated design factors based on a literature review to derive the specifications of parking unit spaces for shared E-scooters, and utilized the geometric characteristics of clearance widths of sidewalks to derive a formula for calculating the parking angle. Finally, we provide examples of calculating the parking angle for shared E-scooters using the derived formula. RESULTS : The results of this study are as follows. We proposed clearance widths of sidewalks as appropriate spaces for installing parking spaces for shared E-scooters. Next, we derived the specifications of parking unit spaces for shared E-scooters considering anthropometric measurements, specifications of shared E-scooters, and clearance dimensions. Moreover, we derived a formula for calculating the parking angle of shared E-scooters considering clearance widths of sidewalks. Finally, we presented examples of calculating the parking angle for shared E-scooter parking unit spaces based on clearance widths of sidewalks. CONCLUSIONS : It was concluded that the application for parking spaces for shared e-scooters using the clearance widths of sidewalks was presented. We derived the standard and compact specifications of parking unit spaces for shared E-scooters, and provided foundational data for estimating the parking capacity using a formula for calculating the parking angle of shared E-scooters. Future research directions include presenting case studies of estimating parking capacity using the parking angle of shared E-scooters.

In this study, the models with types A, B and C of the commercial electric kickboard suspensions were modeled and the structural analyses were carried out. Types A and C have the deformations less than type B. The coil spring can reduce the deformation by installing the suspension. In types A and C, the forces applied to the bolt became same, but more deformation occurred in type C. This is the difference due to whether or not there is a fixed part. Type A was fixed and type C not. This fixation indicates that the bolt has been fully tightened to the end. Therefore, the use of products thatarefully contacted to the end by tightening with bolts can reduce the deformation greatly. Based on the data obtained from this study, it is assumed that the more efficient and stable product will be designed if the suspension absorber of the suspension is designed. Without the test on the durability of electric kickboard suspension, the durability can be seen as the deformation and stress are investigated through the structural analysis.

In this study, the deformation, equivalent stress and strain energy were analyzed on the electric kick board emerging as a new means of transportation at the accident of a front collision according to each shape were analyzed. The largest part deformation happened at the handle, and the board part where the person’s feet was placed was seen to become weak. The equivalent stress was most visible at the board section, unlike the deformation results. In particular, the deformation and stress of model A which has a long and thin neck, have occurred greatly. Therefore, the longer the neck, the greater the deformation and stress occur. Among all models, the deformation and stress were the smallest at model C. As model A has a particularly thinner neck and board connection part, a large strain energy appeared. Therefore, it is considered that the connection needs to be reinforced thickly and firmly. On the study result, the thicker the board part of the electric kick board and the lower the body of the vehicle, the safer it is. The results of this study can be effectively applied to investigate the values of stresses and deformations, and strain energies through structural analysis without the fracture test at the front collision according to the shape of electric kick board.